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PA-24 Comanche

PA-24 Comanche (5)

The PA-24 Comanche is a four-seat, low-wing, all-metal, light aircraft of monocoque construction with retractable landing gear.

Comanche 180

The original version of the Comanche was the PA-24, which featured a carbureted 180 hp (134 kW) Lycoming O-360-A1A engine, swept tail, laminar flow airfoil, and all-flying stabilator.

Comanche 250

In 1958 Piper introduced the PA-24-250, a 250 horsepower (186 kW) version using a Lycoming O-540 engine.

Comanche 260

In 1965 the first of four 260 horsepower (194 kW) versions of the Comanche was introduced. They were:

  • PA-24-260 (1965)
  • PA-24-260B (1966 to 1968)
  • PA-24-260C (1969 to 1972)
  • PA-24-260TC

Comanche 400

The PA-24-400 Comanche 400,while identical to other single-engined Comanches, it is structurally strengthened, primarily in the tail. The aircraft has an extra nose rib in the stabilator and in the vertical fin. 

Twin Comanche

The Piper PA-30 Twin Comanche is a twin-engined cabin monoplane. It is the twin-engine development of the PA-24 Comanche single-engine aircraft.

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PA-28 Cherokee

PA-28 Cherokee (14)

PA-28-140 Cherokee Cruiser

Two place, fixed landing gear landplane, Lycoming O-320-E2A engine of 150 hp (112 kW), gross weight 1,950 lb (885 kg). First certified on 14 February 1964. Approved as a 2,150 lb (975 kg) gross weight four place aircraft on 17 June 1965.

PA-28-150 Cherokee

Four place, fixed landing gear landplane, Lycoming O-320-A2B or O-320-E2A engine of 150 hp (112 kW), gross weight 2,150 lb (975 kg). First certified on 2 June 1961.

PA-28-151 Cherokee Warrior

Four place, fixed landing gear landplane, Lycoming O-320-E3D engine of 150 hp (112 kW), gross weight 2,325 lb (1,055 kg). First certified on 9 August 1973. Changes from the PA-28-150 include a tapered wing.

PA-28-160 Cherokee

Four place, fixed landing gear landplane, Lycoming O-320-B2B or O-320-D2A engine of 160 hp (119 kW), gross weight 2,200 lb (998 kg). First certified on 31 October 1960.

  PA-28-161 Warrior II

Four place, fixed landing gear landplane, Lycoming O-320-D3G or O-320-D2A engine of 160 hp (119 kW), gross weight 2,325 lb (1,055 kg). First certified on 2 November 1976. Changes from the PA-28-160 include a tapered wing. Certified on 1 July 1982 for gross weight of 2,440 lb (1,107 kg).

PA-28-161 Warrior III

Four place, fixed landing gear landplane, Lycoming O-320-D3G engine of 160 hp (119 kW), gross weight 2,440 lb (1,107 kg). First certified on 1 July 1994.

PA-28-180 Cherokee

Four place, fixed landing gear landplane, Lycoming O-360-A3A or O-360-A4A engine of 180 hp (134 kW), gross weight 2,400 lb (1,089 kg). First certified on 3 August 1962.

PA-28-180 Archer

Four place, fixed landing gear landplane, Lycoming O-360-A4A or O-360-A4M engine of 180 hp (134 kW), gross weight 2,450 lb (1,111 kg). First certified on 22 May 1972. Changes from the PA-28-180 Cherokee include a five inch fuselage extension, wing span increase, larger horizontal tail, gross weight increase and other minor changes.

PA-28-181 Archer II

Four place, fixed landing gear landplane, Lycoming O-360-A4M or O-360-A4A engine of 180 hp (134 kW), gross weight 2,550 lb (1,157 kg). First certified on 8 July 1975. Changes from the PA-28-180 include a tapered wing.

 

PA-28-181 Archer III

Four place, fixed landing gear landplane, Lycoming O-360-A4M engine of 180 hp (134 kW), gross weight 2,550 lb (1,157 kg). First certified on 30 August 1994.

