Piper announced the end of PA-30 production in 1970 and introduced a new PA-39 line. Basically a PA30, the PA-39 featured contra-rotating engines and a slight modification to the wings.
Three models were available:
Standard Model
Custom As Standard Model, with Piper Truespeed Indicator, vacuum system with dual engine driven vacuum pumps (dry), dual vacuum gauge, dual 70A engine driven alternators, heated pitot tube and full flow oil filters. Advanced instrument panel with 3in pictorial gyro horizon, 3in directional gyro, rate of climb indicator, OAT gauge, gyro air filter, inertial shoulder harness for two front seats, Piper pictorial turn rate indicator + 47 lb.
Sportsman As Custom Model, with Piper External Power, glare ban instrument lights, fifth & sixth family seats, Palm Beach interior with leather upholstery, four headrests and window curtains + 83 lb.
The 160 hp Lycoming IO-320 B version of the Twin Comanche was produced in limited numbers, all models were certified under FAA A1EA.
Some 155 were built before the 1972 flood at Lock Haven when it was decided not to build any more.
PA-39 Engines: 2 x Lycoming IO-320 B1A, 160 hp Props: Hartzell, Constant speed, full feathering, counter rotating Wingspan: 35 ft 11 in / 35 ft 9.5 in o/tip tanks Length: 25 ft 2 in Height: 8 ft 3 in Wing area: 178 sq.ft Tailplane span: 12 ft 6 in Fuel capacity: 90 USG / 120 USG w/tip tanks Stall: 69-70 mph Baggage: 200 lb Loaded weight: 3725 lb
PA-39 C/R Engines: 2 x Lycoming IO-320 B1A, 160 hp / 119kW Props: Hartzell, Constant speed, full feathering, counter rotating Wingspan: 35 ft 11 in (19.97m) / 36 ft 9.5 (11.22m) in o/tip tanks Wing area: 178 sq.ft Length: 25 ft 2 in (7.67m) Height: 8 ft 3 in / 2.51 m Tailplane span: 12 ft 6 in Empty weight: 2270 lb (1029kg) MTOW norm: 3600 lb (1633kg) MTOW w/tip tanks: 3725 lb (1690kg) Fuel capacity: 90 USG / 120 USG w/tip tanks Baggage: 250 lb / 113 kg Max speed SL: 205 mph Cruise speed SL eco: 181-188 mph Cruise speed SL norm: 198 mph / 172 kt / 319 kph Cruise speed 8000ft: 194 mph Cruise speed 10,000ft eco: 166 mph Stall: 69-70 mph Climb rate: 1460 ft/min / 445 m/min SE Climb rate: 260 ft/min Service ceiling: 20,000 ft / 6095 m SE service ceiling: 7100 ft Takeoff run: 940 ft Takeoff run to 50ft: 1530 ft Landing run from 50ft: 1870 ft Landing run: 700 ft Range norm fuel: 830 mi / 720 nm / 1335 km Range eco: 1110 mi Range max: 1200 mi / 1042 nm / 1930 km Baggage compartment: 20 cu.ft (0.57cu.m) Seats: 4-6
39 Turbo Cruise 12,000ft: 228 mph Cruise 12,000ft eco: 186-193 mph Stall: 69-70 mph Climb rate: 1290 ft/min SE Climb rate: 225 ft/min Service ceiling: 25,000 ft SE service ceiling: 12,600 ft Takeoff run: 990 ft Takeoff run to 50ft: 1590 ft Landing run from 50ft: 1900 ft Landing run: 725 ft Range 12,000ft: 1090 mi Range 12,000ft eco: 1485 mi Range 12,000ft max: 1535 mi Range 24,000ft: 1270 mi Range 24,000ft eco: 1670 mi Range 24,000ft max: 1710 mi Empty weight: 2416 lb Baggage: 250 lb Loaded weight: 3725 lb
PA-39 B Turbo Engines: 2 x Lycoming IO-320 B1A, 160 hp Props: Hartzell, Constant speed, full feathering, counter rotating Wingspan: 35 ft 11 in Length: 25 ft 2 in Height: 8 ft 3 in Wing area: 178 sq.ft Tailplane span: 12 ft 6 in Max speed SL: 240 mph Service ceiling: 30,000 ft SE service ceiling: 19,000 ft Range norm: 1090 mi Range w/tip tanks: 1360 mi Empty weight: 2408 lb Baggage: 250 lb Loaded weight: 3725 lb
Piper canvassed 10000 flying instructors before it built the “ultimate” training machine for the seventies. A cantilever low-wing monoplane with fixed tricycle landing gear, a T-tail, and side-by-side enclosed accommodation, it was powered by an Avco Lycoming O-235-L2C engine, designated Piper PA-38-112 Tomahawk. The Tomahawk was designed around minimalism and low initial cost (around US$18,000 in 1978) and low ongoing costs.
First flown in mid-1973, Piper’s Tomahawk received FAA type certification (FAA A18SO) on 20 December 1977. The T-¬tail trainer was certified in both the normal and utility categories, and the production lines started rolling in January 1978. The FAA temporarily suspended the airworthiness certificate of Piper’s Toma¬hawk trainer, grounding over 700 Toma¬hawks because of magneto failures. For simplicity, the ailerons and flaps were attached by piano wire hinges and the doors were held closed and locked by wire.
Fitted with a NASA created GA(W)-1 aerofoil, the Tomahawk’s heavy flight controls were intended to impersonate a bigger aircraft. The three position flaps, 34 deg, 21 deg, and up, is normally not used for takeoff. The wing has a fatigue limit of 11,000 hrs and modifications can increase that by 5000 hrs. One mod is to rivet a reinforcement plate to the wing’s spar plug.
Leading edge stall/airflow strips were installed on the aircraft’s wing to temper the stall/spin characteristics and the high crash/fatality rate dropped off noticeably. A 1983 AD required the installation of both inboard and outboard leading edge airflow strips.
Improvements introduced as standard in 1982 resulted in redesignation as the PA-38-112 Tomahawk II. The Tomahawk II introduced bigger wheels, and cured a nose wheel shimmy problem of the original.
Because of economic conditions production was suspended at the end of 1982, at which time 2,519 had been built, and output was nearing 200 units per year.
Piper hoped that it would be possible to resume production during 1984. This was not the case as the Tomahawk was one of the types most affected by the product liability laws and was already struggling to find a market.
Piper announced in 1972 a completely new version of the PA-25 Pawnee agricultural aircraft which introduced a more powerful Continental Tiara 6-285 flat-six engine of 213kW, a new cantilever wing, new safety features, filtration of the air entering the pilot’s ventilated and heated cockpit, and a larger standard chemical hopper of 0.85cu.m or, optionally, 1.08cu.m capacity. First introduced in Piper’s 1973 model year, over 350 were built up till 1977, all powered by a 285 hp Conti¬nental Tiara engine.
The Brave has a number of innovations to distinguish it from the earlier models of the type. One of the first differences evident is the lack of wing struts, fibreglass leading edges, and the fuel tanks are filled with a plastic foam like “infinite baffle” which is intended to reduce fuel movement and reduce the potential of fire. For the same reason the fuel lines are located behind the main spar. The rear fuselage is “pressurised” from a vent on the tail fin which acts to “push” the super out of the rear fuselage. The system is designed to keep 90% of the dust and dirt out of the fuselage and the easily removable panels make the remaining 10 per cent easy to get at.
A much larger ag aircraft than the original Pawnee, the Pawnee Brave was underpowered in its original 285 hp version. A 300 hp model was introduced in 1977. Designated Piper PA-36 Pawnee Brave, the new model began to enter service in 1973, and in 1977 an additional version with a 300 hp / 224kW Avco Lycoming IO-540-K1G5 engine became available, the designations of these two aircraft then becoming PA-36 Pawnee Brave 285 and PA-36 Pawnee Brave 300.
In 1978 the 300 hp aircraft became the standard model, and a new PA-36 Pawnee Brave 375 being introduced with a 280kW Avco Lycoming IO-720-D1CD flat-eight engine, equipped with the larger of the two chemical hoppers as standard. The engine was a detuned 400 hp Lycoming
These were to remain in production with Piper until rights for both versions of the PA-36 were acquired by WTA Inc. in 1981. This latter company was marketing this agricultural aircraft in two versions, the version with the 280kW engine now being the basic model and redesignated PA-36 New Brave 375. It was available optionally with a 298kW IO-720-D1C engine under the designation PA-36 New Brave 400.
WTA Inc received from Piper rights to PA-18-150 Super Cub lightplane and PA-36 Brave agricultural aircraft; 250 Super Cubs built before becoming once again Piper type, while PA-36 produced as New Brave.
