Immediately following certification in 2020, Piper began deliveries to its launch customer, American Flyers, who were to be taking delivery of eight Pilot 100i aircraft by the end of December 2020.
The new Piper Pilot 100i rounds off Piper’s five aircraft portfolio of training aircraft: Pilot 100i, Archer TX, Archer DX (diesel), Arrow (retractable), and twin-engine Seminole. The Piper 100i is priced under $300,000 and IFR equipped with digital autopilot.
Panel of the Piper Pilot 100i with Garmin G3X Touch primary flight display.
The Piper Pilot 100i G3X avionics suite is a glass platform that allows for toggling between round dial and tape displays in a touchscreen format. This outperformed the G1000 suite on many levels.
The Piper PT-1 was a 1940s American two-seat primary training monoplane designed and built by Piper for Army or Navy primary flight training. A low-wing tandem two-seat monoplane, the PT-1 was the first Piper aircraft to have a low-wing. It had a fabric covering over an all-metal fuselage frame and wooden spar wings and tail unit. The PT-1 had a retractable tailwheel landing gear and was powered by a 130 hp (97 kW) Franklin 6AC-2980D engine.
Designed by David Long, the prototype NX4300 first flew in 1942, no further aircraft were built. A four-seat development was designed as the Piper PWA-6 / PA-6 which did not go into production either.
Engine: 1 × Franklin 6AC-298, 130 hp (97 kW) Propeller: 2-bladed fixed pitch wooden airscrew Wingspan: 35 ft 2 in (10.72 m) Length: 22 ft 8 in (6.9 m) Height: 6 ft 6 in (1.98 m) Empty weight: 1,325 lb (601 kg) Gross weight: 2,000 lb (907 kg) Maximum speed: 150 mph (240 km/h, 130 kn) plus Cruise speed: 135 mph (217 km/h, 117 kn) plus Landing speed: less than 50 mph (43 kn; 80 km/h) Range: 700 mi (1,100 km, 610 nmi) Service ceiling: 12,400 ft (3,800 m) Rate of climb: 750 ft/min (3.8 m/s) to 1,000 ft/min (300 m/min) Crew: 2
Piper Aircraft has received a USAF contract, expected to total about $12 million, to design, develop and test two new prototypes of the Enforcer as a lightweight close support air¬craft. The Enforcer, powered by a 2,445 ehp Lycoming T55 L 9 turboprop, was developed in 1971 as part of the activities of Cavalier Aircraft Corporation, which had produced a batch of updated North American F 51 Mustangs for export and evolved the Turbo Mustang III with a Dart engine. Piper acquired rights in the Enforcer in 1970 after Cavalier had developed the prototype, and for another 8 years Piper lobbied Congress to force the USAF to officially re-evaluate the Enforcer.
The two new prototypes were conversions of existing F 51 airframes, and modified by Piper at its Lakeland, Florida, plant. As well as the T55 installation, they feature wing tip tanks to increase total fuel capacity to 424 US gal (1605 1t), six wing strong points to carry two podded General Electric GAU 8 30 mm four-¬barrel cannon, 2.75 in (7 cm) unguided rockets or bombs, and aerodynamic improvements that include changes in the aileron control system and a 19 in (48 cm) extension of the rear fuselage, with enlarged tailplane and elevators. With a gross weight of 14,000 lb (6 350 kg), the Enforcer was expected to have a max speed of 350 kts (648 km/h). The USAF five month evaluation is expected to be conducted in the late summer of 1983 and completed by February 1984, embracing 98 flights.
In 1971 Piper built two Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines (along with numerous other significant modifications). One airframe was single seat (called the PE-1 and FAA registered N201PE) and the other was a dual-control aircraft (called the PE-2, registered N202PE). Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast.
The Piper PA 48 Enforcer flew for the first time on April 9 1971 from the company’s Lakeland, Florida, facility. The Enforcer that flew is powered by a 2,445 shp Avco Lycoming T55 L 9 turboprop, turning a Skyraider propeller cut down by Piper from 14 feet to 11 feet, 6 inches in diameter. The fuselage has been stretched by 19 inches between the cockpit and fin; the fin area has been increased by nine percent, mostly in chord but slightly in height; the rudder is now equipped with a yaw stability augmentation system; and the tailplane/elevator area has been enlarged by 36 percent. Tip tanks provide 1,900 pounds of fuel capacity, in addition to some wing bending relief and end plate effect.
To ease stick loads at high speed and low level, the Enforcer’s ailerons are equipped with a boost system from a Lockheed T 33. The landing gear embodies Grumman G 1 wheels, T 39 Sabreliner brakes and Mustang type tires, and the tailwheel retracts. With six underwing pylons, the Enforcer’s main armament will be a pair of pod mounted 30mm General Electric four barrel rotary cannons capable of firing at a rate of 2,400 rounds per minute (40 rounds per second). Other weaponry could include miniguns, rockets and cluster bombs.
