Piper Vagabond

PA-17 gross weight corrected from 1,100 to 1,150 lbs (A-805 states "Maximum Weight 1150 lbs" — 4.5% above the PA-15's 1,100, driven by the heavier Continental installation and dual controls). The two models are NOT the same airframe at the same weight; the previous table's matching 1,100/1,100 row was wrong for the PA-17.

Note on engines: Both variants produce 65 HP, but from different manufacturers and families entirely — this is not a minor running change, it is why the two sit on separate certificates. The PA-15's Lycoming O-145 and the PA-17's Continental A-65 are both reliable, well-proven engines from the era. The Continental A-65 has a slight edge in parts availability due to its extensive use in J-3 Cubs and other trainers. Some PA-15s have been re-engined with Continental A-65s via STC (SA1-619, SA10400SC — see STCs & Modifications).

Sourced this pass from two FAA Aircraft Specifications (A-800 for the PA-15, A-805 for the PA-17 — the pre-TCDS format used at the type's 1948 certification, which states legal limits only) and one manufacturer document, Piper Service Memo No. 49 (a one-page factory spec/performance sheet covering both models, obtained as a native-text PDF via Univair's public resource library — see mfr-sm49-vagabond-perf-2026-09-11.md). Neither certificate publishes any performance data; the Service Memo is the only performance document found for either model, and no POH or Owner's Handbook exists for this pre-GAMA-format type (per runbook rule 25).

PA-15, this page's stored figures: cruise 78 KTAS (90 mph), rate of climb 510 fpm, stall (no flaps fitted, one figure covers both) 39 kt (45 mph), empty weight 630 lb, gross 1,100 lb, useful load 470 lb. The PA-17 differs on the same document: rate of climb 530 fpm, empty weight 650 lb, gross 1,150 lb, useful load 500 lb — cruise and stall speed are identical on both models per Service Memo 49.

Fuel burn, range, takeoff/landing distances, Vx, Vy, best glide and service ceiling are NOT stored, and were searched for and not found. Piper's own techpubs catalog and Univair's PA-15/PA-17 manuals listing do not offer a POH for either model; forum posts (PPRuNe) quote roughly 4-4.8 gph for the Continental A-65, but that is neither a primary source nor the PA-15's own Lycoming O-145 engine, so it is not used. This page previously carried unsourced values for all of these (4.0 gph, 220 nm range, 900/1400 ft takeoff, 300/750 ft landing, 10,000 ft ceiling); they are removed rather than left standing unverified. See validator_exempt.

vne_kias/vno_kias/va_kias are stated "True Indicated" on both certificates, not CAS — a different basis than the Pawnee's 2A8/2A10 or the 172's 3A12, and no conversion applies (runbook rule 24: store as printed either way). va_kias moves from an unsourced 72 to a sourced 76 (87 mph maneuvering x 0.868976 = 75.6, rounds to 76) — a genuine correction, not a rounding choice.

Fabric-and-tube glide performance is genuinely unsourced, not merely omitted. A buyer researching backcountry or off-airport suitability should not infer a number from the absence of one.

The Vagabond's 470-lb useful load (PA-15, this page's stored variant — the PA-17 carries 500 lb) and 12-gallon fuel capacity create a stark payload-weight tradeoff. No range figure is sourced for either model (see Performance Notes) — the scenarios below stop at weight-and-balance, not distance. A previous version of this page asserted "~220 nm" in every scenario with no citation; that number is not carried forward.

Scenario 1: Two Average Occupants + Full Fuel

This works. Two average-sized adults with full fuel remain under gross with a modest margin.

Scenario 2: Two Larger Occupants + Full Fuel

Over gross, not "technically legal." With the corrected 470-lb useful load (down from the previous unsourced 481), two 200-lb occupants with full fuel exceed maximum weight by 2 lb — a trivial amount in practice, but the honest answer is "reduce fuel slightly," not "right at gross." A lighter fuel load (10-11 gallons) restores legal margin.

Scenario 3: Solo with Full Fuel

Solo with full fuel, the Vagabond is well under gross and feels light and responsive. This is the configuration for the longest hop the airplane can make — though how long that hop actually is remains unsourced (see Performance Notes).

The Weight Reality

The Vagabond was designed in an era when average male weight was 155-165 lbs. Modern pilots and passengers frequently exceed the airplane's assumptions. Two 200-lb adults at full fuel are right at gross, leaving zero margin for any baggage. Weight-conscious loading is not optional in this airplane; it is fundamental to safe operation.