Pawnee Brave Engines: Continental 6-285-C, 285 hp Wingspan: 39 ft 0 in / 11.89 m Length: 27 ft 4.25 in / 8.34 m Empty weight standard: 2050 lb / 930 kg Empty weight sprayer: 2170 lb / 984 kg MTOW weight normal: 3900 lb / 1769 kg MTOW weight restricted: 4400 lb / 1996 kg Wing loading: 17.3 lb/sq.ft Pwr loading: 13.68 lb/hp Equipped useful load: 1803 lb Fuel cap: 522 lb Payload max fuel: 1281 lb Working speed: 117 kt / 135 mph / 217 kph 75% cruise: 128 kt Range max fuel 75% pwr: 531 nm/ 4.2 hr Service ceiling: 13,000 ft Working endurance: 5 hr Stall: 54-62 kt ROC: 790 fpm Min field length: 1650 ft Hopper cap: 225 USG / 30 cu.ft / 0.85 cu.m / 852 lt Opt hopper cap: 275 USG / 38 cu.ft / 1.08 cu.m / 1041 lt / 1900 lb / 862 kg Cockpit width: 3 ft 2 in / 0.97 m Seats: 1
PA36-300 Brave 300 Engine: Lycoming I0-540-KIGS, 300 hp / 224kW Wingspan: 11.89 m / 39 ft 0 in Length: 8.34 m / 27 ft 4 in Height: 2.29 m / 8 ft 6 in Wing area: 20.96 sq.m / 225.61 sq ft Hopper Cap: 30 or 38 cu.ft Wing loading: 17.3 lb/sq.ft Pwr loading: 13 lb/hp Max TO wt: 3900 lb Empty wt: 2180 lb Equipped useful load: 1673 lb Payload max fuel: 1157 lb Range max fuel/ 75% pwr: 480 nm/ 3.9 hr Service ceiling: 12,000 ft 75% cruise: 123 kt / 229 km/h / 142 mph Working speed: 103 kt Stall: 54-63 kt ROC: 770 fpm Min field length: 1650 ft Fuel cap: 516 lb Seats: 1
For 1972 Piper introduced the six/seven-seat Piper PA-34 Seneca which, basically, was a twin-engine version of the Cherokee SIX with retractable tricycle landing gear, a new fuselage structure and power provided by two 200 hp / 149kW Avco Lycoming IO-360 flat-four engines.
Early models, the Seneca I, handled awkwardly and were slower than expected and the Seneca II incorporated improvements including: turbo-charging, larger and redesigned ailerons and improved stick forces. For 1975 149kW Continental TSIO-360-E turbocharged and counter-rotating engines were introduced and the landing gear was strengthened for operation at higher gross weight, the designation then changing to PA-34-200T Seneca II.
Many Seneca I have been upgraded to Seneca II standard featuring turbo-charged engines and improvements to ailer¬ons, rudder and the stabilator to improve handling.
In 1982 the Seneca II was superseded by an improved PA-34-220T Seneca III. A total of 28 improvements changed the II into the III, and while most of these are cosmetic, the two most significant are further increases in available power, and weight – most of which means useful load. A five minute take-off power rating increases 20 hp to 220, an rpm increase from 2575 to 2800, and an increase in MTOW of 180 lbs. This translates to a 190 lbs increase in useful load. The Seneca III has Continental TSIO-360-KB turbocharged and counter-rotating engines.
The PA-34-220T Seneca III remained in production in 1984.
Seneca III
During 1976-77 Piper signed an agreement with the Polish foreign trade association Pezetel under which P.Z.L. Mielec will assemble/manufacture the Seneca for sale in eastern Europe. Designated in Poland as the P.Z.L. Mielec M-20 Mewa (Gull), the first Polish-built prototype was flown on 25 July 1979. The production version M-20 03 was one of the very few light-twins on the market.
It was reported in February 1981 that the Forca Aerea Brasileira had placed an order for a follow-on batch of 20 EMB-810 (Seneca II) for liaison work, 11 having the Robertson STOL modifications. The EMB-810 is designated U-7 by the FAB, the initial order having called for 12 aircraft.
In 1994, the “new” Piper Aircraft company introduced the Seneca IV, having acquired its license on November 17, 1993. This model is similar to the Seneca III offering small improvements such as modifying the engine hood for better cruise performance. It still continued to use the counter-rotating technique with the Continental IO-360 and Continental TSIO-360-KB engines and the maximum weights remained the same.
In Brazil, versions with the economical Continental IO 360 aspirated Seneca II (two-bladed propeller) and Seneca III (three-bladed propeller) were a major selling success in the 1970s and 1980s, leading to a licensing agreement between Piper and Brazilian manufacturer Embraer, on a new EMB-810 D and Cuesta designation for the same basic design. Subsequently, the manufacture of the aircraft was transferred to the subsidiary of Embraer, Indústria Aeronáutica Neiva.
Neiva EMB-810D Seneca III
The Seneca IV was the last Piper produced under license by Embraer and that agreement terminated in 1996.
PT-VSH – Neiva EMB-810D Seneca III
A total of 4,464 Seneca were delivered by 1 January 1991.
New Piper continued production of the Seneca V.
Certification was under FAA A7SO for:
PA-34-200 34-7250001 to 34-7250189 when kit number 760607 is installed. 34-7250190 to 34-7250214 when kit number 760611 is installed. 34-7250215 to 34-7350353 34-7450001 to 34-7450220
PA-34-200T Seneca II All, except with kit number 764-048V or 765-110 installed.
PA-34-220T Seneca III All, except with kit number 764-099V or 766-203 installed
PA-34-220T Seneca V 3440991 and up, except with kit number 766-632 installed or Avidyne Entegra System installed
PA-34-200 Engines: Two 200hp Lycoming IO-360 Wingspan: 38’11” Length: 28’6″ Useful load: 1600 lb Max speed: 198 mph Cruise:183 mph Range: 940-1130 mi Ceiling: 20,000′ Seats: 6-7 No. built: 933
PA34-200T Seneca II Engines: 2 x Continental TSIO-360-E, 200 hp at sea level, 215 hp at 12,000 ft Seats: 6/7 Wing loading: 22 lb/sq.ft Pwr loading: 11.4 lb/hp Gross wt: 4570 lb Empty wt: 2788 lb Equipped useful load: 1654 lb Payload max fuel: 916 lb Range max fuel/ 75% pwr: 864 nm/4.5 hr Range max fuel / 55% pwr: 998 nm/ 6.1 hr Service ceiling: 25,000 ft Cruise 75%: 190 kts @ 20,000 ft 55% cruise: 165 kt Vmc: 70 kt Stall: 61-63 kt 1.3 Vso: 79 kt ROC: 1340 fpm SE ROC: 225 fpm @ 90 kt SE Service ceiling: 13,400 ft Min field length: 1568 ft Fuel cap: 588/738 lb Undercarriage: retractable T/O dist (50 ft): 1240 ft Ldg dist (50 ft): 1860 ft Number built: 2588
PA34-220T Seneca III Engine: 2 x Continental, TSIO-360KB & LTSIO-360KB, 220 hp @ 2800 rpm (5 min), 200 hp @ 2600 rpm continuous TBO: 1800 hr Prop: Hartzell 2 blade, constant speed 76 in Seats: 6/7 Length: 28.5 ft Height: 9.9 ft Wingspan: 11.86 m / 39 ft 11 in Wing area: 209 sq.ft Wing aspect ratio: 7.4 Max ramp wt: 4773 lb Max take off wt: 4750 lb / 2155 kg Standard empty wt: 2875 lb Max useful load: 1898 lb Max landing wt: 4513 lb Wing loading: 22 lbs/sq.ft Power loading: 11.4 lbs/hp Max useable fuel: 738 lb Climb rate: 1400 fpm @ 89 kt Climb gradient: 903 ft/nm Rate of climb @ 8000 ft: 1275 fpm Certificated ceiling; 25,000 ft / 7620 m SE rate of climb: 240 fpm @ 92 kt SE climb gradient: 157 ft/nm SE ceiling: 12,300 ft Max speed: 196 kt Cruise @ 65% power @ 8,000ft: 164 kt Cruise @ 65% pwr @ 18,000 ft: 180 kt Fuel flow @ 65% power @ 18,000ft: 121 pph Endurance @ 65% power @ 18,000ft: 5.8 hr Stalling speed clean: 65 kt Stall speed gear/flaps down: 62 kt Turbulent air penetration speed: 140 kt Retractable undercarriage Cabin length: 125 in Cabin height: 49 in Cabin volume: 195.3 cu.ft Fuel capacity: Std: 371 lt, Optional: 484 lt TO dist: 920 ft Landing dist: 1218 ft
Piper PA34 – 220T Seneca IV Engines: 2 x Teledyne Continental TSIO / LTSIO 360 KB, 232 hp Length: 28.576 ft / 8.71 m Height: 9.908 ft / 3.02 m Wingspan: 38.911 ft / 11.86 m Wing area: 208.714 sq.ft / 19.39 sq.m Max take off weight: 4749.6 lb / 2154.0 kg Weight empty: 2853.3 lb / 1294.0 kg Max. payload weight: 1920.6 lb / 871.0 kg Max. speed: 196 kt / 363 km/h Landing speed: 64 kt / 119 km/h Cruising speed: 193 kt / 357 km/h Take off distance: 1211 ft / 369 m Landing distance: 1978 ft / 603 m Service ceiling: 25000 ft / 7620 m Wing loading: 22.76 lb/sq.ft / 111.0 kg/sq.m Range: 990 nm / 1833 km Crew: 2+4
2007 Piper PA34-220T Seneca V Engines: Continental TSIO-360-RB, 220 hp TBO: 1800 hr Fuel type: 100/100LL Propeller: Hartzell CS/2-blade Landing gear: Tri./Retr. Max ramp weight: 4773 lb Gross weight: 4750 lb Landing weight: 4513 lb Empty weight, std: 3393 lb Useful load, std: 1380 lb Usable fuel, std: 122 USgal Payload, full std. fuel: 648 lb Wingspan: 38 ft. 10 in Overall length: 28 ft. 7 in Height: 9 ft. 11 in Wing area: 208.7 sq. ft Wing loading: 22.8 lbs./sq. ft Power loading: 10.8 lbs./hp Wheel size: 6.00 x 6 Seating capacity: 6 Cabin doors: 2/3 Cabin width: 49 in Cabin height: 42 in Cruise speed 75% power: 197 kt Cruise speed 65% power: 190 kt Fuel consumption 75% power: 26.4 USgph Fuel consumption 65% power: 22.8 USgph Cruising range: 828+ nm Vso: 64 kt Best rate of climb (SL): 1462 fpm Service ceiling: 25,000 ft Service ceiling, SE: 16,500 ft Takeoff ground roll: 1143 ft Takeoff over 50 ft. obstacle: 1707 ft Landing ground roll: 1400 ft Landing over 50 ft. obstacle: 2180 ft
PZL Mielec M 20 Mewa Engines: 2 x Teledyne Continental TSIO 360 KB, 217 hp Length: 28.609 ft / 8.72 m Height: 9.908 ft / 3.02 m Wingspan: 38.911 ft / 11.86 m Wing area: 206.454 sq.ft / 19.18 sq.m Max take off weight: 4564.4 lb / 2070.0 kg Weight empty: 2910.6 lb / 1320.0 kg Max. speed: 194 kts / 360 km/h Landing speed: 60 kts / 112 km/h Cruising speed: 168 kts / 311 km/h Initial climb rate: 1496.06 ft/min / 7.60 m/s Service ceiling: 25000 ft / 7620 m Wing loading: 22.14 lb/sq.ft / 108.0 kg/sq.m Maximum range: 990 nm / 1833 km Range: 670 nm / 1240 km Crew: 1+6
In 1967 a single Comanche, N4600Y, was modified by Swearingen with a pressurised cabin.