 

PA-28-201T Turbo Dakota

Four place, fixed landing gear landplane, turbocharged Continental TSIO-360-FB, engine of 200 hp (149 kW), gross weight 2,900 lb (1,315 kg). First certified on 14 December 1978.

  PA-28-235 Cherokee Pathfinder

Four place, fixed landing gear landplane, Lycoming O-540-B2B5, O-540-B1B5, or O-540-B4B5 engine of 235 hp (175 kW), gross weight 2,900 lb (1,315 kg). First certified on 15 July 1963.

PA-28-235 Cherokee Pathfinder

Four place, fixed landing gear landplane, Lycoming O-540-B4B5 engine of 235 hp (175 kW), gross weight 3,000 lb (1,361 kg). First certified on 9 June 1972. Changes from the 1963 certified PA-28-235 Cherokee Pathfinder include a five inch fuselage extension, wing span increase, larger horizontal tail, gross weight increase and other minor changes.

 

PA-28-236 Dakota

Four place, fixed landing gear landplane, Lycoming O-540-J3A5D engine of 235 hp (175 kW), gross weight 3,000 lb (1,361 kg). First certified on 1 June 1978. Changes from the 1972 certified PA-28-235 Cherokee Pathfinder include tapered wing.

 

PA-28S-160 Cherokee

Four place, fixed landing gear seaplane, Lycoming O-320-D2A engine of 160 hp (119 kW), gross weight 2,140 lb (971 kg). First certified on 25 February 1963.

PA-28S-180 Cherokee

Four place, fixed landing gear seaplane, Lycoming O-360-A3A or O-360-A4A engine of 180 hp (134 kW), gross weight 2,222 lb (1,008 kg). First certified on 10 May 1963.

PA-28R-180 Arrow

Four place, retractable landing gear landplane, Lycoming IO-360-B1E engine of 180 hp (134 kW), gross weight 2,500 lb (1,134 kg). First certified on 8 June 1967.

PA-28R-200 Arrow

Four place, retractable landing gear landplane, Lycoming IO-360-C1C engine of 200 hp (149 kW), gross weight 2,600 lb (1,179 kg). First certified on 16 January 1969.

PA-28R-200 Arrow II

Four place, retractable landing gear landplane, Lycoming IO-360-C1C or C1C6 engine of 200 hp (149 kW), gross weight 2,650 lb (1,202 kg). First certified on 2 December 1971. Changes from the 1969 certified PA-28R-200 Arrow include a five inch fuselage extension, wing span increase, larger horizontal tail, gross weight increase and other minor changes.

PA-28R-201 Arrow III

Four place, retractable landing gear landplane, Lycoming IO-360-C1C6 engine of 200 hp (149 kW), gross weight 2,750 lb (1,247 kg). First certified on 2 November 1976.

PA-28R-201T Turbo Arrow III

Four place, retractable landing gear landplane, turbocharged Continental TSIO-360-F or TSIO-360-FB engine of 200 hp (149 kW), gross weight 2,900 lb (1,315 kg). First certified on 2 November 1976.

PA-28RT-201 Arrow IV

Four place, retractable landing gear landplane, Lycoming IO-360-C1C6 engine of 200 hp (149 kW), gross weight 2,750 lb (1,247 kg). First certified on 13 November 1978. Features a T tail.

PA-28RT-201T Turbo Arrow IV

Four place, retractable landing gear landplane, turbocharged Continental TSIO-360-FB engine of 200 hp (149 kW), gross weight 2,900 lb (1,315 kg). First certified on 13 November 1978. Features a T tail.

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PA-32 Cherokee Six/Lance/Saratoga

PA-32 Cherokee Six/Lance/Saratoga (4)

The Piper PA-32R is a six-seat, high-performance, single engine, all-metal fixed-wing aircraft.