On the Enforcer’s first flight, the entire mission was flown in the takeoff and landing configuration to examine its stability, controllability and handling. Tests on the second flight included gear retraction, a climb to 20,000 feet and acceleration to 300 knots.
Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.
By the time the PA-48s were completed, they shared less than ten percent of their structure with the P-51. The two PA-48s were tested during 1983 and 1984 at Eglin AFB, Florida, and Edwards AFB, California. As in the PAVE COIN tests of 1971, the PA-48s were found to perform well in their intended role, but the USAF again decided not to purchase any.
Of the prototype aircraft produced, three of the four still exist. The original PE-1 is disassembled and in storage. One of the PA-48s, N482PE, awaits restoration at Edwards Air Force Base. N481PE has been fully restored and resides in the ‘Prototype Hangar’ at the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio.
Engine: 1 x Lycoming T55-L-9 turboprop, 1831kW Max take-off weight: 6350 kg / 13999 lb Wingspan: 12.60 m / 41 ft 4 in Length: 10.40 m / 34 ft 1 in Height: 4.00 m / 13 ft 1 in Wing area: 37.9 sq.m / 407.95 sq ft Max. speed: 650 km/h / 404 mph Ceiling: 11465 m / 37600 ft Range: 1480 km / 920 miles
Piper Aircraft announced single-engined VLJ the PiperJet in October 2006, as a competitor to the twin-engined Eclipse 500 and Cessna Citation Mustang very light jets. The aircraft’s fuselage was the same cross section as the propeller-driven Piper PA-46 series, with a four-foot increase in length. It was to be capable of carrying up to 7 passengers and cruise at 360 knots (666.7 km/h), at a maximum altitude of 35,000 feet (10,668.0 m). Maximum range was expected to be 1,300 nautical miles (2,407.6 km), with a full-fuel payload of 800 pounds. Piper selected Williams International to supply its FJ44-3AP turbofan engine for the PiperJet.
Due to the engine being mounted above the center of gravity, power was highly stabilizing (addition of power would push the nose down), which could have been disconcerting to pilots. Initially, Piper designers incorporated an automatic pitch trim system to coordinate horizontal stabilizer angle of incidence with power setting. This system was later replaced by a vectored thrust nozzle, developed by Williams International, which resulted in reduced weight and simplified manufacturing processes.
A design feature of the aircraft was the use of a straight duct air intake design for the vertical stabilizer (tail) mounted engine, rather than an s-duct arrangement.
The prototype first flew on 30 July 2008.
A selling price of US$2.199 million in 2006 dollars was initially set and as of February 19, 2007, Piper announced that it had received 180 pre-orders. An entry-into-service date of early 2010 was initially anticipated, later changed to 2011-12. In October 2009 the company indicated that it had delayed the delivery of the first customer aircraft to mid-2013 and had informed depositors.
The PiperJet did not enter production and in October 2010 Piper announced it would instead develop an aircraft with a larger circular-section fuselage known as the Piper PiperJet Altaire. The 160 customers who had placed orders for the PiperJet retained their delivery positions with the new aircraft and at the same $2.2 million price.
Based on the PA-47 PiperJet prototype, the Altaire featured a slightly larger fuselage with a rounded cross-section, and included a conventional control yoke for flight control, as opposed to the original PiperJet’s side-stick controller. Piper had been tooling up its facilities in Vero Beach, Florida (USA) to build four Altaire prototypes to be used for FAA (safety & performance) certification of the aircraft through 2013. First delivery of aircraft to customers was scheduled for 2014. The first flight was expected in 2012.
The fuselage of the original Piperjet was designed using the Piper Meridian single-engine turboprop as a template. The new owners of Piper, Imprimis, found fault with this design prompting a revision without direct reference to the Meridian. According to Piper CEO Geoffrey Berger, “We wanted to give our jet customers an even roomier light jet that incorporates a scalable design, paving the way for a future family of competitive business jets,”. The new fuselage design provided an additional 4 inches of headroom and nine more inches of elbow room and does away with a hump in the cabin floor that accommodated the wing spar in the old design.
PiperJet Altaire
The Altaire had been designed for single-pilot operation allowing one passenger to occupy the co-pilot’s seat. Combined with 4 passenger seats in the cabin behind the flight deck, the jet would typically have seated 5 passengers. The cabin would have been specially configured to add an additional seat such that a total of 6 passengers can be accommodated in addition to the pilot. There was 20 cubic feet (570 L) of baggage space behind the passenger seats and another 20 cu ft (570 L). of heated but unpressurized space in the nose of the aircraft. The Altaire would have been powered by the Williams International FJ44-3AP. This model of engine employs a “passive vectored thrust” design that helps compensate for nose-down pitch of the aircraft when power is increased as a result of mounting the engine relatively high up in the tail. Piper estimated that this engine would get the Altaire up to a 35,000 feet (11,000 m) maximum cruise altitude and a 320 knot cruise speed. Maximum cruise speed was projected to be 360 knots. The aircraft was expected to have a 1,200-to-1,300-nautical-mile (2,200 to 2,400 km) non-stop range.