Flight Training (5/10): The PA-17 (500-lb useful load per its own certificate — see Variants) with dual controls is a reasonable tailwheel trainer for light pilots; the PA-15 this page's frontmatter describes has neither dual controls nor as much useful load (470 lb) and is the weaker trainer of the two. The side-by-side seating allows natural instructor-student communication, and the docile handling builds confidence. Limitations include the tight useful load (instructor + student + fuel gets tight with larger individuals) and the lack of flaps. Not practical for training operations due to rarity and parts concerns, but works for individual instruction.

Backcountry (2/10): The Vagabond has tailwheel gear and a low stall speed, but 65 HP provides essentially no margin for backcountry operations. The airplane can land on grass strips, but challenging terrain, high density altitude, or soft surfaces quickly exceed the engine's capability to recover from a go-around. Not a bush airplane.

Business Travel (1/10): Two seats, 78-knot cruise, no sourced range figure (see Performance Notes) but a 12-gallon tank guarantees frequent fuel stops regardless, no baggage space to speak of. Not applicable.

Aerobatics (1/10): Not approved. Not stressed for aerobatic loads. The airframe is too lightly built for anything beyond normal category maneuvers.

Cross-Country (2/10): The 12-gallon tank (no range figure is sourced — see Performance Notes) and 78-knot cruise make cross-country flying an exercise in patience and fuel-stop planning. The Vagabond can get you somewhere, but slowly and with frequent stops. Best suited for short legs.

Cargo Hauling (1/10): Two seats, 470-lb useful load, 72 lbs of fuel at full tanks. There is essentially no cargo capacity beyond what fits on a passenger's lap or in a small area behind the seats.

Local Fun (8/10): This is the Vagabond's reason for being. A beautiful morning, a grass strip, 65 horsepower buzzing contentedly, and the wind in your face (sometimes literally, given the ventilation in these old airframes). The Vagabond is pure, distilled flying at its most affordable. Fuel cost is negligible, the airplane is simple and forgiving, and every flight feels like a throwback to aviation's golden age. For pilots who fly for the sheer joy of being airborne rather than going somewhere, the Vagabond is hard to beat.

Surveying (1/10): Impractical for any commercial survey application.

The Vagabond's panel is tiny, and the airplane's mission does not warrant significant avionics investment.

Typical Configuration: Most flying Vagabonds have a basic VFR panel with an altimeter, airspeed indicator, tachometer, oil pressure and temperature, and perhaps a single handheld COM radio. Many lack an electrical system entirely, relying on hand-propping and no radios.

Practical Upgrades ($500-$3,000): A handheld GPS (Garmin GPSMAP 66i or similar), a handheld COM radio (Icom A-25), and a portable ADS-B Out solution (uAvionix SkyEcho or pingUSB) represent the practical ceiling for avionics in a Vagabond. These require no panel modification and can move between aircraft.

Electrical System Addition ($2,000-$5,000): Some owners add a lightweight electrical system (alternator, battery) to power a single COM radio and transponder for operations near controlled airspace. This is the most significant practical modification for usability.

Reality Check: The Vagabond's value ceiling ($40,000-$60,000 for a pristine example) means any avionics investment beyond portable equipment is upside-down. Keep it simple.

The Vagabond STC ecosystem is modest but includes some worthwhile options:

The C-85 engine upgrade is the most impactful modification. The additional 20 HP (a 30% increase) noticeably improves takeoff performance, climb rate, and cruise speed while maintaining the airplane's light, simple character. Some owners have gone further with C-90 conversions (90 HP), though the marginal improvement over the C-85 may not justify the additional cost.

Parts Availability — Fair

• Airframe parts: Univair is the primary supplier for short-wing Piper parts. Steel tube components, fabric supplies, hardware, and control system parts are available. Model-specific items are less common but generally obtainable.
• Continental A-65 engine parts (PA-17): Excellent availability. The A-65 powered thousands of J-3 Cubs, Aeroncas, and Taylorcraft. Parts are plentiful.
• Lycoming O-145 engine parts (PA-15): Fair availability. The O-145 had a smaller production run than the Continental A-65, making some parts harder to source. This is one reason some PA-15 owners convert to Continental A-65 engines.
• Landing gear components: Available through Univair and aftermarket suppliers.

