Piper Pacer

Both variants share the same 36-gallon fuel system (two 18-gallon wing tanks), the same 1,800 lb gross weight, and the same basic airframe dimensions. The 135 HP version is generally preferred for its modestly better climb and takeoff performance.

Note on the PA-20/PA-22 relationship: The PA-22 Tri-Pacer is essentially the same airplane with tricycle gear, and many PA-22s have been converted back to tailwheel configuration under STC (designated PA-22/20). These conversions are common and in many cases produce an airplane that is functionally identical to an original PA-20.

The PA-20-135's book cruise of 109 KTAS at 75% power is achievable in practice, burning approximately 8 GPH. At economy cruise (65% power), expect 100-105 KTAS while burning 7 GPH. These are honest numbers for a 135 HP four-seater. The airplane is not fast, but fuel efficiency is reasonable for the era.

Climb performance is modest at 620 fpm at sea level. At gross weight on a warm day at altitude, expect 350-450 fpm. The 135 HP engine provides adequate power for normal operations but becomes noticeably marginal at high density altitudes with a full load. Pilots operating in mountainous terrain should plan departures carefully and consider weight reduction on hot days.

The Pacer's tailwheel configuration gives it inherent advantages on grass and unimproved surfaces compared to its Tri-Pacer sibling. The prop sits higher, ground clearance is better, and the attitude provides superior visibility during taxi. Crosswind handling requires competent tailwheel technique but is not difficult for experienced conventional-gear pilots.

Short-field performance is respectable but not exceptional in stock configuration. The 1,210-foot ground roll and 1,725-foot distance over a 50-foot obstacle improve significantly with STOL modifications and larger tires.

The Pacer's 780 lb useful load is tight for a four-seat airplane, and real-world loading requires honest weight management.

Scenario 1: Full Fuel + 2 Occupants (Touring / Backcountry)

This is the Pacer's practical sweet spot: two people, full fuel, and light camping gear. It works well for weekend backcountry trips.

Scenario 2: Four Occupants (Full Seats)

Four adults in a Pacer is theoretically possible but demands strict weight discipline. With four FAA-standard 170 lb adults, you are essentially at gross weight with minimal fuel. Realistically, the Pacer is a two-adult-plus-two-children airplane when all seats are occupied.

Scenario 3: Backcountry Mission (Modified with 150 HP O-320)

The O-320 conversion does not change gross weight but improves climb performance and density altitude margins substantially, which is the real benefit for backcountry operations. Staying well below gross weight is essential when operating from short, unimproved strips at elevation.

The Pacer vs. the Tri-Pacer: Understanding the Relationship

The PA-22 Tri-Pacer is essentially the same airplane with a nosewheel instead of a tailwheel. The Tri-Pacer outsold the Pacer nearly ten to one, reflecting the market's strong preference for tricycle gear in the 1950s. Today, the relationship has an interesting twist: many PA-22 Tri-Pacers have been converted back to tailwheel configuration (designated PA-22/20) using the Trimmer or Univair conversion kit, effectively creating "new" Pacers from the much larger Tri-Pacer fleet. These conversions are well-regarded and functionally equivalent to original PA-20s for most purposes, though purists note minor differences in fuselage geometry.

Flight Training (3/10): Not a primary trainer, but a reasonable tailwheel transition airplane. Insurance costs for training use are high, and the fabric covering adds financial risk with student pilots. A Citabria or Super Cub is a better choice for dedicated tailwheel instruction.

Backcountry (7/10): This is where the Pacer punches above its weight class. With bush tires (26-31 inch Bushwheels), a Crosswind STOL kit, and optionally an engine upgrade, the PA-20 becomes a genuinely capable backcountry machine at a fraction of the cost of a Cessna 180 or Super Cub. The Backcountry Pilot community considers the short-wing Pipers among the best values in bush flying. Stock, the airplane is adequate for improved grass strips; modified, it handles serious backcountry work.

Business Travel (2/10): Modest cruise speed, fabric covering, and lack of modern amenities make this an impractical business tool. The tailwheel configuration adds complexity at unfamiliar airports.

Aerobatics (1/10): Not approved for aerobatic flight. Normal Category certification only.

Cross-Country (5/10): Capable for weekend trips of 200-300 nm. With 36 gallons and 8 GPH burn, range of 450 nm with reserves is adequate. The rear seat is tight for two adults on longer flights. A well-equipped Pacer with a modern GPS makes a pleasant touring airplane, but wind noise and vibration limit comfort on legs beyond two hours.

Cargo Hauling (3/10): The 780 lb useful load is limited by the 1,800 lb gross weight. Full fuel (216 lbs) and two front-seat adults leave approximately 200 lbs for cargo. Not a hauler, but adequate for light backcountry camping gear.

Local Fun Flying (8/10): This is the Pacer's sweet spot. A fabric taildragger on a grass strip on a calm morning is pure flying joy. The airplane is light, responsive, and rewards good stick-and-rudder technique. The high wing provides excellent sightseeing visibility. It is the kind of airplane that makes you want to go fly on a Saturday morning for no particular reason.

Surveying (3/10): High wing helps with downward visibility, but the slow speed, limited endurance, and lack of survey-specific modifications make it a poor choice for commercial survey work.

Most surviving Pacers have simple VFR panels, and many owners keep them that way intentionally. The steel-tube fuselage and fabric covering present some installation challenges that aluminum aircraft do not.

Minimalist VFR ($0-$3,000): Many Pacers fly with a basic six-pack, a single NAV/COM, and a handheld GPS on the yoke or suction-cupped to the windshield. For backcountry and local VFR flying, this is perfectly adequate.