The aircraft was expected to retail for around US$2.6 million, ‘standard’ equipped. Piper estimates variable operating cost at about US$730 per hour. This compares with about US$870 for the comparable model Cessna Mustang.
On 17 October 2011 the company announced that the PiperJet Altaire program was “under review”. Piper’s new interim CEO, appointed that same day, Simon Caldecott said, “This is being undertaken to ensure the company is properly aligning business goals and light-jet market forecasts with investment strategies and economic forecasts.” The next day, on 18 October 2011, AVweb editor-in-chief Russ Niles called for the project to be ended, calling it “unrealistic” to pursue the design in the face of Federal Aviation Administration opposition to certifying a single engined jet to 35,000 ft (10,668 m) and the lack of economic reasoning as the aircraft would cost the same as most twin-engined jets. Niles called on Piper saying, “the sooner it ends its “review” of the project and puts a bullet in it the better.”
On 24 October 2011, despite the Altaire’s development being “on schedule and on budget”, the program was indefinitely suspended by Piper due to economic issues, with the company laying off a number of workers who had been assigned to the project. It was stated the company would entertain offers for the PiperJet/Altaire project.
In 2012, the prototype was located at the Florida Air Museum.
original PA-47 PiperJet Powerplant: 1 × Williams FJ44-3AP turbofan, 2,820 lbf (12.5 kN) thrust Hot Section Inspection: 2,000 hours TBO: 4,000 hours Length: 35 ft 8 in (10.87 m) Wingspan: 44 ft 3 in (13.49 m) Height: 15 ft 8 in (4.78 m) Full fuel payload: intended to be 800 lbs (363 kg) +/-5% Usable Fuel: 457 USgal (1,730 liters) Cruise speed: 360 kn (414 mph; 667 km/h) (intended maximum cruise speed +5% -2.5%) Range: 1,300 nmi (1,496 mi; 2,408 km) (intended maximum range +/-5%) Service ceiling: 35,000 ft (11,000 m) Maximum Cabin Height: 55.0 in (1.4 m) Cabin Length: 17.8 ft (5.4 m) Cabin Width: 55.0 in (1.4 m) Main Entry Door Width: 36.0 in (0.9 m) Total Pressurized Cabin Volume: 260 cu ft (7.3 cu m) Nose Baggage Compartment (unpressurized): 20 cu ft (0.57 cu m) / 200 lbs (90.9 kg) Maximum Cabin Differential: 7.6 psid Crew: 2 Capacity: 6-7 passengers
Initially flown for the first time on 30 November 1979, designated PA-46-300T, as an unpressurised development aircraft, the first real prototype flew on 21 August 1982. This was a pressurised, all-metal aircraft seating six, with retractable undercarriage.
Piper announced in late 1982 the intention to introduce in late 1983 a new aircraft which it claimed to be the world’s first cabin-class pressurised aircraft with a single piston engine.
Designated Piper PA-46-310P Malibu, the aircraft is of cantilever low-wing monoplane configuration with retractable tricycle landing gear and powered by a Teledyne Continental TSIO-520-BE turbocharged engine, the pressurised cabin providing seating a pilot and five passengers.
PA-46-350P Cockpit
The initial PA-46-310P Malibu production version received FAA certification on 27 September 1983 and deliveries into service began during November 1983. Fitted with a high aspect ratio wing, IFR avionics was standard and an airstair style door at the rear of the aircraft. Production was discontinued during 1988 after 344 had been built.
PA-46-310P Malibu
Certification (FAA A25SO) of the original PA-46-310P was achieved in September 1983 and deliveries commenced the following November and 402 were produced. Certification covered 46-8408001 to 46-8608067, and 4608007 to 4608007
The turbocharged PA-46-350P Malibu Mirage was introduced in October 1988 replacing the -310, with deliveries beginning two months later at $679,900 as standard. This differed in having a 350 hp (261 kW) Textron Lycoming TIO-540-AE2A engine in place of the earlier 310 hp (231 kW) Teledyne Continental TSIO-520-BE. FAA certification was received on 30 August 1988.
PA-46 Malibu Mirage
Fitted with a new wing, revised interior and electrical system, and standard Bendix / King avionics packages, around 250 were produced. Other features include a redesigned flight deck, two-piece glareshield and a 40-lb (18-kg) increase in useful load.
By spring 1991 Piper had orders for over 100 of the PA-46-350P Malibu Mirage but, after several aircraft broke up in adverse weather conditions, the FAA revoked its IMC certification and began a Special Certification Review. Piper worked hard to clear the design’s reputation and by February 1992 the Malibu was returned to full operations.
