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
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 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
Piper canvassed 10000 flying instructors before it built the “ultimate” training machine for the seventies. A cantilever low-wing monoplane with fixed tricycle landing gear, a T-tail, and side-by-side enclosed accommodation, it was powered by an Avco Lycoming O-235-L2C engine, designated Piper PA-38-112 Tomahawk. The Tomahawk was designed around minimalism and low initial cost (around US$18,000 in 1978) and low ongoing costs.
First flown in mid-1973, Piper’s Tomahawk received FAA type certification (FAA A18SO) on 20 December 1977. The T-¬tail trainer was certified in both the normal and utility categories, and the production lines started rolling in January 1978. The FAA temporarily suspended the airworthiness certificate of Piper’s Toma¬hawk trainer, grounding over 700 Toma¬hawks because of magneto failures. For simplicity, the ailerons and flaps were attached by piano wire hinges and the doors were held closed and locked by wire.
Fitted with a NASA created GA(W)-1 aerofoil, the Tomahawk’s heavy flight controls were intended to impersonate a bigger aircraft. The three position flaps, 34 deg, 21 deg, and up, is normally not used for takeoff. The wing has a fatigue limit of 11,000 hrs and modifications can increase that by 5000 hrs. One mod is to rivet a reinforcement plate to the wing’s spar plug.
Leading edge stall/airflow strips were installed on the aircraft’s wing to temper the stall/spin characteristics and the high crash/fatality rate dropped off noticeably. A 1983 AD required the installation of both inboard and outboard leading edge airflow strips.
Improvements introduced as standard in 1982 resulted in redesignation as the PA-38-112 Tomahawk II. The Tomahawk II introduced bigger wheels, and cured a nose wheel shimmy problem of the original.
Because of economic conditions production was suspended at the end of 1982, at which time 2,519 had been built, and output was nearing 200 units per year.
Piper hoped that it would be possible to resume production during 1984. This was not the case as the Tomahawk was one of the types most affected by the product liability laws and was already struggling to find a market.
Piper announced in 1972 a completely new version of the PA-25 Pawnee agricultural aircraft which introduced a more powerful Continental Tiara 6-285 flat-six engine of 213kW, a new cantilever wing, new safety features, filtration of the air entering the pilot’s ventilated and heated cockpit, and a larger standard chemical hopper of 0.85cu.m or, optionally, 1.08cu.m capacity. First introduced in Piper’s 1973 model year, over 350 were built up till 1977, all powered by a 285 hp Conti¬nental Tiara engine.
The Brave has a number of innovations to distinguish it from the earlier models of the type. One of the first differences evident is the lack of wing struts, fibreglass leading edges, and the fuel tanks are filled with a plastic foam like “infinite baffle” which is intended to reduce fuel movement and reduce the potential of fire. For the same reason the fuel lines are located behind the main spar. The rear fuselage is “pressurised” from a vent on the tail fin which acts to “push” the super out of the rear fuselage. The system is designed to keep 90% of the dust and dirt out of the fuselage and the easily removable panels make the remaining 10 per cent easy to get at.
A much larger ag aircraft than the original Pawnee, the Pawnee Brave was underpowered in its original 285 hp version. A 300 hp model was introduced in 1977. Designated Piper PA-36 Pawnee Brave, the new model began to enter service in 1973, and in 1977 an additional version with a 300 hp / 224kW Avco Lycoming IO-540-K1G5 engine became available, the designations of these two aircraft then becoming PA-36 Pawnee Brave 285 and PA-36 Pawnee Brave 300.
In 1978 the 300 hp aircraft became the standard model, and a new PA-36 Pawnee Brave 375 being introduced with a 280kW Avco Lycoming IO-720-D1CD flat-eight engine, equipped with the larger of the two chemical hoppers as standard. The engine was a detuned 400 hp Lycoming
These were to remain in production with Piper until rights for both versions of the PA-36 were acquired by WTA Inc. in 1981. This latter company was marketing this agricultural aircraft in two versions, the version with the 280kW engine now being the basic model and redesignated PA-36 New Brave 375. It was available optionally with a 298kW IO-720-D1C engine under the designation PA-36 New Brave 400.