Practical Upgrade ($5,000-$15,000): A panel-mounted GPS (Garmin GNS 430W, GTN 625, or Avidyne IFD 440) paired with a modern transponder (ADS-B Out compliant) transforms cross-country utility. An electronic engine monitor (JPI or EI) is a worthwhile addition for engine health monitoring.

Full Panel ($15,000-$30,000): Dual GI 275 displays, a GTN 650Xi, and a modern audio panel are possible but represent an investment that may exceed the airframe's value. Owners pursuing this level of upgrade are typically building a forever airplane with concurrent airframe restoration and engine work.

Panel space is limited in the Pacer. Creative panel layouts and careful planning are essential for modern avionics installations.

The short-wing Piper modification ecosystem is extensive, driven by the backcountry community and supported by the Short Wing Piper Club.

Engine Upgrades

STOL & Backcountry Modifications

Other Modifications

A fully modified backcountry Pacer with 180 HP conversion, STOL kit, and 29" Bushwheels can represent $30,000-$50,000 in modifications, potentially exceeding the airframe purchase price.

Parts Availability — Fair

The PA-20 shares substantial parts commonality with the PA-22 Tri-Pacer, PA-16 Clipper, and other short-wing Pipers, which helps availability. However, challenges exist:

• Airframe parts: Univair is the primary aftermarket supplier and stocks most structural components, control surfaces, and hardware. The Short Wing Piper Club is an excellent resource for sourcing rare items.
• Engine parts (O-290): This is the Achilles' heel. The Lycoming O-290 has not been in production for decades, and parts availability is declining. Cylinders, crankcases, and certain accessories are becoming scarce and expensive. An O-320 or O-360 conversion resolves this issue permanently.
• Fabric and covering supplies: Poly-Fiber, Ceconite, and Randolph products are all readily available. This is not a constraint.
• Landing gear and tailwheel: Main gear legs, tailwheel assemblies, and related hardware are available through Univair and specialty suppliers.

Mechanic Familiarity — Common

Any A&P familiar with tube-and-fabric aircraft can work on a Pacer. The airframe is simple and well-documented. The critical skill is fabric work; not all A&Ps are proficient with fabric repair and inspection. An IA experienced with short-wing Pipers or similar tube-and-fabric aircraft is ideal for annual inspections.

Annual Cost Range

Fabric aircraft should ideally be hangared. Tie-down storage dramatically accelerates fabric deterioration and drives up long-term costs.

The PA-20 Pacer market is small but active. Low production numbers (1,120 total) mean supply is limited, and attrition continues to reduce the fleet. Values have been gradually increasing as the backcountry community discovers the short-wing Pipers.

Price Tiers (2025-2026)

Key Value Drivers

• Engine variant and time: An O-320 or O-360 conversion adds significant value over the original O-290, both for performance and parts availability. Fresh overhaul adds $10,000-$15,000 versus run-out.
• Fabric condition and age: Fresh Poly-Fiber or Ceconite covering adds $10,000-$15,000 to value versus fabric needing replacement.
• Modifications: STOL kits, bush tires, and engine upgrades all add value, though typically at 50-70% of installation cost.
• Avionics: A panel-mounted GPS with ADS-B compliance adds $5,000-$10,000.
• Logbook completeness: Continuous logs from new are increasingly rare and add a premium. Gaps raise questions about hidden damage history.

The PA-20 represents strong value compared to the Cessna 170B, which commands $75,000-$150,000 for comparable configurations. A well-modified Pacer delivers similar backcountry capability at 50-70% of the Cessna's price.

Airworthiness Directives

The PA-20 shares its AD list with the broader PA-20/PA-22 family. Key ADs include:

• Fuel selector valve inspection (Piper SB 141/354B): Recurring inspection of fuel selector valve for proper operation and leak detection. Critical safety item.
• Wing lift strut and fork inspection: Recurring inspection for cracks and corrosion in the wing strut attach fittings. Essential structural AD.
• Exhaust muffler inspection: Recurring inspection for cracks, which can lead to carbon monoxide intrusion into the cabin.
• AD 85-02-05: Broad Piper AD covering various airframe items. Verify compliance in logbooks.

Common Pre-Buy Red Flags

• Fabric condition: The single most important inspection item on any Pacer. Fabric degrades with UV exposure and age. Maule-test or punch-test the covering thoroughly. Re-covering the entire airplane runs $15,000-$25,000 in labor and materials. Budget for this if the covering is approaching 20+ years old.
• Steel tube fuselage corrosion: Inspect inside the fuselage tubes, especially in the lower longerons and around the tailwheel attach point. Moisture accumulation in the belly is the primary enemy.
• O-290 engine parts availability: The Lycoming O-290 is no longer in production, and parts are increasingly scarce. Cylinders, crankcases, and accessories can be difficult to source. Consider this carefully when evaluating an airplane with a mid-time O-290 versus one already converted to an O-320 or O-360.
• Landing gear attach points: Tailwheel aircraft see higher gear loads. Inspect the main gear legs, tailwheel spring, and mounting structure.
• Wing strut condition: Look for corrosion pitting, dents, and cracks at the attach fittings. Strut replacement is expensive.
• Control cable wear: Original cables and pulleys may show excessive wear after 70+ years of service.

Insurance for the Pacer falls into the tailwheel fixed-gear category, carrying higher premiums than equivalent nosewheel aircraft.

Typical Premiums (2025-2026)

Qualified pilot minimums (typical underwriting): Private certificate, 200+ total hours, 100+ tailwheel hours, 25+ hours in make/model.

Insurance for the PA-20 is notably more expensive than for the tricycle-gear PA-22 Tri-Pacer, sometimes by a factor of two. This is a meaningful ongoing cost difference that should factor into the tailwheel-versus-nosewheel purchase decision.