The first Meridian, a non conforming example, flew summer 1988/89. On 21 June 2001 the first Malibu Meridian was certified by the UK CAA.
PA-46-500TP Malibu Meridian
Plans to build a turbine powered Malibu was announced during 1987 and a prototype, N35646, was built which first flew on 26 September 1988. The prototype was powered by a 400 shp Pratt & Whitney Canada PT6A-11 turboprop and a revised type, the TP-600, was manufactured with a 600 shp PT6A-11 engine. New Piper were also producing the type, from 1994, with improvements to the autopilot, braking system and air-conditioning.
Rocket Engineering of Spokane, Washington produced turboprop conversions of Piper Malibu. Certificated during August 1998, around 90 320 and 350 types were converted to JetPROP models with Pratt & Whitney PT6A-34/35 engines. During 2003 the JetPROP DL conversions with Pratt & Whitney PT6A-21 engines were started, and by 2003 233 aircraft had been converted.
PA-46 Matrix
The PA-46R-350T is an unpressurised version of the Mirage, announced during October 2007 with deliveries Avidyne TAS610 dual antenna traffic advisory system and speed brakes. During 2010 a Garmin G1000 avionics system was available. Piper Aircraft received FAA certification of the G1000 NXi next generation integrated flight deck on both the M500 single engine turboprop and M350 pressurized, single-engine piston. Piper was set to offer it as a retrofit option (via STC) for fielded G1000 equipped Matrix, Mirage (M350), and Meridian (M500) aircraft.
PA-46-310 Max speed: 270 mph Cruise speed: 226 mph Max Cruise speed: 249 mph Stall: 67 mph ROC: 1143 ft/min Service ceiling: 25,000 ft Takeoff run: 1440 ft Takeoff to 50 ft: 2025 ft Ldg from 50 ft: 1520 ft Ldg run: 640 ft Range norm: 1531 mi Range max: 1790 mi Wing span: 43 ft 0 in Fuel capacity: 101.6 imp.gal / 122 USG Length: 28 ft 4.75 in Empty weight: 2275 lb Weight equipped: 2350 lb Loaded weight: 3850 lb Payload: 100 lb
PA-46-310P Malibu Engine: Teledyne Continental TSIO-520-BE, 310 hp Prop: Hartzell, 2 blade CS 6 ft 8 in Cabin length: 12 ft 4 in Cabin width: 49.5 in Cabin height: 47 in Rear pax door: 46 x 24 in Baggage door left side nose: 23 x 19 in Nose compartment capacity: 13 cu.ft / 100 lb unpressurised Rear baggage compartment: 20 cu.ft / 100 lb pressured
PA-46-350 Max speed: 273 mph Cruise long range: 193 mph Cruise Econ: 229 mph Cruise speed norm: 247 mph Cruise speed max: 259 mph Stall: 69 mph ROC: 1220 ft/min Service ceiling: 25,000 ft Takeoff run: 1530 ft Takeoff to 50 ft: 2375 ft Ldg from 50 ft: 1960 ft Ldg run: 1010 ft Range norm: 1172 mi Range econ: 1248 mi Range max: 1450 mi Wing span: 43 ft 0 in Fuel capacity: 101.6 imp.gal / 122 USG Length: 28 ft 11 in Empty weight: 3080 lb Weight equipped: 3121 lb Loaded weight: 4340 lb Payload: 100 lb
Piper 1998 PA-46-350P Malibu Mirage Engine make/model:Lyc. TIO-540AE2A, 350 hp TBO: 2000 hr Propeller: Const. spd. Landing gear: Tri/Retr. Gross weight: 4300 lb Empty weight, std: 3048 lb Useful load, std: 1252 lb Fuel: 120 USG Wingspan: 43 ft Overall length: 28 ft. 7 in Height: 11 ft. 6 in Wing area: 175 sq. ft Seating capacity: 5 Cabin width: 50 in Cabin height: 47 in Baggage capacity: 200 lb Cruise speed 75% power: 225 kt Cruise speed 65% power: 215 kt Max range (w/ res) 75% power: 990 nm Max range (w/ res) 65% power: 1056 nm Fuel consumption 75% power: 20 USgph Fuel consumption 65% power: 18 USgph Stall speed (gear, flaps down): 60 kt Best rate of climb: 1218 fpm Service ceiling: 25,000 ft Takeoff ground roll: 1530 ft Landing ground roll: 1018 ft