Mechanic Familiarity — Uncommon

The Vagabond is mechanically simple, and any A&P experienced with tube-and-fabric aircraft can maintain one. However, few mechanics have direct Vagabond experience. The Continental A-65 and Lycoming O-145 engines are well understood across the vintage aircraft community.

Annual Cost Range

The Vagabond is one of the cheapest certified aircraft to own and operate. At 50 hours per year, total costs can stay under $6,000-$7,000 for a tiedown-based owner with a paid-off airplane. This is the airplane for the pilot who wants to fly on a genuinely tight budget.

The Vagabond market is driven by affordability and the vintage/nostalgia factor. These are among the cheapest certified aircraft available.

Stored price_min_usd/price_max_usd/price_typical_usd ($20,000 / $65,000 / $48,000) are MARKET ASKING, not a considered value — no Vref or Aircraft Bluebook subscription is available. Source: AeroGurus.com, retrieved 2026-09-11, 2 of 2 active listings priced (a 1948 example at $45,000 in California, one at $52,500 in North Carolina), both above the aggregator's own stated "reference" price of $35,000. See market-vagabond-listings-2026-09-11.md. This raises the page's previous unsourced price_min_usd (10,000) and price_typical_usd (28,000) meaningfully — flagged as a real move in the confidence note, not a cosmetic one.

Price Tiers (2025-2026)

Key Value Drivers

• PA-17 vs. PA-15: The PA-17 commands a modest premium ($3,000-$5,000) due to dual controls and shock-absorbing gear.
• Engine condition: A fresh overhaul on the A-65 or O-145 adds $8,000-$12,000 to value. A run-out engine discounts proportionally.
• Fabric age and condition: Recent recover in Poly-Fiber or Ceconite adds $5,000-$8,000 versus tired fabric.
• Completeness and originality: Original paint schemes and unmodified examples have collector appeal beyond utility value.
• C-85 or C-90 engine upgrade: Adds $5,000-$10,000 to value and dramatically improves utility.
• Electrical system: An airplane with an electrical system, radio, and transponder is worth $3,000-$5,000 more than a hand-prop, no-electrical example for most buyers.

The Vagabond is unlikely to appreciate significantly in value. It is and will remain an affordable entry point to aircraft ownership. The appeal is operating cost, not investment return.

Airworthiness Directives

The Vagabond's AD list is relatively short compared to higher-production types:

• Wing spar and strut ADs: Inspection of wing attach points and lift struts. Standard for the era.
• Fuel system ADs: Tank integrity and fuel line inspections.
• Control cable ADs: Inspection for wear and corrosion of flight control cables and pulleys.
• Continental A-65 engine ADs (PA-17): Various cylinder, crankshaft, and valve train inspections. The A-65 has a well-documented AD history.
• Lycoming O-145 engine ADs (PA-15): Similar engine-related recurring inspections.

Common Pre-Buy Red Flags

• Fabric condition: Critical on any 75-year-old fabric airplane. Test thoroughly; recovering a Vagabond runs $8,000-$15,000.
• Landing gear (PA-15): The PA-15's solid gear (no shock absorption) transmits landing loads directly into the airframe. Inspect gear attach points and surrounding structure carefully. The PA-17's shock-cord gear is better but the cords deteriorate and need periodic replacement.
• Engine health after inactivity: Many Vagabonds fly infrequently. Corrosion from sitting is a bigger threat than wear from flying. Borescope the cylinders and check the camshaft.
• Fuel tank integrity: The small (12-gallon) tank must be leak-free. Sealant deterioration is common in tanks of this age.
• Steel tube corrosion: Same concern as all tube-and-fabric Pipers. Inspect lower longerons, tailpost, and anywhere moisture might collect.
• Control system wear: Bushings, bellcranks, and cable pulleys wear over decades of use. Verify rigging and free play.

Insurance for the Vagabond is among the cheapest in general aviation, reflecting the low hull values and simple airframe.

The Vagabond's low hull value keeps premiums manageable. Some owners elect liability-only coverage on lower-value examples, self-insuring the hull. Tailwheel experience requirements are standard: most underwriters want 25+ tailwheel hours and a checkout in type or similar.

MOSAIC eligibility may further reduce insurance costs for sport pilots, as the regulatory simplification attracts more underwriters to the light-aircraft market.