A large single engine passenger aircraft, the prototype Polikarpov PM-1 flew for the first time on 10 June 1925. It was an unequal-span biplane with the upper wing connected directly to the upper decking of the fuselage. The pilot had an open cockpit just forward of the wing leading edge and the enclosed cabin accommodated five passengers. The ‘M’ in the designation arose from the single 194kW Maybach IVa inline engine which gave a maximum speed of 170km/h. Successful flight testing brought an order for 10 aircraft to operate on the routes of the German-Soviet airline Deruluft, but as the result of a crash in Germany it is believed that most of the series aircraft were cancelled.
Engine: 1 x Maybach, 190kW Max take-off weight: 2360 kg / 5203 lb Empty weight: 1380 kg / 3042 lb Wingspan: 15.5 m / 51 ft 10 in Length: 11.0 m / 36 ft 1 in Wing area: 38.5 sq.m / 414.41 sq ft Max. speed: 180 km/h / 112 mph Ceiling: 4100 m / 13450 ft Range w/max.fuel: 1200 km / 746 miles Crew: 2 Passengers: 5
Engines: 2 x De Havilland Gipsy Major 4 B, 128 hp Length: 22.769 ft / 6.94 m Height: 8.399 ft / 2.56 m Wingspan: 30.381 ft / 9.26 m Wing area: 136.703 sq.ft / 12.7 sq.m Max take off weight: 3219.3 lb / 1460.0 kg Weight empty: 1014.3 lb / 460.0 kg Max. speed: 170 kts / 315 km/h Cruising speed: 140 kts / 260 km/h Service ceiling: 14764 ft / 4500 m Wing loading: 23.58 lb/sq.ft / 115.0 kg/sq.m Range: 626 nm / 1160 km Crew: 2 Armament: 2x MG
A 1929 single-place experimental plane with a Flettner Rotor Wing. A 300hp Wright J-6 Whirlwind driving a propeller in front, and 85hp American Cirrus (ACE) to spin the rotors.
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
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
All Aero 