WTA Inc received from Piper rights to PA-18-150 Super Cub lightplane and PA-36 Brave agricultural aircraft; 250 Super Cubs built before becoming once again Piper type, while PA-36 produced as New Brave.
Pawnee Brave Engines: Continental 6-285-C, 285 hp Wingspan: 39 ft 0 in / 11.89 m Length: 27 ft 4.25 in / 8.34 m Empty weight standard: 2050 lb / 930 kg Empty weight sprayer: 2170 lb / 984 kg MTOW weight normal: 3900 lb / 1769 kg MTOW weight restricted: 4400 lb / 1996 kg Wing loading: 17.3 lb/sq.ft Pwr loading: 13.68 lb/hp Equipped useful load: 1803 lb Fuel cap: 522 lb Payload max fuel: 1281 lb Working speed: 117 kt / 135 mph / 217 kph 75% cruise: 128 kt Range max fuel 75% pwr: 531 nm/ 4.2 hr Service ceiling: 13,000 ft Working endurance: 5 hr Stall: 54-62 kt ROC: 790 fpm Min field length: 1650 ft Hopper cap: 225 USG / 30 cu.ft / 0.85 cu.m / 852 lt Opt hopper cap: 275 USG / 38 cu.ft / 1.08 cu.m / 1041 lt / 1900 lb / 862 kg Cockpit width: 3 ft 2 in / 0.97 m Seats: 1
PA36-300 Brave 300 Engine: Lycoming I0-540-KIGS, 300 hp / 224kW Wingspan: 11.89 m / 39 ft 0 in Length: 8.34 m / 27 ft 4 in Height: 2.29 m / 8 ft 6 in Wing area: 20.96 sq.m / 225.61 sq ft Hopper Cap: 30 or 38 cu.ft Wing loading: 17.3 lb/sq.ft Pwr loading: 13 lb/hp Max TO wt: 3900 lb Empty wt: 2180 lb Equipped useful load: 1673 lb Payload max fuel: 1157 lb Range max fuel/ 75% pwr: 480 nm/ 3.9 hr Service ceiling: 12,000 ft 75% cruise: 123 kt / 229 km/h / 142 mph Working speed: 103 kt Stall: 54-63 kt ROC: 770 fpm Min field length: 1650 ft Fuel cap: 516 lb Seats: 1
For 1972 Piper introduced the six/seven-seat Piper PA-34 Seneca which, basically, was a twin-engine version of the Cherokee SIX with retractable tricycle landing gear, a new fuselage structure and power provided by two 200 hp / 149kW Avco Lycoming IO-360 flat-four engines.
Early models, the Seneca I, handled awkwardly and were slower than expected and the Seneca II incorporated improvements including: turbo-charging, larger and redesigned ailerons and improved stick forces. For 1975 149kW Continental TSIO-360-E turbocharged and counter-rotating engines were introduced and the landing gear was strengthened for operation at higher gross weight, the designation then changing to PA-34-200T Seneca II.
Many Seneca I have been upgraded to Seneca II standard featuring turbo-charged engines and improvements to ailer¬ons, rudder and the stabilator to improve handling.
In 1982 the Seneca II was superseded by an improved PA-34-220T Seneca III. A total of 28 improvements changed the II into the III, and while most of these are cosmetic, the two most significant are further increases in available power, and weight – most of which means useful load. A five minute take-off power rating increases 20 hp to 220, an rpm increase from 2575 to 2800, and an increase in MTOW of 180 lbs. This translates to a 190 lbs increase in useful load. The Seneca III has Continental TSIO-360-KB turbocharged and counter-rotating engines.
The PA-34-220T Seneca III remained in production in 1984.
Seneca III
During 1976-77 Piper signed an agreement with the Polish foreign trade association Pezetel under which P.Z.L. Mielec will assemble/manufacture the Seneca for sale in eastern Europe. Designated in Poland as the P.Z.L. Mielec M-20 Mewa (Gull), the first Polish-built prototype was flown on 25 July 1979. The production version M-20 03 was one of the very few light-twins on the market.
It was reported in February 1981 that the Forca Aerea Brasileira had placed an order for a follow-on batch of 20 EMB-810 (Seneca II) for liaison work, 11 having the Robertson STOL modifications. The EMB-810 is designated U-7 by the FAB, the initial order having called for 12 aircraft.