The prototype, powered by a 260-hp Lycoming TIO-540 engine and equipped with Twin Comanche landing gear, tail and wings and a new fuselage, was first flown on 11 March 1967.
The Comanche crashed on takeoff from Lock Haven 23 March 1967 when the pilot had problems with the electric nosewheel. The project was then cancelled and removed from the Register in 1969.
The Piper PA-32-3M was basically a PA-32 Cherokee based prototype modified as a Trimotor aircraft with two 115-hp Lycoming O-235 engines fitted to the wings, for development of the PA-34 Seneca at Vero Beach FL. in the early ’70s. This prototype significantly helped many other development projects at Piper.
It was an early attempt to convert the PA-32-260 Cherokee 6 into a simple, low-cost trimotor, retaining the fixed gear and using fixed-pitch props. This was actually tested by adding two 115 hp engines to the wings and throttling the Cherokee 6’s 260 hp engine back to simulate a third O-235 for a total of 345 hp.
Performance on all three engines was fine, but engine out performance was not. Switching the 115 hp engines for 150 hp units solved that problem, but speed was now so high on 450 hp that controllable-pitch props were needed, defeating the original purpose. That model eventually became the Seneca, but with two larger engines, variable-pitch props and retractable gear.
On 6 December 1963 Piper flew the prototype of a six-seat version of the PA-28 Cherokee, retaining the same general configuration but differing primarily by having a slight increase in wing span, the fuselage lengthened by 1.35m, and the installation of the 194kW Avco Lycoming O-540-E4B5 engine. These were the wings, rear fuselage and tail of the Cherokee 235. Designated Piper PA-32-260-6 Cherokee Six, it was available initially in Standard, Custom, Executive and Sportsman versions with differing standards of installed equipment. By 1966 the company designation had changed to PA-32-260 and the Cherokee Six was then available as an optional six/seven-seat aircraft and, as the PA-32-300, with an optional 224kW IO-540-K engine.
Cherokee Six 300
In 1971 Piper restyled the name to Cherokee SIX, but apart from annual product improvement, there were no changes until 1975 when a new version designated PA-32R-300 Cherokee Lance entered production to complement the Cherokee SIX, differing by introduction of a new fuselage structure and retractable tricycle landing gear. The Lance carries 66 pounds more fuel than the similarly powered but fixed gear Cherokee Six, yet it has a 48 pound higher max fuel useful load, and it can produce nearly nine percent more nmpg than the Six at 75 percent power in spite of its 200 pound ¬higher gross weight.
The 1978 version of the Lance had the conventional tail unit replaced by a T-tail, the designation then changing to PA-32RT-300 Lance II and, at the same time, a model with 224kW TIO-540-S1AD turbocharged engines became available under the designation PA-32RT-300T Turbo Lance II.
Production of PA-32-260 Cherokee SIX ended in late 1978, the remaining version then being redesignated PA-32-300 SIX 300, but in the following year this also disappeared, together with the Lance II and Turbo Lance II. These aircraft were superseded by the six/seven-seat PA-32-301 Saratoga (the basic member of the new related family) in 1980 which had an increased-span tapered wing, reversion to a conventional tail unit, fixed tricycle landing gear, and a 224kW IO-540-K1G5D engine driving a constant-speed propeller.
Turbo Lance II & Lance II
Made available simultaneously was the generally similar PA-32-301T Turbo Saratoga, which had a turbocharged version of the same engine, and the corresponding PA-32R-301 Saratoga SP and PA-32R-301T Turbo Saratoga SP which differed by having retractable tricycle landing gear. Only very low volume production continued into the early 1990s.
Embraer EMB-720 Minuano
The Embraer EMB-720 “Minuano” is the Piper PA-32 Cherokee Six produced in Brazil by Embraer and later by its subsidiary Neiva, under license from Piper Aircraft. Equipped with Lycoming engine with direct injection of fuel and 300 HP of power, it develops 270 km / h. Its electronic communication and radionavigation system was considered modern for the time. It can carry up to six people (1 pilot + 5 passengers) with ample luggage space.
Embraer EMB-720D Minuano
293 Minuano aircraft were marketed between 1975 and 1996. Designed to operate in regions with short and unpaved runways, it was widely used to link cities to farms and remote regions, such as garimpo areas.
The Embraer EMB-721 “Sertanejo” is a PA-32R, produced in Brazil by Embraer and later by its subsidiary Neiva, under license from Piper Aircraft.
PT-ROK – Embraer EMB-721D Sertanejo
Chincul SACAIFI manufactured aircraft under license from Piper Aircraft Corporation. The company was a wholly owned subsidiary of “La Macarena S.A.”, Piper’s Argentine agent. Production included 26 Piper PA-32R.
Produced from 1975 to 2000, 208 Sertanejo were built by Embraer in Brasil.
Certification is under FAA A3SO for models: PA-32-260 32-1111 to 32-7200045 32-740001 to 32-7600024 32-770001 to 32-7800008
PA-32-300 All
PA-32R-300 32R-7780001 to 32R-7880066
PA-32R-301 Up to 3213041
PA-32-301T Up to 32-8424002
PA-32R-301T Up to 3229003
PA-32S-300 32S-40566 to 32S-7240137
Specifications:
PA32-260 Engine: 1 x Lycoming O-540-E4B5, 260 hp Seats: 6/7 Wing loading: 19.5 lb/sq.ft Pwr loading: 13 lb/hp Gross wt: 3400 lb Empty wt: 1767 lb Equipped useful load: 1556 lb Payload max fuel: 1054 lb Range max fuel/75% pwr: 712nm/5.3hr Range max fuel / 55% pwr: 834 nm/ 7.3 hr Service ceiling: 12,800 ft 75% cruise: 133 kt 55% cruise: 115 kt Stall: 47-54 kt 1.3 Vso: 61 kt ROC: 775 fpm Min field length: 1800 ft Fuel cap: 502 lb
PA 32 Cherokee Six D Engine: Lycoming O 540 E, 260 hp Length: 27 ft 8.75 in Wingspan: 32 ft 9.5 in Speed: 166 mph Ceiling: 14,500 ft Range: 550 mls Seats: 6
PA32-300 Engine: 1 x Lycoming O-540-K1G5, 300 hp Seats: 6/7 Wing loading: 19.5 lb/sq.ft Pwr loading: 11.3 lb/hp Gross wt: 3400 lb Empty wt: 1824 lb Equipped useful load: 1509 lb Baggage cap: 28 cu.ft Payload max fuel: 1007 lb Range max fuel/75% pwr: 658nm/4.5hr Range max fuel / 55% pwr: 844 nm/ 6.3 hr Service ceiling: 16,250 ft 75% cruise: 146 kt 55% cruise: 135 kt Stall: 47-54 kt 1.3 Vso: 61 kt ROC: 1050 fpm Min field length: 1350 ft Fuel cap: 502 lb