2001 New Piper Malibu Mirage Engine: Lycoming TIO-540-AE2A, 350 hp / 261kW @SL to 17,000 ft TBO: 2000 hr Fuel type: 100 Propeller: Hartzell CS Landing gear: Tri/Retr. Gross weight: 4340 lb Max landing weight: 4100 lb Empty weight, std: 3157 lb Useful load, std: 1183 lb Payload, full std. fuel: 463 lb Usable fuel, std: 120 USG Oil capacity: 12 qt Wingspan: 43 ft Overall length: 28 ft. 8 in Height: 11 ft. 6 in Wing area: 175 sq. ft Wing loading: 23.6 lbs./sq. ft Power loading: 12.3 lbs./hp Wheel base: 8 ft Wheel track: 12 ft. 3 in. Wheel size: 6.00 x 6 Seating capacity: 6 Cabin doors: 1 Cabin width: 50 in Cabin height: 47 in Baggage capacity: 200 lb Cruise speed @ 25,000 ft 75% power: 213 kt Cruise speed @ 25,000 ft 65% power: 203 kt Max range (w/ res) 75% power: 1065 nm Stall speed (gear, flaps down): 58 kt Best rate of climb (SL): 1218 fpm Service ceiling: 25,000 ft Takeoff ground roll: 1090 ft Takeoff over 50-ft. obstacle: 2090 ft Landing ground roll: 1020 ft Landing over 50-ft. obstacle: 1960 ft
2005 New Piper Mirage Base price: $970,000 Engine: Lycoming TIO-540-AE2A, 350 hp to 17,000 TBO: 2000 hr Fuel type: 100/100LL Propeller: Hartzell three blade 80 in Landing gear: Tri./Retr. Max ramp weight: 4340 lb Gross weight: 4340 lb Landing weight: 4100 lb Empty weight, std: 3100 lb Useful load, std: 1240 lb Payload, full std. fuel: 520 lb Usable fuel, std: 120 USG Oil capacity: 12 qt Wingspan: 43 ft Overall length: 28 ft. 6 in Height: 11 ft. 5 in Wing area: 175 sq. ft Wing loading: 24.8 lbs./sq. ft Power loading: 12.4 lbs./hp Wheel size: 6.00 x 6 Seating capacity: 6 Cabin doors: 1 Cabin width: 49 in Cabin height: 47 in Cruise speed 75% power: 213 kt Cruise speed 65% power: 199 kt Cruise speed 55% power: 166 kt Fuel consumption 75% power: 20.0 USgph Fuel consumption 65% power: 18.0 USgph Fuel consumption 55% power: 15.0 USgph Range, 55% power: 1055 nm Best rate of climb (SL): 1225 fpm Max operating altitude: 25,000 ft Vso: 58 kt Takeoff ground roll: 1090 ft Takeoff over 50-ft. obstacle: 2090 ft Landing ground roll: 1020 ft Landing over 50-ft. obstacle: 1960 ft
2006 Piper Mirage PA46 Engine: Lycoming TIO-540-AE2A, 350 ho @SL to 18,000 ft TBO: 2000 hr Fuel type: 100/100LL Propeller: Hartzell three-blade CS Landing gear: Tri./Retr. Max ramp weight: 4358 lb Gross weight: 4340 lb Landing weight: 4123 lb Empty weight, std: 3121 lb Useful load, std: 1237 lb Payload, full std. fuel: 517 lb Useful fuel: 120 USG Oil capacity: 12 qt Wingspan: 43 ft Overall length: 28 ft. 10 in Height: 11 ft. 4 in Wing area: 175 sq. ft Wing loading: 24.8 lbs./sq. ft Power loading: 12.4 lbs./hp Wheel size: 6.00 x 6 Seating capacity: 6 Cabin doors: 1 Cabin width: 50 im Cabin height: 45 in Cruise speed 75% power: 213 kt Fuel consumption 75% power: 20 USgph Fuel consumption 65% power: 18 USgph Vso: 58 kt Max operating altitude: 25,000 ft Best rate of climb (SL): 1220 fpm Takeoff ground roll: 1090 ft Takeoff over 50-ft. obstacle: 2090 ft Landing ground roll: 1065 ft Landing over 50-ft. obstacle: 1965 ft
PA-46R-350T Engine: TIO-540-AE2A, 350 hp Wingspan: 43 ft 0 in Length: 28 ft 11 in Height: 11 ft 4 in Empty weight: 2937 lb Loaded weight: 4340 lb Payload: 1421 lb Fuel capacity: 120 USG Service ceiling: 25,000 ft Takeoff to 50 ft: 2090 ft Landing from 50 ft: 1968 lb
2008 Piper Malibu PA46-350 Matrix Base price: $757,000 Engine: Lycoming O-TIO-540-AE2A. 350 hp TBO: 2000 hr Fuel type: 100/100LL Propeller: 3-blade Hartzell Landing gear: Tri./Retr. Max ramp weight: 4358 lb Gross weight: 4340 lb Landing weight: 4123 lb Empty weight, std: 2937 lb Useful load, std: 1421 lb Usable fuel:120 USG /720 lb Payload, full std. fuel: 701 lb Wingspan: 43 ft Overall length: 28 ft. 11 in Height: 11 ft. 4 in Wing area: 175 sq. ft Wing loading: 24.8 lbs./sq. ft Power loading: 12.4 lbs./hp Seating capacity: 6 Cabin doors: 1 Cabin width: 49.5 in Cabin height: 47 in Cruise speed 75% power @ 25,000 ft: 215 kt Cruise speed 75% power @ 10,000 ft: 190 kt Fuel consumption 75% power: 20 USgph Fuel consumption 65% power: 18 USgph Fuel consumption 55% power: 15 USgph Vso: 58 kt Best rate of climb (SL): 1150 fpm Service ceiling: 25,000 ft Takeoff ground roll: 1087 ft Takeoff over 50 ft. obstacle: 2090 ft Landing ground roll: 1020 ft Landing over 50 ft. obstacle: 1968 ft