PA-32R-300 (1976–1978) 

Marketed as the Piper Cherokee Lance. Initial version of the retractable PA-32 line, with a standard tail in the 1976 model.The 1977 and 1978 models featured a tail modified to a "T" design with the stabilator (horizontal stabilizer/elevator) moved to the top of the vertical tail.

This design placed the stabilator outside of the prop wash compared with the low tail design, and appreciably affected the takeoff and landing characteristics. 

PA-32RT-300 (1978–1979) 

Beginning with this model, the Cherokee name was officially dropped and the model was designated the Lance II. The "T"-tail arrangement was continued on the Lance II. 

PA-32RT-300T (1978–1979)  

Also in 1978 a turbocharged version, designated the Turbo Lance II, was introduced.The Turbo Lance II has a service ceiling of 20,000 ft with a rate of climb of 1050 ft/min. It can cruise at 10,000 ft at 175 kt true airspeed at 75% power burning 20 gal/h. Fuel capacity is 94 usable gallons. 

PA-32R-301 (1980–2007) 

The 1980 models reverted to a standard tail design, and were designated as the Saratoga SP.In 1993 the airplane received several cosmetic and systems updates and was redesignated as the Saratoga II HP

PA-32R-301T (1980–2009) 

The 1980 Turbocharged model was given the name Turbo Saratoga SP. The name and model designation stayed the same through the 1996 model year, despite several updates to the airplane during that time. Starting with the 1997 model year the airplane received a new designation, the Saratoga II TC, and a new Lycoming TIO-540-AH1A engine. Externally the biggest difference was the new cowl, with much smaller, round air inlets. 1997-1998 Saratoga II TC's featured a King avionics suite, which was switched to dual Garmin GNS-430's and a GTX-320 transponder with the 1999 models. In mid-2000 model year the avionics were again updated, with one Garmin GNS-430 and one GNS-530 and a GTX-327 transponder as standard equipment. Beginning in 2004 the Saratoga models were available with an Avidyne Entegra "Glass Panel" avionics system, which was replaced by the Garmin G1000 in 2007. 

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PA-38 Tomahawk

PA-38 Tomahawk (2)

PA-38 Tomahawk

The Piper PA-38-112 Tomahawk is a two-seat, fixed tricycle gear general aviation airplane, originally designed for flight training, touring and personal use.

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Piper Cub: J-3/J-4/J-5

Piper Cub: J-3/J-4/J-5 (6)

E2 Cub

The Taylor E2 Cub was a two-seat tandem low powered aircraft with a high-wing and fabric covered tubular steel fuselage, fabric covered wooden wings and open cockpit. It was produced from 1930-1936.

J-2 Cub

The Taylor J-2 Cub (later also known as the Piper J-2 Cub) is an American two-seat light aircraft that was designed and built by the Taylor Aircraft Company. was produced from 1936-1938

J-3 Cub

The Piper J-3 Cub is a small, simple, light aircraft with tandem (fore and aft) seating. It was intended for flight training but became one of the most popular and best-known light aircraft of all time. It was produced from 1937-1947.

J-4 Cub Coupe

The Piper J-4 Cub Coupe is a two place side-by-side version of the Piper J-3. It was Piper's first model with side-by-side seating; combined with docile low-speed handling, this made it a good trainer. It was built between 1938-1942.

J-5 Cub Cruiser

The Piper J-5 Cub Cruiser was a larger, more powerful version of the basic Piper J-3 Cub. It was designed just two years after the J-3 Cub, and differed by having a wider fuselage with the pilot sitting in the front seat and two passengers sitting in the rear seat. Equipped with a a 75-hp Continental engine the plane's cruising speed was 75 mph. Though officially a three-seater, it would be more accurately described as a "two-and-a-half-seater", as two adults would find themselves quite cramped in wider rear seat.It was produced from 1940-1946.

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Piper M Series

Piper M Series (1)

The Piper PA-46 is a family of light aircraft. The aircraft is powered by a single engine and has the capacity for one pilot and five passengers.