1977 Piper Cherokee Six 300 Engine: Lycoming IO-540K, 300 hp @2700 rpm TBO: 2000 hr Fuel type: 100/100LL Propeller: CS two-blade Landing gear: Tri/Fixed Max ramp weight: 3400 lb Gross weight: 3400 lb Landing weight: 3400 lb Empty weight, std: 1822 lb Useful load, std: 1578 lb Payload, full std. fuel: 1080 lb Usable fuel: 84 USG Oil capacity: 12 qt Wingspan: 32 ft. 9 in Overall length: 27 ft. 9 in Height: 8 ft. 3 in Wing area: 174.5 sq. ft Wing loading: 19.5 lbs./sq. ft Power loading: 11.3 lbs./hp Wheel base: 6 ft. 10 in Wheel track: 10 ft. 7 in Wheel size: 6.00 x 6 in Seating capacity: 6-7 Cabin doors: 2-3 Cabin width: 49 in Cabin height: 49 in Baggage capacity (nose): 100 lb Baggage capacity (rear): 100 lb Cruise speed 75% power @ 8,000 ft.: 146 kt Cruise speed 65% power @ 11,300 ft.: 142 kt Cruise speed 55% power @ 14,000 ft.: 134 kt Fuel consumption 75% power: 16.0 USGph Fuel consumption 65% power: 13.8 USGph Fuel consumption 55% power: 11.9 USGph Stall speed (flaps up): 61 kt Stall speed (flaps down): 55 kt Best rate of climb: 1225 fpm Best rate of climb (8,000 ft): 680 fpm Service ceiling: 16,250 ft Takeoff ground roll: 1050 ft Takeoff over 50-ft. obstacle: 1500 ft Landing ground roll: 630 ft Landing over 50-ft. obstacle: 1000 ft
Cherokee Six 300 Engine: Lycoming IO-540-K, 300 hp Wingspan: 32 ft 9.5 in / 9.99 m Length: 27 ft 8.25 in / 8.45 m Empty weight: 1818 lb / 824 kg MTOW: 3400 lb / 1542 kg Max cruise 75%: 145 kt / 168 mph / 270 kph ROC SL: 1050 fpm / 320 m/min Service ceiling: 16,250 ft / 4950 m Cruise range 65%: 738 nm / 850 mi / 1368 km Cruise range 55%: 894 nm / 1030 mi / 1658 km Seats: 6 Cabin length: 9 ft 11 in / 3.02 m Cabin width: 4 ft 1 in / 1.24 m Cabin max height: 4 ft 0.5 in / 1.23 m Cabin volume: 110 cu.ft / 3.11 cu.m Forward baggage compartment: 8 cu.ft / 0.23 cu.m Rear baggage compartment: 22 cu.ft / 0.62 cu.m / 100 lb / 45 kg
PA-32-300 B Cherokee Six Engine: Lycoming IO-540-K1A5, 300 hp Prop diameter: 80 in Wingspan: 32.8 ft Wing area: 174.5 sq.ft Wing loading: 19.5 lb/sq.ft Length: 27.7 ft Height: 7.9 ft Power loading: 11.3 lb/hp Empty weight: 1777 lb Useful load: 1623 lb Empty weight seats out: 1707 lb Useful load seats out: 1693 lb Fuel capacity inboard: 50 USG Std Aux fuel: 34 USG Fuel: 100/130 Octane Max baggage fwd/aft: 100/100 lb Baggage space: fwd/aft: 8/20 cu.ft Door size: 16in x 22in TO run: 700 ft TO 50 ft: 1140 ft ROC speed: 105 mph ROC: 1050 fpm Service ceiling: 16,250 ft Absolute ceiling: 18,000 ft Top speed: 174 mph Cruise 75% 7000ft: 168 mph Cruise range 55% std fuel: 630 mi Cruise range 55% Aux fuel: 1060 mi Cruise range 75% std fuel: 525 mi Cruise range 75% aux fuel: 880 mi Stall 40deg flap: 63 mph Stall flap up: 70 mph Landing roll: 630 ft Landing dist 50 ft: 1000 ft
Piper 1976 PA-32-300 Lance Engine: Lycoming IO-540-K1A5D, 300 hp TBO: 2000 hr Propeller: Const. spd. Landing gear: Tri/Retr. Gross weight: 3600 lb Empty weight, std: 1973 lb Useful load, std: 1627 lb Fuel: 94 USG Wingspan: 32 ft. 8 in Overall length: 27 ft. 7 in Height: 7 ft. 9 in Wing area: 174.5 sq. ft Seating capacity: 6-7 Cabin width: 49 in Cabin height: 48.5 in Baggage capacity: 200 lb Cruise speed 75% power: 158 kt Cruise speed 65% power: 148 kt Max range (w/ res) 75% power: 700 nm Max range (w/ res) 65% power: 800 nm Fuel consumption 75% power: 16.5 USgph Fuel consumption 65% power: 14.0 USgph Stall speed (gear, flaps down): 61 kt Best rate of climb: 1000 fpm Service ceilin): 14,600 ft Takeoff ground roll: 970 ft Landing ground roll: 870 ft
Cherokee Lance Engine: 1 x Lycoming IO-540-K1G5D, 300 hp TBO: 2,000 hr Prop: constant speed, two blade, 80 in dia Seats: 6/7 Length: 27 ft. 9 in Height: 8 ft. 2 in Wingspan: 32 ft. 10 in Wing area: 174 ft. 6 in Wing loading: 20.6 lb/sq.ft Pwr loading: 12 lb/hp Gross wt: 3600 lb Empty wt: 1910 lb Equipped useful load: 1623 lb Payload max fuel: 1059 lb Range max fuel/75% pwr: 828 nm/5.2 hr Range max fuel / 55% pwr: 994 nm/ 7.2 hr Range at max cruise (45 min res): 780 nm Range at economy cruise (45 min res): 880 nm Service ceiling: 14,600 ft Maximum speed: 165 kt Max cruise (best economy): 156 kt Economy cruise (55 % power @ 10,000 ft.): 134 kt Duration max cruise, no reserve: 5.75 hrs Stall speed (clean): 66 kt Stall speed flaps, gear down: 61 kt 1.3 Vso: 68 kt ROC: 1000 fpm Min field length: 1708 ft Fuel cap: 94 USG/564 lb Undercarriage: Retractable nose
Lance II Engine: Lycoming IO 540, 300 hp Prop: 80 inch, two blade, constant speed TBO: 2,000 hr Length: 27 ft. 8 in Height: 9 ft. 6 in Wingspan: 32 ft. 10 in Wing area: 174.5 sq. ft Wing loading: 20.6 lb/sq.ft Power loading: 12 lb/hp Seats: 6 Empty wt: 2,228 lb Useful load: 1,372 lb Payload with full fuel: 808 lb Gross weight: 3,600 lb Usable fuel cap: 94 USG/564 lb Max rate of climb: 1,000 fpm Service ceiling: 14,600 ft Certificated ceiling: 16,200 ft Max speed: 165 kt Max cruise, 75% power (2,400 rpm) at 7,500 ft: 158 kt Econ cruise, 55% power at 13,500 ft: 138 kt Duration at max cruise: 5.2 hr Duration at econ cruise: 7.9 hr Stalling speed, clean: 77 kt Stalling speed, full flaps: 70 kt
Turbo Lance Engine Lycoming TIO 540 S1AD, 300 hp TBO 1,800 hr Prop Hartzell, constant speed, 80 in Length 29 ft Height 9 ft. 6 in Wingspan: 32 ft 9 in Wing area 175.4 sq.ft Wing loading 20.6 lb/sq.ft Power loading 12 lb/hp Seats 6 Empty weight 2,382 lb Useful load 1,217 lb Payload with full fuel 653 lb Gross weight 3,600 lb Usable fuel capacity 94 USG/564 lb Maximum landing weight 3,600 lb Maximum rate of climb 1,000 fpm Service ceiling 20,000 ft Certificated ceiling 20,000 ft Maximum speed 193 kt Max cruise, 75% power (2,400 rpm) at 20,000 ft 176 kt Econ cruise, 55 % power 142 kt Duration at max cruise 3.45 hr Duration at econ cruise 4.3 hr Stalling speed, clean 57 kt Stalling speed, full flaps 52 kt
Turbo Lance II Engine: turbocharged, 300 hp Seats: 6/7 Cruise: 158 kts Range: 864 nm
PA32-301 Saratoga First built: 1980 Engine: 1 x Lycoming IO-540-K1G5D, 300 hp TBO: 2000 hrs Prop: Hartzell 2 blade, constant speed 80 in Seats: 6/7 Length: 28.3 ft Height: 9 ft Wingspan: 36 ft Wing area: 178 sq.ft Wing aspect ratio: 7.3 Max ramp wt: 3615 lb Max take off wt: 3600 lb Standard empty wt: 1940 lb Max useful load: 1675 lb Max landing wt: 3600 lb Wing loading: 20.2 lbs/sq.ft Power loading: 12 lbs/hp Max useable fuel: 612 lb Climb rate: 990 fpm @ 90 kt Climb gradient: 660 ft/nm Rate of climb @ 8000 ft: 535 fpm Service ceiling; 14,100 ft Max speed: 152 kt Cruise @ 65% power @ 8,000ft: 140 kt Fuel flow @ 65% power @ 8,000ft: 96 pph Endurance @ 65% power @ 8,000ft: 6.2 hr Stalling speed clean: 66 kt Stall speed flaps down: 60 kt Turbulent air penetration speed: 132 kt Fixed undercarriage
PA-32-301T Turbo Saratoga Engine: 1 x Avco Lycoming TIO-540-S1AD, 224kW / 300 hp TBO: 1800 hr Prop: Hartzell 2 blade, constant speed 80 in Length: 29 ft Height: 9 ft Wingspan: 36 ft Wing aspect ratio: 7.3 Wing area: 16.56 sq.m / 178.25 sq ft Max ramp wt: 3617 lb Max take off wt: 3600 lb Standard empty wt: 2003 lb Max useful load: 1614 lb Max landing wt: 3600 lb Wing loading: 20.2 lbs/sq.ft Power loading: 12 lbs/hp Max useable fuel: 612 lb Max. speed: 330 km/h / 205 mph / 182 kt Climb rate: 1075 fpm @ 90 kts Climb gradient: 717 ft/nm Rate of climb @ 8000 ft: 950 fpm Cruise @ 65% power @ 8,000ft: 140 kt Cruise @ 65% pwr @ 18,000 ft: 152 kt Fuel flow @ 65% power @ 18,000ft: 103 pph Endurance @ 65% power @ 18,000ft: 5.7 hr Stalling speed clean: 67 kt Stall speed flaps down: 60 kt Turbulent air penetration speed: 132 kt Certificated ceiling: 6095 m / 20,000 ft Range: 1593 km / 990 miles Seats: 6/7 Retractable undercarriage.