PA-46 Malibu Meridian Engine: Pratt & Whitney PT6A-42A, 1090 shp Wingspan: 43 ft Wing Area: 183 sq. ft Max Ramp Weight: 5134 lb Useful Load: 1698 lb / 679 kg Fuel Capacity, Useable: 170 USG Cruise: 262 kt. Endurance: 4.8 hr. Vso: 69 kt Rate Of Climb: 1556 fpm Max Certified Altitude: 30,000 ft Max Cruise Speed: 260 kt Takeoff Distance: 1650 ft Takeoff Over 50 Ft. Obstacle: 2438 ft Landing Distance: 1020 ft Landing Over 50 Ft. Obstacle: 2110 ft
2005 New Piper PA46-500T Meridian Engine: Pratt & Whitney PT6A-42A, 500 shp @ FL200 TBO: 3500 hr Fuel type: Jet A Propeller: Hartzell CS Landing gear: Tri./Retr. Max ramp weight: 5134 lb Max takeoff weight: 5092 lb Empty weight, std: 3404 lb Useful fuel: 170 USG Payload, full std. fuel: 591 lb Wingspan: 43 ft Overall length: 29.6 ft Height: 11.3 ft Wing area: 183 sq. ft Wing loading: 10.8 lbs./sq. ft Power loading: 27.3 lbs./hp Wheel size: 6.00 x 6 Seating capacity: 6 Cabin doors: 1 Cabin width: 49 in Cabin height: 47 in Max cruise speed: 260 kt Fuel consumption: 37 USgph Range: 1000+ nm Best rate of climb (SL): 1556 fpm Max operating altitude: 30,000 ft Vso: 61 kt Takeoff ground roll: 1650 ft Takeoff over 50-ft. obstacle: 2438 ft Landing ground roll: 1020 ft Landing over 50-ft. obstacle: 2110 ft
The PA 40 Arapaho was developed and ready to go, but Piper made the decision not to produce this airplane because of its projected high market price. Instead, they un¬dertook the PA 44 Seminole project in order to produce a more cost competitive light twin.
Announced on 21 February 1978, the Seminole is powered by 180-hp Lycomings, and will do 155 knots at 65-percent power and climb at 1,200 feet per minute. Single-engine service ceiling is 3,200 feet. Piper promised first deliveries in June 1978, and a base price of $73,900. A cantilever low-wing monoplane with a T-Tail, retractable tricycle landing gear and power provided by two Avco Lycoming O-360-E1AD counter-rotating engines.
A big help in holding cost down is commonality with existing airplanes. Most of its fuselage is from the Arrow III, from what would be the forward firewall to the aft cabin bulkhead. The T-tail was actually developed on the Seminole first, but introduced on the Lance II. The wings are basically beefed-up versions of the semi-tapered Arrow III to within four feet of the tip. Like the Seneca II and the Navajo C/R, the Seminole uses counter-rotating propellers for balanced thrust, and optional three-blade propellers in 1979 provided a quieter ride. Also in the same year, a propeller synchrophaser further reduced cabin noise levels.
PA-44T
Two 54-gallon fuel tanks are fitted in the engine nacelles, because the engines attach to the wing right where the gas tank is located on four place Piper singles, and placing fuel in the nacelles meant no drastic change in the wing outboard of that point. Piper opted for Lycoming’s new series of engines, which are made on automated equipment at a slightly lower cost. These engines are deeper than previous Lycomings, and thus the nacelles had to be thicker.
At 75% power and 7,000 feet, the Seminole cruises at 191 mph. When leaned to 65%, best-economy power cruise speed is 181 mph, and range is 898 miles with a 45-minute reserve. At 3,800 pounds gross, the Seminole weighs the same as Gulfstream American’s Cougar, which flies between a pair of 160-hp engines; thus, each Seminole horsepower must heft only 10.6 pounds compared to the Cougar’s 11.9 pounds/hp loading. From the beginning, Piper intended the Seminole as a relatively inexpensive alternative to high-performance singles.