PA-46-310P Malibu

The PA-46-310P is powered by a Teledyne Continental Motors TSIO-520BE engine rated at 310 hp (230 kW). The PA-46-310P has lower fuel consumption, greater range, and the ability to cruise at "lean-of-peak." The PA-46-310P has a maximum cruising range of 1,550 nautical miles (with reserves).

PA-46-350P Mirage

The PA-46-350P includes a more powerful Textron Lycoming TIO-540-AE2A 350 hp (260 kW) engine and a new wing.

PA-46-500TP Meridian

The PA-46-500TP is a turboprop-powered version of the Malibu powered by a Pratt & Whitney Canada PT6A-42A of 500 shp (370 kW). Some of the changes made to allow for turboprop power include larger wings and tail surfaces.

PA-46R-350T Matrix

The PA-46R-350T is an unpressurized version of the Mirage. The new model has been designated as the PA-46R-350T, indicating retractable landing gear, 350 horsepower (260 kW), and turbocharging. The Matrix's powerplant is a turbocharged Lycoming TI0-540-AE2A producing 350 hp (260 KW).

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Piper PA-11, PA-12, PA-14

Piper PA-11, PA-12, PA-14 (3)

PA-11 Cub Special

The Piper PA-11 Cub Special was a later production, two-place variant of the Piper J-3 Cub light propeller-driven aircraft. It was produced from 1947-1949.

Piper PA-14 Family Cruiser

The Piper PA-14 Family Cruiser is an American-built small touring aircraft of the late 1940s. It was produced from 1947-1949. 

Piper PA-12 Super Cruiser

The Piper PA-12 Super Cruiser is an American three-seat, high wing, single engine conventional landing gear-equipped light aircraft. It was built between 1946-1948.

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Piper PA-18 Super Cub

Piper PA-18 Super Cub (3)

The Piper PA-18 Super Cub is a two-seat, single-engine monoplane introduced in 1949. It was developed from the Piper PA-11, and traces its lineage back through the J-3 to the Taylor E-2 Cub of the 1930s. In close to 40 years of production, over 9,000 were built. Super Cubs are commonly found in roles such as bush flying, banner and glider towing. It was built between 1949-1983 and 1988-1994.

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Piper PA-25 Pawnees

Piper PA-25 Pawnees (1)

The PA-25 Pawnee was an agricultural aircraft. It remains a widely used aircraft in agricultural spraying and is also used as a tow plane, or tug, for launching gliders or for towing banners. It was produced from 1959 to 1982

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Short Wing Pipers

Short Wing Pipers (4)

The Piper PA-15 Vagabond and PA-17 Vagabond are both two seat, high wing, conventional gear light aircraft that were designed for personal use and for flight training.

PA-15 Vagabond

Side-by-side two-seater powered by one 65hp Lycoming O-145 engine.

PA-17 Vagabond

Also known as the Vagabond Trainer a variant of the PA-15 with dual-controls, shock-cord suspension and powered by one 65hp Continental A-65-8 engine.

The PA-16 Clipper is a stretched and refined version of the Vagabond intended to seat four people. It is equipped with an extra wing tank, added doors to accommodate the new seating, and a Lycoming O-235.

The PA-20 Pacer and PA-22 Tri-Pacer are a family of four-place, strut braced, high-wing light aircraft that were built by Piper Aircraft. The PA-20 and PA-22 were produced from 1950-1954 and 1950-1964, respectively.

PA-20

Four-seat, conventional landing gear, light cabin aircraft, powered by a 125 hp (93 kW) Lycoming O-290-D engine. Certified 21 December 1949.

PA-20S

Three-seat, conventional landing gear, light cabin aircraft, with optional float installation, powered by a 125 hp (93 kW) Lycoming O-290-D engine. Certified 18 May 1950.

PA-20 115

Four-seat, conventional landing gear, light cabin aircraft, powered by a 115 hp (86 kW) Lycoming O-235-C1 engine. Certified 22 March 1950.