PA32 Saratoga SP Engine: 1 x 300 hp Lycoming Seats: 6 Empty Wt: 1999 lbs Gross wt: 3600 lb Useful load: 1601 lb Max Cruise: 190 mph Max range: 996 sm
1998 Piper PA-32R-301 Saratoga HP Price: $378,900 Engine: Lycoming IO-540-K1G5, 300 hp @2500 rpm TBO: 2000 hr Fuel type: 100/100LL Propeller: Hartzell 2 blade, constant speed 80 in Landing gear: Tri/Retr Max ramp weight: 3615 lb Gross weight: 3600 lb Max landing weight: 3600 lb Empty weight: 2407 lb Useful load, std: 1208 lb Payload, full std. fuel: 596 lb Usable fuel: 102 USG / 612 lb Oil capacity: 12 qt Wingspan: 36 ft. 2 in Overall length: 27 ft. 10 in Height: 8 ft. 6 in Wing area: 178.3 sq. ft Wing aspect ratio: 7.3 Wing loading: 20.2 lbs./sq. ft Power loading: 12.0 lbs./hp Wheel base: 7 ft. 11 in Wheel track: 11 ft. 1 in Wheel size: 6.00 x 6 Seating capacity: 5/6 Cabin doors: 2 Cabin width: 49 in Cabin height: 42 in Baggage capacity: 200 lb /24.3 cu.ft Cruise speed 75% power @ 6,000 ft.: 163 kt Cruise speed 65% power @ 9,000 ft.: 158 kt Cruise @ 65% power @ 8,000ft: 149 kts Cruise speed 55% power @ 11,000 ft.: 154 kt Max range (w/ res) 75% power: 740 nm Max range (w/ res) 65% power: 800 nm Max range (w/ res) 55% power: 860 nm Fuel consumption 75% power: 18.5 USgph Fuel consumption 65% power: 16.5 USgph Fuel flow @ 65% power @ 8,000ft: 96 pph Fuel consumption 55% power: 14.5 USgph Endurance @ 65% power @ 8,000ft: 6.2 hr Climb rate: 1010 fpm @ 91 kt Climb gradient: 666 ft/nm Rate of climb @ 8000 ft: 540 fpm Service ceiling: 15,588 ft Stalling speed clean: 65 kt Stall speed gear/flaps down: 59 kt Turbulent air penetration speed: 132 kt Takeoff ground roll: 1200 ft Takeoff over 50-ft. obstacle: 1800 ft Landing ground roll: 640 ft Landing over 50-ft. obstacle: 1520 ft
1983 Piper PA-32-301T Saratoga SP Engine: Lycoming TIO-540-S1AD, 300 hp TBO: 1800 hr Propeller: Hartzell 2 blade, constant speed 80 in Landing gear: Tri/Retr. Max ramp wt: 3617 lb Max take off wt: 3600 lb Standard empty wt: 2066 lb Max useful load: 1551 lb Max landing wt: 3600 lb Wing loading: 20.2 lbs/sq.ft Power loading: 12 lbs/hp Fuel: 102 USG / 612 lb Wingspan: 36 ft. 2 in Overall length: 28 ft. 4 in Height: 8 ft. 6 in Wing area: 178 sq. ft Wing aspect ratio: 7.3 Seating capacity: 6-7 Cabin width: 49 in Cabin height: 49 in Baggage capacity: 200 lb Max speed: 191 kts Cruise speed 75% power: 172 kt Cruise @ 65% power @ 8,000ft: 149 kt Cruise @ 65% pwr @ 18,000 ft: 164 kt Max range (w/ res) 75% power: 845 nm Max range (w/ res) 65% power: 920 nm Fuel consumption 75% power: 16.5 USgph Fuel consumption 65% power: 14.0 USgph Fuel flow @ 65% power @ 18,000ft: 103 pph Endurance @ 65% power @ 18,000ft: 5.8 hr Climb rate: 1120 fpm @ 92 kt Climb gradient: 730 ft/nm Rate of climb @ 8000 ft: 1000 fpm Stalling speed clean: 63 kt Stall speed gear/flaps down: 60 kt Turbulent air penetration speed: 132 kt Service ceiling: 20,000 ft Takeoff ground roll: 1110 ft Landing ground roll: 732 ft
Saratoga II HP Engine: Lycoming IO-540-K1G5 Useful load: 546 kg Endurance: 6.3 hr Cruise: 166 kt
2007 Piper PA32-301T Saratoga II TC Engine: Lycoming TIO-540-AH1A, 300 hp @SL to 18,000 ft TBO: 2000 hr Fuel type: 100/100LL Propeller: Hartzell CS/3-blade Landing gear type: Tri./Retr. Max ramp weight: 3615 lb Gross weight: 3600 lb Empty weight, std: 2475 lb Useful load, std: 1140 lb Payload, full std. fuel: 513 lb Useable fuel, std: 102 USG Wingspan: 36.2 ft Overall length: 27.9 ft Height: 8.5 ft Wing area: 178.3 sq. ft Wing loading: 20.2 lbs./sq. ft Power loading: 12 lbs./hp Wheel size: 6.00 x 6 Seating capacity: 6/7 Cabin doors: 2/3 Cabin width: 48.75 in Cabin height: 42 in Baggage capacity: 200 lb Cruise speed (kts.): 75% power: 185 Fuel consumption 75% power: 18.5 USgph Fuel consumption 65% power: 16.5 USgph Range 55% power: 950 nm Vso: 63 kt Best rate of climb, SL: 1120 fpm Service ceiling: 20,000 ft Takeoff ground roll: 1110 ft Takeoff over 50 ft obstacle: 1810 ft Landing ground roll: 880 ft Landing over 50 ft obstacle: 1700 ft
First flown on 20 August 1969, four production PA-31T aircraft were completed and eight ordered by the spring of 1974.
198 PA-31T Cheyenne I were built
Cheyenne I
The T-1040 (PA-31-T3) is a turbine powered hybrid combining the fuselage of the Navajo Chieftain with the wing, tail and engines of the Cheyenne 1 A to create a new commuter airliner. Dual controlled and not pressurized, it can carry nine to 11 passengers, the T-1040 was introduced on 25 May 1980.
T-1040 / PA-31-T3
The first production type flew on 17 July 1981, FAA certification was received on 25 February 1981, and deliveries into service during May 1982. The use of wing tip fuel tanks was approved during November 1982. A rear utility door is fitted as standard and an optional 30 cu.ft belly cargo pod was available.
The prototype T-1020 flew for the first time on 25 September 1981, the type was delivered into service during December 1981. Twenty-one T-1020 airliner versions were built.
T-1020
A significant advance in the Navajo family came on 22 October 1973 when Piper flew the first production example of the PA-31T Cheyenne, which combined an airframe generally similar to that of the Pressurized Navajo with two 462kW Pratt & Whitney Aircraft of Canada PT6A-28 turboprop engines. The Piper Cheyenne was certificated in 1974, just as the new surge in turboprops started, the Cheyenne is a product of proven airframe and powerplant technology that dates back to the mid 1960s.
A piston-engined version of the turbine Cheyenne I known as the Mojave was introduced but production ceased that same year after only 50 had been completed.
The first of these models to be marketed was the Cheyenne in 1974 (renamed the Cheyenne II in 1978) when a simplified version known as the Cheyenne I was introduced. Seventeen of the 1983 Cheyenne IA were built.
Production of the PA-31P Pressurized Navajo ended during 1977, at which time a total of 248 had been built, but at the same time the company introduced a new version of the Cheyenne, the PA-31T-1 Cheyenne I, the original Cheyenne then becoming redesignated PA-31T Cheyenne II. Deliveries of the new Cheyenne I, which differed primarily from its predecessor by having 373kW Pratt & Whitney Aircraft of Canada PT6A-11 turboprop engines, began towards the end of April 1978.
When Piper mated the 680 hp Pratt & Whitney PT6A 28 with the airframe of their pressurized Navajo, they produced a turboprop that had an instant heritage. The PT6A 28, which is derated to 620 hp in the Cheyenne II so that takeoff power can be maintained up to 4,800 feet, also powers three models of the King Air. Because of its long and reputable service record, the PT6A 28 is authorized to operate 3,500 hours between overhauls in the Cheyenne. That figure was stipulated principally because Pratt & Whitney felt that the 6,500 hour TBO authorized for commuter aircraft, such as the Beech 99 and the Twin Otter, would allow too long a calendar time between internal inspections, considering that typical business aircraft in the Cheyenne class fly about 600 hours per year.
Since the Cheyenne uses the fuselage design of the pressurized Navajo, the reliability of the pressure vessel and its environmental units (35,000 BTU heater, 23,000 BTU vapor cycle air conditioning system and dehumidifier) has been established, and that should mean reduced maintenance worries for the Cheyenne owner. Furthermore, pressurizing a turboprop is less complicated than is pressurizing a turbosupercharged aircraft, because high pressure bleed air from the engine’s compressor can be mixed with the cool outside air to produce the desired pressure differential, which for the Cheyenne is 5.5 psi.
The thirsty turbine powerplants of the Cheyenne necessitated a redesign of the fuel system, and the result was more than just an increased capacity. The Cheyenne’s 382 USG of usable fuel are contained in two multi celled wing tanks one per side. Although each fuel tank consists of four separate but interconnected tanks, the pilot’s fuel control options are reduced to a simple on/ off/cross-feed arrangement. The three fuel cells located within each wing are filled through an opening in each engine nacelle; they must be serviced before the tip tank, which constitutes the fourth fuel cell for each wing. Gravity causes fuel from the 22 USG tip tank to flow into the wing fuel cells. Therefore, opening a nacelle filler cap when the tip tanks are full will result in some spilling, usually on the offending preflighter. However, checking that the tip tanks are full assures that all the cells are topped, and fuel in the neck of the nacelle filler indicates that the corresponding three wing cells are full to their combined capacity of 173 USG.
Installing 1,240 total horsepower in the Pressurized Navajo’s airframe, which was originally designed to accept 850 hp, necessitated either a larger horizontal stabilizer or an innovative redesign of the flight control system if the required stability criteria were to be met. Piper chose the latter course and installed a relatively simple stability augmentation system that varies the tension in the Cheyenne’s elevator downspring as a function of the aircraft’s angle of attack. Although the Cheyenne’s SAS initially caused some consternation among Piper’s salespeople, who were forced to explain why their machine required an operative stability augmentation system to be airworthy while the competition’s aircraft didn’t, the Cheyenne’s SAS has proved to be a successful and cost effective way of engineering a solution to the classic problem of maintaining stability while increasing the horsepower of an existing design. Price 1976: $623,805.