The Seminole was complemented on 24 April 1980 by a turbocharged version designated PA-44-180T Turbo Seminole with TO-360-E1AD counter-rotating engines. At 65-percent power economy cruise, the Turbo Seminole can travel at 194 mph over a distance of 920 miles burning fuel at a rate of 19 gph. Standard equipment includes a built-in oxygen system that consists of a rear-mounted bottle with easy-to-reach overhead outlets, night-lighted pressure gauge, oxygen masks, and a control-wheel mike button.
Piper’s financial troubles brought Seminole production to an end in 1990 after 469 were built. Five years later, New Piper Aircraft resumed making the entry-level twin, the only remaining T-tail aircraft in the line, and 29 were delivered over the next three years.
The PA42-1000 Cheyenne IV was announced in 1983 as basically a Cheyenne III with more powerful engines. In September 1983 it was renamed Cheyenne C400LS. The PA-42-1000 Cheyenne 400LS received its type certificate FAA A23SO July 13, 1984. Forty-three were built.
Keeping company with all the new commuter aircraft, the Cheyenne 400 was slightly over-weight, necessitating a 100 lb increase to take-off and landing weights – now 12,050 and 11,100 lbs respectively. In spite of the increased weight Piper engineers have lowered the full flap stall speed from 92 knots to 84 knots I.A.S. and increased the single engine rate of climb from 980 to 997 feet/minute. Piper hoped to improve the accelerate-stop and accelerate-go figures, which were 3275 feet (998 metres) and 3485 feet (1062 metres) respectively.
On 30 June 1980 Piper began production deliveries of a new version, intended as a 6/11-seat corporate or commuter transport, this Cheyenne III differs considerably from its predecessors, having a wing of increased span, lengthened fuselage, a T-tail, and more powerful Pratt & Whitney Aircraft of Canada PT6A turboprop engines installed in lengthened nacelles.
The Cheyenne III in production was complemented by the Cheyenne IIIA which differs primarily by having 634kW PT6A-61 turboprop engines flat-rated at 537kW and offering performance improvements. 149 were built.
In addition to the Cheyenne III, Piper was involved in the certification programme of a new Cheyenne IV during 1983, with two 1,227kW Garrett TPE331-14A/14B counter-rotating turboprop engines, each of them flat-rated at 746kW. Deliveries of the Cheyenne IV began in the early summer of 1984. It was one of the fastest propeller light twins, at over 644km/h.
The Cheyenne was one of the very few Piper products to remain in volume production after the company’s financial reorganisation in 1991/92. Versions on offer included the Cheyenne IIIA of which 59 had been delivered by early 1993. Nine Cheyenne IIIs delivered to the US Drug Enforcement Administration, fitted with AN/APG-66 radar and a ventral FLIR, were used for day and night time surveillance missions. They are known as Customs High Endurance Tracker (CHET) aircraft. Cheyenne IIIs are joined at the Lock Haven production line by the PA-42-1000 Cheyenne 400. Originally the Cheyenne IV, it later became the Cheyenne 400LS. Deliveries total 43.
PA-42-1000 Cheyenne 400LS VH-BUR
PA-42-720 Cheyenne III First built: 1980 Engines: 2 x P&W PT6A-41, 720 shp / 537kW Props: Hartzell 3-blade, 95-in Seats: 9/11 Length: 13.23 m / 43 ft 5 in Height: 14.8 ft Wingspan: 47.7 ft Wing area: 293 sq.ft / 27.22 sq.m Wing aspect ratio: 7.8 Maximum ramp weight: 11,285 lb Maximum takeoff weight: 11,200 lb / 5080 kg Standard empty weight: 6389 lb / 2898 kg Maximum useful load: 4896 lb Zero-fuel weight: 9758 lb Maximum landing weight: 10,330 lb Wing loading: 38.2 lbs/sq.ft Power loading: 7.8 lbs/hp Maximum usable fuel: 3819 lb Best rate of climb: 2236 ft Certificated ceiling: 33,000 ft Max pressurisation differential: 6.3 psi 8000 ft cabin alt @: 28,500 ft Maximum single-engine rate of climb: 531 fpm @ 115 kt Single-engine climb gradient: 277 ft/nm Single-engine ceiling: 14,550 ft Maximum speed: 290 kt Normal cruise @ 28,000ft: 275 kt Fuel flow @ normal cruise: 516 pph Endurance at normal cruise: 6.4 hr Stalling speed clean: 99 kt Stalling speed gear/flaps down: 84 kt Turbulent-air penetration speed: 174 kt