In 1994, the “new” Piper Aircraft company introduced the Seneca IV, having acquired its license on November 17, 1993. This model is similar to the Seneca III offering small improvements such as modifying the engine hood for better cruise performance. It still continued to use the counter-rotating technique with the Continental IO-360 and Continental TSIO-360-KB engines and the maximum weights remained the same.
In Brazil, versions with the economical Continental IO 360 aspirated Seneca II (two-bladed propeller) and Seneca III (three-bladed propeller) were a major selling success in the 1970s and 1980s, leading to a licensing agreement between Piper and Brazilian manufacturer Embraer, on a new EMB-810 D and Cuesta designation for the same basic design. Subsequently, the manufacture of the aircraft was transferred to the subsidiary of Embraer, Indústria Aeronáutica Neiva.
Neiva EMB-810D Seneca III
The Seneca IV was the last Piper produced under license by Embraer and that agreement terminated in 1996.
PT-VSH – Neiva EMB-810D Seneca III
A total of 4,464 Seneca were delivered by 1 January 1991.
New Piper continued production of the Seneca V.
Certification was under FAA A7SO for:
PA-34-200 34-7250001 to 34-7250189 when kit number 760607 is installed. 34-7250190 to 34-7250214 when kit number 760611 is installed. 34-7250215 to 34-7350353 34-7450001 to 34-7450220
PA-34-200T Seneca II All, except with kit number 764-048V or 765-110 installed.
PA-34-220T Seneca III All, except with kit number 764-099V or 766-203 installed
PA-34-220T Seneca V 3440991 and up, except with kit number 766-632 installed or Avidyne Entegra System installed
PA-34-200 Engines: Two 200hp Lycoming IO-360 Wingspan: 38’11” Length: 28’6″ Useful load: 1600 lb Max speed: 198 mph Cruise:183 mph Range: 940-1130 mi Ceiling: 20,000′ Seats: 6-7 No. built: 933
PA34-200T Seneca II Engines: 2 x Continental TSIO-360-E, 200 hp at sea level, 215 hp at 12,000 ft Seats: 6/7 Wing loading: 22 lb/sq.ft Pwr loading: 11.4 lb/hp Gross wt: 4570 lb Empty wt: 2788 lb Equipped useful load: 1654 lb Payload max fuel: 916 lb Range max fuel/ 75% pwr: 864 nm/4.5 hr Range max fuel / 55% pwr: 998 nm/ 6.1 hr Service ceiling: 25,000 ft Cruise 75%: 190 kts @ 20,000 ft 55% cruise: 165 kt Vmc: 70 kt Stall: 61-63 kt 1.3 Vso: 79 kt ROC: 1340 fpm SE ROC: 225 fpm @ 90 kt SE Service ceiling: 13,400 ft Min field length: 1568 ft Fuel cap: 588/738 lb Undercarriage: retractable T/O dist (50 ft): 1240 ft Ldg dist (50 ft): 1860 ft Number built: 2588
PA34-220T Seneca III Engine: 2 x Continental, TSIO-360KB & LTSIO-360KB, 220 hp @ 2800 rpm (5 min), 200 hp @ 2600 rpm continuous TBO: 1800 hr Prop: Hartzell 2 blade, constant speed 76 in Seats: 6/7 Length: 28.5 ft Height: 9.9 ft Wingspan: 11.86 m / 39 ft 11 in Wing area: 209 sq.ft Wing aspect ratio: 7.4 Max ramp wt: 4773 lb Max take off wt: 4750 lb / 2155 kg Standard empty wt: 2875 lb Max useful load: 1898 lb Max landing wt: 4513 lb Wing loading: 22 lbs/sq.ft Power loading: 11.4 lbs/hp Max useable fuel: 738 lb Climb rate: 1400 fpm @ 89 kt Climb gradient: 903 ft/nm Rate of climb @ 8000 ft: 1275 fpm Certificated ceiling; 25,000 ft / 7620 m SE rate of climb: 240 fpm @ 92 