The T-1040 is a turbine powered hybrid combining the fuselage of the Navajo Chieftain with the wing, tail and engines of the Cheyenne 1 A to create a new commuter airliner. Not pressurized, it can carry nine to 11 passengers.
632 of the Cheyenne II were built, including 24 T-1040 airliner versions.
The Cheyenne range was extended for 1981 by introduction of the PA-31T-2 Cheyenne IIXL, with the fuselage lengthened by 0.61m and 559kW Pratt & Whitney Aircraft of Canada PT6A-135 engines flat-rated to 462kW.
Schafer Aircraft Modifications Inc was founded 1977, and from 1979 developed modifications for other aircraft. Included was installing higher rated turboprops to Piper Cheyenne II as the Schafer Comanchero 750.
Certification: FAA A8EA PA-31T & PA-31T3 31T-740002 to 31T-7620057 31T-7720001 to 31T-7920094 31T-8275001 and up
PA-31T Engines: 2 x PW PT5A-28, 620 shp Wingspan over tip tanks: 42 ft 8.75 in / 13.02 m Length: 34 ft 8 in / 13.02 m Empty weight: 4870 lb / 2209 kg MTOW: 9000 lb / 4082 kg Max cruise at 11000 ft / 3350m at 7600lb/3447kg: 283 kt / 326 mph / 525 kph Econ cruise at 25000 ft / 7620m at 7600lb/3447kg: 184 kt / 212 mph / 341 kph Max ROC SL: 2800 fpm / 853 m/min Service ceiling: 29,000 ft / 8840 m Range max fuel 45min res: 1350 nm / 1555 mi / 2500 km Seats: 8 Cabin length: 16 ft 1 in / 4.90 m Cabin width: 4 ft 3 in / 1.30 m Cabin height: 4 ft 4 in / 1.31 m Cabin volume: 244 cu ft / 6.91 cu.m Front baggage compartment: 20 ft ft / .057 cu.m / 200 lb / 90.7 kg Rear baggage compartment: 22 cu.ft / 0.62 cu.m / 200 lb / 90.7 kg
PA-31T-500T1 Cheyenne I First built: 1978 Engines: 2 x P&W PT6A-11, 500 shp Props: Hartzell 3-blade, 93-in Seats: 7 Length: 34.7 ft Height: 12.8 ft Wingspan: 40.7 ft Wing area: 229 sq.ft Wing aspect ratio: 7.2 Maximum ramp weight: 8750 lb Maximum takeoff weight: 8700 lb Standard empty weight: 4904 lb Maximum useful load: 3843 lb Zero-fuel weight: 7200 lb Maximum landing weight: 8700 lb Wing loading: 38 lbs/sq.ft Power loading: 8.7 lbs/hp Maximum usable fuel: 2559 lb Best rate of climb: 1750 fpm Service ceiling: 28,200 ft Max pressurisation differential: 5.5 psi 8000 ft cabin alt @: 25,000 ft Maximum single-engine rate of climb: 413 fpm @ 110 kt Single-engine climb gradient: 225 ft/nm Single-engine ceiling: 12,500 ft Maximum speed: 243 kt Normal cruise @ 24,000ft: 234 kt Fuel flow @ normal cruise: 412 pph. Endurance at normal cruise: 5.5 hr Stalling speed clean: 84 kt Stalling speed gear/flaps down: 72 kt Turbulent-air penetration speed: 180 kt
PA-31T-620 Cheyenne II First built: 1974 Engines: 2 x P&W PT6A-28, 620 shp TBO: 3,500 hr Props: Hartzell 3-blade, constant speed reversing and full feathering, 93-in Seats: 8 Length: 34 ft. 8 in Height: 12 ft. 9 in Wingspan: 42 ft. 8 in / 13.01 m Wing area: 229 sq.ft / 21.3 sq.m Airfoil: NACA 632-415 at root, 63A212 at tip Aspect ratio: 7.96 Maximum ramp weight: 9050 lb Maximum takeoff weight: 9000 lb Empty weight: 5,331 lb Useful load: 3,719 lb Payload with full fuel: 1,427 lb Ramp weight: 9,050 lb Zero-fuel weight: 7200 lb Maximum landing weight: 9000 lb Wing loading: 39.3 lbs/sq.ft Power loading: 7.26 lb/hp Usable fuel capacity: 382 USG/2,292 lb Baggage capacity: 400 lb Baggage area: 42 cu.ft Best rate of climb: 2710 fpm Certificated ceiling: 31,600 ft Service ceiling: 29,000 ft Single engine service ceiling: 14,600 ft Max pressurisation differential: 5.5 psi 8000 ft cabin alt @: 25,000 ft Maximum single-engine rate of climb: 660 fpm @ 113 kt Single-engine climb gradient: 350 ft/nm Maximum speed: 283 kt Maximum cruise (@ 11,000 ft.): 279 kt Economy cruise (@ 25,000 ft.): 212 kt Range @ maximum cruise (45 min res). 883 nm Range @ economy cruise (45 min res): 1,350 nm Normal cruise @ 24,000ft: 248 kt Fuel flow @ normal cruise: 454 pph Endurance at normal cruise: 5.1 hr Stall speed (clean): 89 kt Stall speed (gear, flaps down): 77 kt Turbulent-air penetration speed: 180 kt Minimum runway requirement: 2,480 ft.
PA-31T-2XL620 Cheyenne IIXL First built: 1981 Engines: 2 x P&W PT6A-135, 620 shp Props: Hartzell 3-blade, 93-in Seats: 6/8 Length: 36.7 ft Height: 12.8 ft Wingspan: 42.7 ft Wing area: 222 sq.ft Wing aspect ratio: 8 Maximum ramp weight: 9540 lb Maximum takeoff weight: 9474 lb Standard empty weight: 5112 lb Maximum useful load: 4428 lb Zero-fuel weight: 7600 lb Maximum landing weight: 9000 lb Wing loading: 41.4 lbs/sq.ft Power loading: 7.6 lbs/hp Maximum usable fuel: 2292 lb Best rate of climb: 1750 fpm Service ceiling: 30,000 ft Max pressurisation differential: 5.5 psi 8000 ft cabin alt @: 25,000 ft Maximum single-engine rate of climb: 470 fpm @ 122 kt Single-engine climb gradient: 231 ft/nm Single-engine ceiling: 14,900 ft Maximum speed: 276 kt Vmca: 91 kt Normal cruise @ 29,000ft: 246 kt Fuel flow @ normal cruise: 394 pph Endurance at normal cruise: 5.3 hr Stalling speed clean: 89 kt Stalling speed gear/flaps down: 80 kt Turbulent-air penetration speed: 187 kt
PA31 T-1020 Commuter First built: 1981 Engine: 2 x Lycoming TIO-540, 350 hp TBO: 1800 hr Prop: Hartzell 3 blade, constant speed 80 in Seats: 11 Length: 34.6 ft. Height: 13 ft Wingspan: 40.7 ft Wing area: 229 sq.ft Wing aspect ratio: 7.2 Max ramp wt: 7045 lb Max take off wt: 7000 lb Standard empty wt: 4450 lb Max useful load: 2550 lb Max landing wt: 7000 lb Wing loading: 30.6 lbs/sq.ft Power loading: 10 lbs/hp Max useable fuel: 636 lb Climb rate: 1120 fpm @ 101 kt Climb gradient: 665 ft/nm Rate of climb @ 8000 ft: 950 fpm Certificated ceiling; 24,000 ft SE rate of climb: 230 fpm @ 106 kt SE climb gradient: 128 ft/nm SE ceiling: 13,700 ft Max speed: 231 kt Cruise @ 65% power @ 8,000ft: 181 kt Fuel flow @ 65% power @ 8,000ft: 185 pph Endurance @ 65% power @ 8,000ft: 3.2 hr Stalling speed clean: 77 kt Stall speed gear/flaps down: 74 kt Turbulent air penetration speed: 160 kt Retractable undercarriage Cabin length: 12 ft 7 in Cabin width: 50 in Cabin height: 51.5 in Cabin floor area: 45.4 sq.ft Cabin volume: 203 cu.ft Cabin door: 46 in x 27.5 in Opt. utility door: 38 in x 17.5 in Nose baggage: 17 cu.ft Nacelle lockers: 13.25 cu.ft each No built: 21
T-1020 Max speed: 272 mph Cruise 10,000ft: 231 mph Cruise 10,000ft eco: 196 mph Stall: 85 mph Climb rate: 1120 fpm Climb rate SE: 230 fpm Service ceiling: 24,000 ft SE service ceiling: 12,100 ft Takeoff run: 1850 ft Takeoff run to 50 ft: 2400 ft Landing run 50ft: 1680 ft Range loaded: 558 mi Fuel capacity: 108 USG Fuel capacity opt: 182 USG Wingspan: 40 ft 8 in Length: 34 ft 7.5 in Height: 13 ft 0in Wing area: 229 sq.ft Empty weight: 4450 lb Loaded weight: 7000 lb Max baggage weight: 700 lb
T-1040 / PA-31-T3 Engine: 2 x Pratt & Whitney PT6A-11, 500 shp Props: Hartzell CS, fully feathering 7 ft 9 in Wingspan: 41 ft 1 in Wing area: 229 sq.ft Wing aspect ratio: 7.4 Length: 36 ft 8 in Height: 13 ft 0in Maximum ramp weight: 9050 lb Maximum takeoff weight: 9000 lb Standard empty weight: 4624 lb Maximum useful load: 2976 lb Zero-fuel weight: 7600 lb Maximum landing weight: 9000 lb Wing loading: 39.3 lbs/sq.ft Power loading: 9 lbs/hp Fuel capacity: 300 USG Fuel capacity opt: 66 USG Tip tank capacity; 336 USG Maximum usable fuel: 2010 lb Max baggage weight: 700 lb Max speed: 280 mph / 243 kt Cruise 11,000ft: 272 mph / 236 kt Fuel flow @ normal cruise: 580 pph Endurance at normal cruise: 3.7 hr Cruise 11,000ft eco: 230 mph Stall clean: 90 mph / 88 kt Stalling speed gear/flaps down: 78 kt Turbulent-air penetration speed: 183 kt Climb rate: 1610 fpm Climb rate SE: 325 fpm @ 115 kt Single-engine climb gradient: 169 ft/nm Service ceiling: 27,900 ft Single-engine ceiling: 12,100 ft Takeoff run to 50 ft: 2650 ft Landing run 50ft: 2100 ft Range loaded: 680 mi Range opt: 1150 mi Nose baggage: 25.0 cu.ft Nacelle lockers: 9.0 cu.ft each Seats: 11
On 30 September 1964 Piper flew the prototype of a new twin-engine executive aircraft which was then the largest built by the company. Identified at first as the Piper PA-31 Inca, the aircraft had been redesignated as the PA-31 Navajo when deliveries began on 17 April 1967.