PA-42-1000 Cheyenne IV Engines: 2 x Garrett TPE331-14, 1000shp Prop: Dowty-Rotol, 4 blade, 106 inch dia Length: 43.4 ft Height: 16.4 ft Wingspan: 47.7 ft Wing Area: 293 sq.ft Wing Aspect Ratio: 7.82 Standard Empty Weight: 7,546 lb Max Ramp Weight: 12,135 lb MTOW: 11,950 lb/12,050 lb MLW: 11,100 lb Max Zero fuel wt: 9600 lb Std useful load: 4985 lb Wing Loading: 41.1 lbs/sq.ft Power Loading: 6 lbs/hp Max Usable Fuel: 3,819 lb Max cruise 25,000ft: 351 kt (404 mph) Max cruise 30,000ft: 349 kt (402 mph) Max cruise 35,000ft: 341 kt (392 mph) Max cruise 41,000ft: 302 kt (348 mph) Max range @ 39,000 ft with 45 min res) 8 pax: 1400nm Max range @ 39,000 ft with 45 min res) 2 pax: 2240 nm ROC: 3242 fpm SE ROC: 980 fpm SE Best-rate of-climb Airspeed: 125 kt SE Climb Gradient: 479 ft/nm SE Ceiling: 27,000 ft TO dist 50 ft: 1930 ft Ldg dist 50 ft: 2780 ft Acc-stop dist: 2840 ft Seats: 7/9 Ceiling (Certificated): 41,000 ft Max Pressurization Differential: 7.5 psi 8,000 Foot Cabin Altitude At: 35,000 ft SE Rate Of Climb: 997 fpm Normal Cruise At 35,000 Feet: 334 kt Fuel Flow At Normal Cruise: 600 pph Endurance At Normal Cruise: 4.1 hr Stalling Speed, Clean: 93 kt Stalling Speed, Flaps/Gear Down: 84 kt Turbulent air Penetration Speed: 195 kt
Piper designed this Cheyenne model in the early 1980s to compete with the pro¬posed King Air 350, but ran out of money for development and certified it to lower weight and speed than its ultimate capability. Only 45 were made between 1984 and 1991, although a handful more came out of the Piper factory for Lufthansa trainers.
The PA-41 differs from other, Chieftain-based, Cheyennes with a new airframe and pair of 1000 shp Garrett TPE 331-14-801 big block engines. Counter-rotating Dowty Rotol composite propellers of 106 in diameter transfer the power to the air, giving the 400LS more speed and range than some small jets, with those capabilities being given more weight than large numbers of passengers.
The Piper PA-40 Arapaho twin-engined cabin monoplane designed by Piper as a replacement for the PA-39 Twin Comanche C/R. The Arapaho was similar in size to the Twin Comanche and had six seats but had a taller main landing gear and larger cabin windows. It had two counter-rotating 160 hp Lycoming IO-320 engines.
The prototype was damaged in June 1972 when the factory at Lock Haven, Pennsylvania, flooded and the prototype, registered N9999P, did not fly until 16 January 1973. It crashed on 21 September 1973 during spin trials when the anti-spin drag chute failed to deploy, and the aircraft was redesigned with a taller tailfin. The second modified prototype with normally aspirated engines first flew in April 1974 and was followed by a third aircraft with turbocharged engines.
The PA-40 was type certified on 18 July 1974, as an amendment to the Twin Comanche type certificate. The Arapaho was scheduled to be launched as a 1975 model, but the company decided not to market the aircraft and the project was cancelled in December 1974. Piper stated that the cancellation was for financial reasons as it did not want to establish a new production line during the 1973–1975 recession.
Following cancellation the two aircraft were used by Piper as company liaison and communication aircraft, one based at Lock Haven, the other at Lakeland, Florida. Later, one aircraft was scrapped by Piper and the third, registered N9997P, was privately owned in Texas, following use by the Purdue University student maintenance program.
28-May-21 Barnstormers advert: This is the only remaining Piper PA-40 Arapaho out of 3 built. Extensive mechanical restoration completed. (15 SMOH) Original paint and interior. It was rescued from Purdue University in 2018 and is in airworthy condition. Please review the Specs Page for the extensive amount of work that has been completed and other details before calling with any questions. Delivery available. We are taking offers now and will be showing it publicly for the first time at Oshkosh 2021. This is probably the only one of a kind Piper aircraft that is still flyable and airworthy. ** From the specs page: 1974 Piper PA-40 Arapaho 1270 Total Time Airframe/Engine 15 SMOH both engines and propellers in 2018 Lycoming (L)IO-320-B1A Condition Inspection due August 2021 Original Engines Installed Original Airframe and Engine Logbooks History The PA-40 Arapaho was designed to be the follow-on aircraft to the PA-39 Twin-Commanche. The Arapaho differences include leading edge cuffs both inside and outside both nacelles which lower Vmc and stall speeds by approximately 10-15 kts., a single 60 gallon bladder in each wing, 6 inch taller main landing gear, a completely redesigned hydraulic landing gear operating system, strakes on both sides of the rear fuselage as well as above and below the rear fuselage, a redesigned windshield that extends further rearward at the top of the fuselage, redesigned dual pane side windows, as well as other minor changes. The aircraft has similar cruise speeds to a PA-39 but much lower approach speeds as well as much better pitch authority in the flare which contributes to much nicer landing characteristics. This aircraft is serial number 3 and is the last remaining Arapaho out of 3 built.
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