PA-20S 115

Three-seat, conventional landing gear, light cabin aircraft, with optional float installation, powered by a 115 hp (86 kW) Lycoming O-235-C1 engine. Certified 18 May 1950.

PA-20 135

Four-seat, conventional landing gear, light cabin aircraft, powered by a 135 hp (101 kW) Lycoming O-290-D2 engine. Certified 5 May 1952.

PA-20S 135

Three-seat, conventional landing gear, light cabin aircraft, with optional float installation, powered by a 135 hp (101 kW) Lycoming O-290-D2 engine. Certified 15 May 1952.

PA-22

Four-seat, tricycle landing gear, light cabin aircraft, powered by a 125 hp (93 kW) Lycoming O-290-D engine. Certified 20 December 1950.

PA-22-108 Colt

Two-seat, tricycle landing gear, light cabin aircraft, powered by a 108 hp (81 kW) Lycoming O-235-C1 or C1B engine. Certified 21 October 1960.

PA-22-135

Four-seat, tricycle landing gear, light cabin aircraft, powered by a 135 hp (101 kW) Lycoming O-290-D2 engine. Certified 5 May 1952.

PA-22S-135Three-seat, tricycle landing gear, light cabin aircraft, with optional float installation, powered by a 135 hp (101 kW) Lycoming O-290-D2 engine. Certified 14 May 1954.

PA-22-150

Two or four-seat, tricycle landing gear, light cabin aircraft, powered by a 150 hp (112 kW) Lycoming O-320-A2A or A2B engine. Certified 3 September 1952 as a four place in the normal category and 24 May 1957 as a two place in the utility category.

PA-22S-150

Three-seat, tricycle landing gear, light cabin aircraft, with optional float installation, powered by a 150 hp (112 kW) Lycoming O-320-A2A or A2B engine. Certified 3 September 1954.

PA-22-160

Two or four-seat, tricycle landing gear, light cabin aircraft, powered by a 160 hp (119 kW) Lycoming O-320-B2A or B2B engine. Certified 3 September 1952 as a four place in the normal category and as a two place in the utility category.

PA-22S-160

Three-seat, tricycle landing gear, light cabin aircraft, with optional float installation, powered by a 160 hp (119 kW) Lycoming O-320-B2A or B2B engine. Certified 25 October 1957.

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Piper Cub and the Reed Clipped Wing Conversion

In the early 1930s businessman William T. Piper became involved with the Taylor Aircraft Company. C.G. Taylor designed a light aircraft with steel framework, tubular struts, rubber shock cord landing gear and wood wings with spruce spars. The first production Cub, called the E-2, was soon flying with the A-40…
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Refreshing Flying: How a Floatplane Made Flying Fun Again

Refreshing Flying: How a Floatplane Made Flying Fun Again

May 2015-

There was a time when I would leave work, drive straight to the airport and pull out my airplane. But after 35 years of using my old airplane for work, travel,
a dozen and a half flights throughout the Caribbean and lots of nasty IFR; learning how to fly gliders; plus nearly 20 years of competition aerobatics, there just wasn’t much new to cause me to want to open the hangar door. Flying had stopped being fun, or even very interesting.
Then I decided to get my feet wet.

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Flight Test: Piper PA-32 Cherokee Six

August 2013

“There are two Diwys in my life,” said Barry Colvin with a wry grin, “but only one of them is temperamental.”

He didn’t volunteer any further information, and since I had just flown his Piper PA-32-300 Cherokee Six G-DIWY (named after his Dutch wife) without encountering any problems, I didn’t inquire further into the subject!

Development

The Cherokee Six story really begins in 1957, when Piper hired leading designer John Thorp (of Sky Scooter and T-11 fame) to conduct a preliminary design study for an all-metal airplane to replace the Tri-Pacer.

At that time Piper was committed—philosophically, at least—to metal monocoque airframes, and was already building the Apache and about to introduce the Comanche.