A six/eight-seat corporate/ commuter transport of cantilever low-wing monoplane configuration with retractable tricycle landing gear, it was powered by two 224kW Avco Lycoming IO-540-K flat-six engines, and was available in optional Standard, Commuter and Executive versions with differing interior layouts.
The internal cabin is 15 ft 10in long and 51.5in high and a nose baggage compartment has 14 cu.ft for 150 lb of luggage, and the aft compartment has 16 cu.ft for 200 lb.
The Standard version has accommodation for six passengers, rear baggage compartment, wardrobe and optional seating arrangements for seven or eight, plus a toilet.
The Executive and VIP version accommodates six passengers, with a pilot/passenger divider, curtained off area, refreshment unit, foldaway tables and a toilet, plus the optional seventh or eighth seat.
The Commuter version accommodates eight passengers, with a curtain divider, foldaway tables, refreshment unit, magazine racks, fasten seatbelts and no smoking signs, plus a luggage capacity of 350 lb.
Made available at the same time was the optional PA-31T Turbo Navajo, which differed only by having two 310 hp /231kW TIO-540-A turbocharged engines.
In 1974 an additional model of the Turbo Navajo was made available, the PA-31-325 Turbo Navajo C/R, which introduced a 242kW version of the counter-rotating engines installed in the Chieftain.
The Turbo Navajo B, cruising at 251 mph at 24,000 feet (404 km/h at 7000 meters); 223 mph at 12,000 feet (359 km/h at 3600 meters), featured new nacelle compartments increased luggage space 42 percent – 62 cubic feet (1.76 cu.m) and hold an additional 300 pounds (136 kg) total 650 pounds (295kg.), seating for up to nine people.
Production of the PA-31 Navajo ended and at the same time the company introduced for 1973 the PA-31-350 Navajo Chieftain which had the fuselage lengthened by 0.61m so an extra pair of seats could be fitted to the cabin, and was powered by two 350 hp / 261kW TIO-540-J2BD turbocharged engines driving counter-rotating propellers.
Piper PA-31-350 Navajo Cheftain
Piper expanded their 1976 medium twin line by offering the Navajo C/R. This airplane has 325 hp engines that eliminate the critical engine characteristics that stem from both propellers rotating in the same direction; the Navajo C/R’s left propeller turns in the conventional clockwise direction, but the right prop rotates counter-clockwise. The Navajo CR had wing lockers.
The basic model remained in production until 1983 by which time 1785 were built. Included in this total were the higher powered (325 hp) models which featured contra-rotating engines.
The engine variations provide the main performance difference among the models. The plain Navajo is a 3500 gross, 2,174 useful airplane, with a 310 hp turbo¬charged but otherwise unfettered TIO 540. The Navajo CR is the same airplane, with the same engine for that matter, except that the horsepower rating has risen to 325, magnetos are pressurized, and the right hand engine turns its propeller inboard, which the left one does anyway. The benefits of counter-rotation are minutely improved single engine performance and speeds, largely theoretical improvement from the neutralization of slipstream and prop wash effects, and the minimization of P factor. Gross weight remains the same, while useful weight drops a tad as a result of the CR’s capacious wing lockers.
The range was extended in 1970 by introduction of the PA-PA-31P Pressurized Navajo (First flying in March 1968) with a fail-safe fuselage structure in the pressurised section and two 317kW Avco Lycoming TIGO-541-E1A engines. The pressurised PA31P seated six was marketed for business high-fliers: 259 were built from 1970 till 1977.
PA-31P
The Chieftain is 24 inches longer than the CR, has a 7,000 gross and a 350 pound greater useful and the same engine. But horsepower has now been boosted to 350 with a tuned induction system and a slightly larger compressor.
One hundred and sixty seven Navajo Chieftains were licence built in Brazil by Embraer circa 1981, as the EMB-820.
Fifty Embraer EMB-820C Navajos were converted to turboprop configuration with Pratt & Whitney Canada PT6A-27 engines flat-rated to 550shp, being named Neiva NE-821 Caraja. The Carajá’s MTOW of 8,003 pounds (3,630 kg) was 1,000 pounds (454 kg) more than that of the Chieftain.
Neiva NE-821 Caraja
In 1984 a piston-engined version of the turbine Cheyenne I known as the PA31P-350 Mojave was intro-duced but production ceased that same year after only 50 had been completed. It incorporated the Chieftain II wings, pressurised Cheyenne I fuselage, and a Chieftain tail, with the powerplant of the PA-315-350 Chieftain. With increased wingspan and fuel capacity, plus airstairs, production of the PA-31P Pressurized Navajo ended during 1977, at which time a total of 248 had been built.
Schafer Aircraft Modifications Inc was founded 1977, and from 1979 developed modifications for other aircraft. Included were installing turboprop engines to Piper Navajo as the Schafer Comanchero, turboprop engines to Piper Chieftain as the Comanchero 500.
Chincul SACAIFI manufactured aircraft under license from Piper Aircraft Corporation. The company was a wholly owned subsidiary of “La Macarena S.A.”, Piper’s Argentine agent. Production included Piper PA-31 Navajo.
Production of the PA-31 Navajo started in 1973 and, after 1825 were built, ceased in 1983.
FAA A20SO PA-31 31-1 to 31-659 31-661 to 31-711 31-752 to 31-7612110 31-7712001 to 31-7912124 31-8012001 to 31-8312019
FAA A20SO PA-31-325 31-7300932 to 31-7612110 31-7712001 to 31-7912124
FAA A20SO PA-31-350 31-5000 to 31-7652176 31-7752001 to 31-7952250
FAA A8EA PA-31P 31P-1 to 31-7630019
FAA A8EA PA-31P-350 31P-8414001 to 8414050
Specifications:
PA31-300 Navajo Engine: 2 x Lycoming IO-470-M, 300 hp
PA31-310 Navajo First built: 1967 Engine: 2 x Lycoming TIO-540-A2C, 310 hp TBO: 1800 hrs Fuel; 100/100LL Prop: Hartzell 3 blade, constant speed 80 in Seats: 6/8 Length: 32.6 ft Height: 13 ft Wingspan: 40.7 ft Wing area: 229 sq.ft Wing aspect ratio: 7.2 Max ramp wt: 6536 lbs Max take off wt: 6500 lbs Standard empty wt: 4003 lbs Equipped Weight; 4529 lbs Max useful load: 2533 lbs Max landing wt: 6500 lbs Payload full std Fuel; 1650 lbs Baggage Capacity; 350 lbs Wing loading: 28.4 lbs/sq.ft Power loading: 10.5 lbs/hp Fuel Capacity; 192 US gals Usable Fuel; 187.3 US Gals / 1124 lb Climb rate: 1300 fpm @ 94 kt Climb gradient: 830 ft/nm Rate of climb @ 8000 ft: 1220 fpm Best Angle of Climb; 80 mph Absolute Ceiling; 27,300 ft Certificated ceiling; 24,000 ft SE rate of climb: 245 fpm @ 94 kt SE climb gradient: 157 ft/nm SE ceiling: 15,200 ft Max speed: 227 mph Never exceed ; 236 mph Cruise @ 65% power @ 8,000ft: 176 kts Cruise @ 65% pwr @ 18,000 ft: 192 kts Cruise 75% 22,000 ft Best Power: 213 mph Cruise 75% 22,000 ft Best Economy: 208 mph Cruise 65% 24,000 ft Best Power: 202 mph Cruise 65% 24,000 ft Best Economy: 196 mph Cruise 55% 24,000 ft Best Power: 182 mph Cruise 55% 24,000 ft Best Economy: 171 mph Max Range (with res) 75% 22,000 ft Best Power: 870nm Max Range (with res) 75% 22,000 ft Best Economy: 1005 nm Max Range (with res) 65% 24,000 ft Best Power: 910 nm Max Range (with res) 65% 24,000 ft Best Economy: 1052 nm Max Range (with res) 55% 24,000 ft Best Power: 922 nm Max Range (with res) 55% 24,000 ft Best Economy: 1068 nm Fuel Consumption 75% Best Power: 37.5 US gph Fuel Consumption 75% Best Economy: 29.7 US gph Fuel Consumption 65% Best Power: 33.0 US gph Fuel Consumption 65% Best Economy: 26.0 US gph Fuel Consumption 55% Best Power: 28.7 US gph Fuel Consumption 55% Best Economy: 22.7 US gph Fuel flow @ 65% power @ 18,000ft: 172 pph Endurance @ 65% power @ 18,000ft: 6.3 hr Stalling speed clean: 78 kt Stall speed gear/flaps down: 74 kt Turbulent air penetration speed: 159 kt Retractable undercarriage Trims; Elevator, Rudder, Aileron Min Control (Vmc); 74 mph Take-off Ground Run; 1720 ft Take-off 50ft; 2290 ft Landing 50 ft; 1521 ft Accelerate/stop; 2450 ft
