Table Of Content
In the crystalline air, I can see a stream of airliners inbound to Honolulu International Airport’s twin 12,000-foot runways, 8L and 8R. As the busiest airport in the Pacific, PHNL accommodates a seemingly endless procession of airliners, everything from local commuters to 800,000-pound jumbo jets. Little guys such as I wind up relegated to runway 4R, a mere 9000 feet long.
Piper Saratoga II HP Performance and Handling Specifications
As the top-of-the-line Saratoga, the TC enjoys the benefit of compressed power to the lower flight levels. Top cruise spec is 185 knots at 15,000 feet, and the airplane has a maximum operating altitude of 20,000 feet. Max operating altitude is often more a systems limitation than a performance consideration. Service ceiling is defined as the height at which a single-engine airplane’s climb is down to 100 fpm. With the encouragement of an AiResearch turbocharger, the Saratoga TC can still climb 500 fpm at 20,000 feet. It carries only 74 gallons of fuel—28 gallons less than the Saratogas.
Piper Lance / Model Specs
The aircraft successfully continued in production until the 2008 economic downturn, with manufacturing ceasing in 2009. Despite the Lance II hiccup, the Pa32 family was a successful product, with over 7200 delivered by the time production ended. Their gripes revolved around a lack of elevator authority at low speeds, an increased take-off roll, and a propensity to pitch up when the elevator finally did gain some authority. Piper tried to breathe life into the new model, but the paying public wasn’t buying it, and as sales continued to drop, Piper discontinued the Lance II and the Turbo Lance II at the end of 1979. Learn all about planes and pilots, and even how to fly, with SkyTough.
Piper Saratoga II TC: It's All About Comfort - Plane & Pilot
Piper Saratoga II TC: It's All About Comfort.
Posted: Thu, 28 Jan 2016 08:00:00 GMT [source]
Piper Lance / Where to Find Replacement Parts
A typical Annual Inspection with the usual maintenance that calls for will cost you anywhere between $800 and $2000 for a Piper Saratoga. The difference between a qualified pilot and a less qualified pilot is usually the amount of flung experience you have, whether you are IFR rated and how much time you have in the Saratoga specifically. Those who the insurers deem underqualified will expect to pay approximately $4,500 a year in premiums, while those who are qualified can expect a range between $800 and $1000. If you are renting the aircraft out, then expect the premiums to reach $6000 annually.
CHOOSE YOUR FREE DOWNLOAD: CHEROKEE GUIDE OR DIGITAL ISSUECLICK HERE
Fortunately, reason prevailed (unusual for me), and I decided I really didn’t need a roomy, six-seat airplane when I fly almost exclusively with only one or two souls aboard. That’s still about $127,000 less than the new Piper Matrix, a true cabin-class machine that carries more pounds and flies faster, but offers less loading flexibility. Like all airplanes, the Saratoga II TC is a compromise between speed and utility, efficiency and capability, comfort and economy, but many pilots feel the trade-offs work to Piper’s advantage. Fuel burn at max cruise is on the order of 19 gph, 17 gph pulled back to 65%.
If there’s a need, however, you can pull all four rear seats in less than a half hour and wind up with a large cargo area, just as in the old Cherokee Six. Years ago, Piper ran an ad in virtually every aviation magazine with a sequence of photos showing several workmen loading a piano into the back of a Cherokee Six 300. That might be a stretch for the modern Saratoga II HP/TC, but it gives you an idea of the size of PA-32’s cabin.
Fuel status, electrical system, power setting (expressed in percentage of maximum horsepower), and engine vital statistics all can be displayed on the DDMP. For example, simply adjust manifold pressure, rpm, and mixture until you see 75-percent power on the DDMP, and you're there. The fully equipped airplane we flew from High Performance Aircraft had a $621,576 sticker price. Baggage goes aboard in either of two compartments, one aft of the rear seats rated for 100 pounds and another, separate container between the forward cabin and engine firewall, worth another 100 pounds. In addition to helping balance any aft load, that forward space serves other purposes.
Many mechanics can find parts in catalogs or online mechanic resources. While the Piper Lance stopped being produced in 2009, with so many of these aircraft and their variations being flown today, parts are still widely available. Pilots who fly the Piper Lance are also requested to keep an eye out for cracks in engine mounts and exhaust systems. This will help prevent any engine failures in flight and avoid possible fires. There are three round backup gauges on the extreme left side of the panel, but that’s it—everything else is taken care of digitally.
Although it may be slightly slower than other aircraft of its class, it is known for being stable in Instrument Flying conditions and is able to carry its fair share of the weight. Produced between 1975 and 2009, the Piper Lance had some evolutions that became known as the Piper Saratoga. These models included updated avionics and interiors but maintained the same airframe as the Piper Lance.
At max cruise settings, the TC can linger aloft for about 4.5 hours plus reserve, the HP for 5.0 hours. In contrast, the Bonanza’s smaller tanks limit the airplane to 3.5 hour legs at high cruise. Despite the G36’s slight speed advantage, the Pipers’ additional fuel capacity allows it 100 to 200 nm more range.
You have to put a container under it, then get into the airplane, press a drain button, get out of the airplane, and retrieve the container to see what’s in it. After that, though, you only have to deal with two under-wing drains. "I see two basic types of Saratoga TC customers," says Gary Saunders, president of Columbia Aircraft Center, a Groton, Connecticut, New Piper dealership. The New Piper offers a nonturbocharged Saratoga — the Saratoga II HP — but it's not as big a seller as the turbo model. It’s a sad reality that Saratogas didn’t survive the 2008 recession. For most of us who felt the PA-32 may have been the all-around best of the six-seat, piston retractables, Piper’s premier, unpressurized single has a special place in the business/utility aircraft hall of fame.
The Piper Comanche: The First Modern Piper – Disciples of Flight - Disciples of Flight
The Piper Comanche: The First Modern Piper – Disciples of Flight.
Posted: Sat, 09 Nov 2019 08:00:00 GMT [source]
However, Piper’s marketing department must have been bored, and late in 1978, a modified Lance appeared on the scene with a T-tail. This involved moving the horizontal stabilizer and elevator to the top of the vertical stabilizer, and the aircraft name became just the PA-32RT-300 Lance II, dropping the Cherokee. You should also put aside $1 every time you fly for charts and maps.
What are the advantages to having an airplane with such a big cabin? You drive it by yourself much of the time, but it is big enough to carry that 4x8-foot sheet of plywood you need every four years. True, a cruising speed price is paid for the wide body, but 10 knots won’t change your life as much as having all that room in your airplane.
Aircraft pricing is determined by the year and make of the model and the condition it is in. The condition is greatly impacted by the total time on the airframe and the time since the major overhaul. Aircraft with high times sell for less money but ultimately need more work. The Piper Lance has an empty weight of 1,980 lbs and a gross weight of 3,600 lbs.
Since we have already captured the oil-change part of the cost we will calculate the 100-hour as $650 or $6.50 an hour. With that in mind assume two overhauls and one new engine every 6,000 hours. On the other hand, insurance premiums for those who choose to add hull coverage to the liability cover can expect one of two premium brackets. The 100-hour inspection will be captured under the Maintenance Reserve. It also comes with two propeller options, a two-blade Hartzell prop or a three-bladed one. The two-blade prop produces a little less thrust for the same horsepower produced by the engine than the three-bladed prop.
No comments:
Post a Comment