Built in 1938, the P-3 “Rosewing Cub”was a Cub Coupe with experimental William Rose wing with slats, slotted ailerons, flaps; also known as J-4RX [NX22941].
1 engine
Piper P-2 Cub
In 1941 the Piper P-2 NX33281 two-place cabin, high wing monoplane was built. Powered by a 60hp Franklin 4AC-171, later 75hp Continental, it had a cowled engine and one-piece hinged door. It was planned to replace the J-3 in production but the war intervened.
Piper P-1 Cub Clipper / Duck / Applegate Amphibian
In 1941 the Piper P-1 NX38300 four-place cabin, high wing monoplane was built. Originally known as the 1937 Applegate Amphibian, which used wings and other components of the Cub. Powered by a 130hp Franklin 6AC engine, the wing design appeared in PA-16.
Piper Pilot 100i
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.
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.
Avionics Garmin G3X Touch, Garmin G5, Garmin GFC500 autopilot, GNX 375 Touchscreen Nav/Xpndr w/ADS B In & Out, GNC 255A NAV/Comm Radio, GTR 20 2nd VHF COM Radio, GMA 245R Remote Audio Panel w/Bluetooth
Piper Pilot 100i
Engine 180hp Lycoming IO-360-B4A
Prop Sensenich 2-blade, fixed
Wingspan 10.8m
Height 2.2m
Length 7.3m
Fuel capacity 182 litres
Max cruise speed (@75% power) 128ktas
Take-off distance (over 50ft obstacle) 490m
Landing distance 427m
Max range 522nm
Piper PT-1
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 PA-48 Enforcer / Cavalier F-51
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 PA-47 PiperJet / Altaire
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.
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
Piper PA-46 Malibu / Meridian / Matrix
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.
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.
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.
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.
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.
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.
Specifications:
PA-46 Malibu
Engine: Lycoming TIO-540, 350 hp
Wingspan: 43′
Length: 28′ 8″
Height: 11′ 3″
Cabin Length: 12′ 3″
Empty Weight: 3,000 lb
Ramp Weight: 4,318 lb
Takeoff Gross Weight: 4,300 lb
Useful Load: 1,318 lb
Payload: 598 lb
Max. Landing Weight: 4,100 lb
Baggage Capacity: 100 lb
Fuel Capacity: 120 USG
Fuel Burn (Idle): 9 USGPH
Climb Rate (Initial): 1,220 FPM
Takeoff – Over 50′: 2,550′
Landing – Over 50′: 1,950′
Service Ceiling: 25,000′
Max. Speed: 225 knots
Normal Speed: 200 knots
Normal Range: 1,018 NM
Cruise 65%: 206 kts
Cruise 55%: 200 kph @ 25,000 ft
Long Range Speed: 190 knots
Long Range: 1,150 NM
Normal Fuel Burn: 24 USGPH
Stall Speed (Flaps Down): 60 knots
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
P-46T Meridian
Engine: P&W PT6A-42, 500 hp
Wingspan: 43′
Length: 29′ 6″
Height: 11′ 3″
Cabin Length: 12′ 3″
Empty Weight: 3,403 lb
Ramp Weight: 4,892 lb
Takeoff Gross Weight: 4,850 lb
Useful Load: 1,489 lb
Payload: 350 lb
Max. Landing Weight: 4,850 lb
Baggage Capacity: 100 lb
Fuel Capacity: 170 USG
Noise Level (dB): 73.7
Fuel Burn (Idle): 21 USGPH
Climb Rate (Initial): 1,741 FPM
Takeoff – Over 50′: 2,775′
Landing – Over 50′: 2,250′
Service Ceiling: 30,000′
Max. Speed: 262 knots
Normal Speed: 258 knots
Normal Range: 1,000 NM
Long Range Speed: 240 knots
Long Range: 1,070 NM
Normal Fuel Burn: 41 USGPH
Stall Speed (Flaps Down): 61 kt
PA-46-600
Length: 29 ft 7 in
Loaded weight: 5300 lb
Piper PA-38 Tomahawk
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 PA-38 Tomahawk Handling Notes
PA38-112
Engine: 1 x Lycoming O-235-L2C, 112 hp
TBO: 2000 hr
Prop: Sensenich 2 blade, fixed pitch 72 in
Seats: 2
Length: 22 ft
Height: 9 ft. 6 in
Wingspan: 34 ft
Wing area: 124.7 sq.ft
Wing loading: 13.39 lbs/sq.ft
Power loading: 14.9 lbs/hp
Wing aspect ratio: 9.27
Aerfoil: GAW-1
Max ramp wt: 1670 lb
Max take off wt: 1670 lb
Empty wt: 1,165 lb
Useful load: 505 lb
Payload with full fuel: 325 lb
Max useful load: 562 lb
Max landing wt: 1670 lb
Baggage capacity: 100 lb
Max useable fuel: 30 USG/180 lb
Min fuel grade: 100 LL
Climb rate: 718 fpm @ 70 kt
Climb gradient: 615 ft/nm
Rate of climb @ 8000 ft: 305 fpm
Service ceiling; 12,850 ft
Max speed: 109 kt
Cruise @ 65% power @ 8,000ft: 92 kt
Fuel consumption 75% power: 6.5 USgph
Fuel consumption 65% power: 5.75 USgph
Fuel flow @ 65% power @ 8,000ft: 29 pph
Fuel consumption 55% power: 5 USgph
Endurance @ 65% power @ 8,000ft: 5.8 hr
Max cruise 75% pwr at 7,000 ft: 108 kt
Econ cruise 60 % pwr at 7,000 ft: 87 kt
Duration at max cruise: 4.1 hr
Max range (w/ res) 75% power: 430 nm
Max range (w/ res) 65% power: 460 nm
Max range (w/ res) 55% power: 475 nm
Stalling speed clean: 48 kt
Stall speed flaps down: 47 kt
Vso: 52 kt
Turbulent air penetration speed: 101 kt
Fixed undercarriage.
Takeoff ground roll: 820 ft
Takeoff over 50-ft. obstacle: 1460 ft
Landing ground roll: 707 ft
Landing over 50-ft. obstacle: 1544 ft
Piper PA-36 Pawnee Brave
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
PA36-375
Engine: Lycoming I0-720, 375 hp
Prop: Hartzell 86in
Useful load: 2285 lb
Hopper cap: 38 cu.ft
All Aero 