PA31-325 Navajo C/R First built: 1975 Engine: 2 x Lycoming TIO-540-F2BD, 325 hp TBO: 1600 hr Prop: Hartzell 3 blade, constant speed 80 in Seats: 6/8 Length: 32.6 ft Height: 13 ft Wingspan: 40.7 ft Wing area: 229 sq.ft Wing aspect ratio: 7.2 Max ramp wt: 6540 lb Max take off wt: 6500 lb Standard empty wt: 4099 lb Max useful load: 2441 lb Max landing wt: 6500 lb Wing loading: 28.4 lbs/sq.ft Power loading: 10 lbs/hp Max useable fuel: 1425 lb Climb rate: 1220 fpm @ 100 kt Climb gradient: 720 ft/nm Rate of climb @ 8000 ft: 1100 fpm Certificated ceiling; 24,000 ft SE rate of climb: 255 fpm @ 97 kt SE climb gradient: 157 ft/nm SE ceiling: 15,300 ft Max speed: 228 kts Cruise @ 65% power @ 8,000ft: 180 kt Cruise @ 65% pwr @ 18,000 ft: 196 kt Fuel flow @ 65% power @ 18,000ft: 195 pph Endurance @ 65% power @ 18,000ft: 7.1 hr Stalling speed clean: 72 kt Stall speed gear/flaps down: 70 kt Turbulent air penetration speed: 159 kt Retractable undercarriage and counter-rotating prop
PA31-350 Navajo Chieftain Engine: 2 x Lycoming TIO-540-J2BD, 350 hp TBO: 1600 hr Prop: Hartzell 3 blade, constant speed 80 in Seats: 6/10 Length: 34.6 ft Height: 13 ft / 3.96 m Wingspan: 41 ft 8 in / 12.4 m Wing area: 229 sq.ft / 21.27 sq.m Wing aspect ratio: 7.2 Max ramp wt: 7045 lb Max take off wt: 7000 lb / 3175 kg Standard empty wt: 4421 lb Max useful load: 2824 lb Max landing wt: 7000 lb Wing loading: 30.6 lbs/sq.ft Power loading: 10 lbs/hp Max useable fuel: 1416 lb Climb rate: 1120 fpm @ 101 kt Climb gradient: 665 ft/nm Rate of climb @ 8000 ft: 980 fpm Certificated ceiling; 24,000 ft / 7315 m SE rate of climb: 230 fpm @ 106 kt SE climb gradient: 130 ft/nm SE ceiling: 13,700 ft Max speed: 231 kt / 428 km/h / 266 mph Cruise @ 65% power @ 8,000ft: 181 kt Cruise @ 65% pwr @ 18,000 ft: 197 kt Fuel flow @ 65% power @ 18,000ft: 185 pph Endurance @ 65% power @ 18,000ft: 7.4 hr Stalling speed clean: 77 kts Stall speed gear/flaps down: 74 kts Turbulent air penetration speed: 162 kt Retractable undercarriage
PA31P Engines Lycoming TIGO-541 ElA, 425 hp TBO 1,200 hr Propellers Hartzell three blade, constant speed, full feathering, 93 in. dia Length 34 ft. 6 in Height 13 ft. 3 in Wingspan 40 ft. 8 in Wing loading 34.1 lbs./sq.ft Seats 6/8 Empty weight 5,611 lb Useful load 2,189 lb Payload with full fuel 773 lb Gross weight 7,800 lb Power loading 9.18 lbs./hp Fuel capacity, equipped 236 USG/1,416 lb Baggage area 42 cu. Ft Minimum runway requirement 2,700 ft Rate of climb 1,740 fpm Single engine rate of climb 240 fpm Single engine service ceiling 12,100 ft Maximum speed 280 mph/243 kt Endurance, maximum cruise (incl. allowance for climb) 4 hr Normal cruise (@ 24,000 ft.) 244 mph/212 knots Endurance, normal cruise (incl. allowance for climb) 5 hr Long range cruise (@) 24,000 ft.) 222 mph / 193 kt Endurance, long range cruise (incl. allowance for climb) 6.3 hrs Stall speed (clean) 92 mph/80 knots Stall speed (gear, flaps down) 83 mph/72 knots
PA31P-350 Mojave Engines: 2 x Lycoming TIO-540-V2AD, 350 hp Props: Hartzell 3 blade CS 6ft 8in Wingspan: 44 ft 6 in Length: 34 ft 6 in Height: 13 ft 0 in Wing area: 237 sq.ft Max speed: 278 mph Cruise eco: 224 mph Cruise norm: 270 mph Stall: 83 mph ROC: 1220 fpm Service ceiling: 30,400 ft SE service ceiling: 14,300 ft TO run: 1625 ft TO to 50ft: 2469 ft Ldg from 50 ft: 2300 ft Ldg run: 1390 ft Range loaded: 679 mi Range normal: 1280 mi Range econ: 1405 mi Pressure differential: 5.2 lb Empty weight: 5065 lb Loaded weight: 7200 lb Useful load: 2516 lb Fuel capacity: 243 USG Cabin: 14 ft 5.75 in x 50 in x 51.5 in high Left rear cabin door: 46in x 28in Cabin baggage: 22 cu.ft Nose baggage: 22.5 cuf.t Nacelle lockers: 18 cu.ft Seats: 7
The Twin Comanche was a derivative of the single engine Comanche and was introduced in 1963 as a replacement for the Apache H. Little was done to the original Comanche fuselage when it was adapted for use in the Twin Comanche in order to simplify tooling and assembly operations. A cantilver low-wing monoplane with retractable tricycle landing gear and powered by two 160 hp / 119kW Avco Lycoming IO-320-B engines.
First flown in 7 November 1962, then production form flew on 3 May 1963, the PA-30 was superseded in 1965 by an improved four/six-seat PA-30B-160 Twin Comanche, and made available also at the same time was the PA-30B Turbo Twin Comanche with Rayjay-turbocharged IO-320-C1A engines.
In total 2,001 were built.
Delivering the first Twin Comanche to Europe in September 1963, Max Conrad spanned the 2100 miles from Gander to Shannon in 9 hr 21 min averaging 206 mph, at 50% power, burning 11 USG/hr. The co-pilot was Winston S. Churchill, 22 year old grandson of Sir Winston Churchill.
The PA-30 was offered in four models: Standard, Custom, Sportsman, and Turbo. The latter differed in engine power, and the rest contained different interior appointments, electronics, and instrumentation.
Both were replaced in 1970 by generally similar versions which introduced a powerplant with counter-rotating propellers. Designated PA-39 Twin Comanche C/R and PA-39 Turbo Twin Comanche C/R, manufacture of these two models ended in 1972, when total production of all versions amounted to 2,142. Piper announced the end of PA-30 production in 1970 and introduced a new PA-39 line.
Certification was under FAA A1EA.
One of these aircraft was used by Max Conrad to establish a new world class distance record when he flew non-stop from Cape Town, South Africa, to St Petersburg, Florida, during 24-26 December 1964. The distance of 12,678.83km remained a record in its class in 1993.
Its responsive handling earned it an airworthiness directive that raised Vmc from 70 to 78 knots.
The Super Twin Comanche was “Kind of a nice little bomb,” Pug muses, recalling the time he put two 300 hp Lycomings on the little Twin Comanche, almost doubling its horsepower. Even Piper, however, seriously questioned whether an airframe originally developed to hold a single four cylinder, 180 hp engine was quite ready for 12 jugs and 600 horses.
Piper PA-30 1964 Twin Comanche Engine: Lycoming IO-320-B1A, 160 hp TBO: 2000 hr Fuel type: 100LL Propeller: Hartzell two-blade CS Landing gear type: Tri/Retr. Max ramp weight: 3600 lb Max gross weight: 3600 lb Max takeoff weight: 3600 lb Empty weight: 2160 lb Max landing weight: 3600 lb Useful load, std: 1390 lb Payload, full std. fuel: 900 lb Usable fuel, std: 86 USgal Wingspan: 36 ft. 0 in Overall length: 25 ft. 2 in Height: 8 ft. 3 in Wing area:178 sq. ft Wing loading: 19.56 lbs./sq. ft Power loading: 11.25 lbs./hp Wheel base: 7 ft. 4 in Wheel track: 9 ft. 10 in Wheel size, mains: 6.00 x 6 Wheel size, nose: 6.00 x 6 Seating capacity: 4 Cabin doors: 1 Cabin width: 44 in Cabin height: 46 in Baggage capacity: 200-250 lb Cruise speed 75% power @ 8,000 ft: 168 Cruise speed 65% power @ 12,000 ft: 161 kt Cruise speed 55% power @ 14,000 ft: 148 kt Max range (w/ res) 75% power @ 8,000 ft.: 823 nm Max range (w/ res) 65% power @ 12,000 ft.: 890 nm Max range (w/ res) 55% power @ 14,000 ft.: 970 nm Fuel consumption 75% power: 17.2 USgph Fuel consumption 65% power: 15.2 USgph Fuel consumption 55% power: 13.4 USgph Stall speed (gear, flaps down, power off): 66 kt Stall speed (gear, flaps down, power on): 60 kt Best rate of climb: 1460 fpm Service ceiling: 18,600 ft Takeoff ground roll: 950 ft Takeoff over 50-ft. obstacle: 1530 ft Landing ground roll: 1215 ft Landing over 50-ft. obstacle: 1875 ft Service ceiling: 18,600 ft Single-engine service ceiling: 6600 ft Takeoff ground roll: 950 ft Takeoff over 50-ft. obstacle: 1570 ft Landing ground roll: 700 ft Landing over 50-ft. obstacle: 1875 ft
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