kt SE climb gradient: 157 ft/nm SE ceiling: 12,300 ft Max speed: 196 kt Cruise @ 65% power @ 8,000ft: 164 kt Cruise @ 65% pwr @ 18,000 ft: 180 kt Fuel flow @ 65% power @ 18,000ft: 121 pph Endurance @ 65% power @ 18,000ft: 5.8 hr Stalling speed clean: 65 kt Stall speed gear/flaps down: 62 kt Turbulent air penetration speed: 140 kt Retractable undercarriage Cabin length: 125 in Cabin height: 49 in Cabin volume: 195.3 cu.ft Fuel capacity: Std: 371 lt, Optional: 484 lt TO dist: 920 ft Landing dist: 1218 ft
Piper PA34 – 220T Seneca IV Engines: 2 x Teledyne Continental TSIO / LTSIO 360 KB, 232 hp Length: 28.576 ft / 8.71 m Height: 9.908 ft / 3.02 m Wingspan: 38.911 ft / 11.86 m Wing area: 208.714 sq.ft / 19.39 sq.m Max take off weight: 4749.6 lb / 2154.0 kg Weight empty: 2853.3 lb / 1294.0 kg Max. payload weight: 1920.6 lb / 871.0 kg Max. speed: 196 kt / 363 km/h Landing speed: 64 kt / 119 km/h Cruising speed: 193 kt / 357 km/h Take off distance: 1211 ft / 369 m Landing distance: 1978 ft / 603 m Service ceiling: 25000 ft / 7620 m Wing loading: 22.76 lb/sq.ft / 111.0 kg/sq.m Range: 990 nm / 1833 km Crew: 2+4
2007 Piper PA34-220T Seneca V Engines: Continental TSIO-360-RB, 220 hp TBO: 1800 hr Fuel type: 100/100LL Propeller: Hartzell CS/2-blade Landing gear: Tri./Retr. Max ramp weight: 4773 lb Gross weight: 4750 lb Landing weight: 4513 lb Empty weight, std: 3393 lb Useful load, std: 1380 lb Usable fuel, std: 122 USgal Payload, full std. fuel: 648 lb Wingspan: 38 ft. 10 in Overall length: 28 ft. 7 in Height: 9 ft. 11 in Wing area: 208.7 sq. ft Wing loading: 22.8 lbs./sq. ft Power loading: 10.8 lbs./hp Wheel size: 6.00 x 6 Seating capacity: 6 Cabin doors: 2/3 Cabin width: 49 in Cabin height: 42 in Cruise speed 75% power: 197 kt Cruise speed 65% power: 190 kt Fuel consumption 75% power: 26.4 USgph Fuel consumption 65% power: 22.8 USgph Cruising range: 828+ nm Vso: 64 kt Best rate of climb (SL): 1462 fpm Service ceiling: 25,000 ft Service ceiling, SE: 16,500 ft Takeoff ground roll: 1143 ft Takeoff over 50 ft. obstacle: 1707 ft Landing ground roll: 1400 ft Landing over 50 ft. obstacle: 2180 ft
PZL Mielec M 20 Mewa Engines: 2 x Teledyne Continental TSIO 360 KB, 217 hp Length: 28.609 ft / 8.72 m Height: 9.908 ft / 3.02 m Wingspan: 38.911 ft / 11.86 m Wing area: 206.454 sq.ft / 19.18 sq.m Max take off weight: 4564.4 lb / 2070.0 kg Weight empty: 2910.6 lb / 1320.0 kg Max. speed: 194 kts / 360 km/h Landing speed: 60 kts / 112 km/h Cruising speed: 168 kts / 311 km/h Initial climb rate: 1496.06 ft/min / 7.60 m/s Service ceiling: 25000 ft / 7620 m Wing loading: 22.14 lb/sq.ft / 108.0 kg/sq.m Maximum range: 990 nm / 1833 km Range: 670 nm / 1240 km Crew: 1+6
In 1967 a single Comanche, N4600Y, was modified by Swearingen with a pressurised cabin.
The prototype, powered by a 260-hp Lycoming TIO-540 engine and equipped with Twin Comanche landing gear, tail and wings and a new fuselage, was first flown on 11 March 1967.
The Comanche crashed on takeoff from Lock Haven 23 March 1967 when the pilot had problems with the electric nosewheel. The project was then cancelled and removed from the Register in 1969.
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