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First Place Cherokee: Steve Flock’s Award-Winning Aircraft

April 2012

“I like the Cherokee a lot,” Steve Flock told me... but he wasn’t looking even looking for an airplane, let alone a Cherokee, when he bought his 1966 Piper Cherokee 140.

The story almost sounds like a tale told out of (flight) school, but it’s the truth. “In 1999, I took a friend for a flight—he’s not a pilot—and after we returned to Joshua Tree from Big Bear, we saw it for sale.”

“I said, ‘Hey, Ken, you want to buy an airplane?’”

We both looked at each other and thought, “Why not?”

The Cherokee—N6318R—needed some TLC, though. “The aircraft had a high-time engine, disappearing paint, and original upholstery. It wasn’t very attractive, but the price was right, so
we bought it,” Flock recalled.

They eventually had the engine overhauled, and Flock later became full owner of One-Eight Romeo. “My partner was too busy with other projects to remain involved in aircraft ownership, so I ended up buying him out.”

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Power for the Cub

February 2005- Piper's ubiquitous Cub—from the humble J-2 through the PA-18 and all the variants in between—has always been known as a design that could be successful when equipped with virtually any powerplant that happened to be available.Unfortunately, in its early days there were not that many reliable engines from…
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The Restoration of 61 Tango, Part I

June 2012

For well over a year I had been looking for a true four seat, single engine, fixed gear aircraft that was airworthy and would fit my budget. My budget was a little tight, so I had to be very careful. I was willing to do some repairs and cosmetic upgrades. After all, I had the advantage of growing up with aviation.

My father is an A&P mechanic and a recipient of the FAA’s Charles Taylor “Master Mechanic” Award. He has over 50 years of military, airline and General Aviation experience. My brother, also an A&P mechanic, has over 30 years of experience. This allowed me many resources and connections.

Piper Cherokee 61 Tango was exactly what I had been searching for—and she was right in my own backyard. I am based in upstate New York at the Schenectady County Airport (KSCH) and I found her at the Sullivan County Airport (KMSV), only a two-and-a-half hour drive to the south.

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Cherokee Homecoming

January 2012

 I am convinced that airplanes have personalities. When we get to really know our planes, we know when they are happy and when they are grumpy, when they are feeling good and want to fly, and when they are begrudgingly doing their job.

In addition to having their good and bad days, aircraft also come from somewhere, just like we do; they have a birthplace. Just like a person who hasn’t been home in a long time, I think bringing a plane back to where it was born is a special thing. Last summer, I took the opportunity to bring my Piper Cherokee back to where she was born.

 

A Real Working Airplane

Some trips are more special than others, especially when you use your aircraft for travel with regularity. In my case, my 1967 Piper Cherokee (N9749J) is what I fly on a regular basis. My work takes me to airports—to conduct checkrides, to instruct, or to travel in my work as Executive Director of the National Association of Flight Instructors (NAFI).

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Cub Resurrection: Part Two

October 2012   At the end of the last episode Bob Berg, the owner of the 1939 Piper J-3 Cub and I had just driven to Lompoc, Calif. to attend the West Coast Cub Fly-in. That annual event took place July 6-8, 2012. I had hoped when I agreed to…
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The World's Nicest Tomahawk

The World's Nicest Tomahawk

January 2015-

When I was a student pilot, I wasn't much of a Tomahawk fan. The aircraft had a reputation for being difficult to fly well. Years later, one of my students bought one—and I got to fly the little Piper for the purpose it was intended. That's when my opinion changed for the better.

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Piper PA-32R Lance/Saratoga

The Piper PA-32R is a six-seat, high-performance, single engine, all-metal fixed-wing aircraft.

PA-32R-300 (1976–1978)
Marketed as the Piper Cherokee Lance. Initial version of the retractable PA-32 line, with a standard tail in the 1976 model.The 1977 and 1978 models featured a tail modified to a "T" design with the stabilator (horizontal stabilizer/elevator) moved to the top of the vertical tail.This design placed the stabilator outside of the prop wash compared with the low tail design, and appreciably affected the takeoff and landing characteristics.
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