Piper Tri-Pacer

The PA-22-150 is the most common surviving variant and represents the best balance of performance, availability, and price. The PA-22-160 commands a slight premium for its extra 10 HP. The earlier 125 HP and 135 HP models are less desirable due to lower gross weights and weaker climb performance, though they cost less to acquire.

The PA-22-150's book cruise of 114 KTAS at 75% power is achievable, burning 8-9 GPH. At economy cruise (65% power), expect 105-110 KTAS while burning 7-8 GPH. The PA-22-160 adds roughly 3 knots to these figures. These are practical, real-world numbers that make the Tri-Pacer a viable cross-country machine for trips under 400 nm.

Climb performance at 725 fpm (PA-22-150) is adequate for routine operations. The PA-22-160 improves to 800 fpm. At gross weight on warm days at altitude, expect 400-500 fpm, which is sufficient but requires awareness of density altitude effects.

The Tri-Pacer's handling is docile and forgiving, making it an approachable airplane for low-time pilots. It is not sporty or crisp on the controls -- the fabric covering and generous wing area give it a soft, somewhat mushy feel in roll -- but it does what it is told without surprises. Stall behavior is gentle with adequate warning. The tall, narrow gear stance makes it susceptible to weathervaning in crosswinds, and many pilots report the ground handling as the airplane's least endearing characteristic.

The Colt (PA-22-108) deserves separate mention: with 108 HP and 1,650 lbs gross weight, it cruises at 93-100 KTAS on 6 GPH. It was designed as a trainer to compete with the Cessna 150 and is perfectly adequate in that role, though it lacks flaps in standard configuration, which complicates short-field operations.

The PA-22-150's 940 lb useful load is generous for a four-seat airplane in this price class, and meaningfully better than the PA-20's 780 lbs thanks to the higher 2,000 lb gross weight.

Scenario 1: Full Fuel + 2 Occupants (Cross-Country Touring)

This is the Tri-Pacer's comfortable operating envelope: two people, full fuel, and weekend bags. The 284 lb margin under gross means the airplane is not being pushed, and performance will be at or above book numbers.

Scenario 2: Four Occupants (Weekend Trip)

The Tri-Pacer handles four occupants more gracefully than the PA-20, thanks to its 200 lb higher gross weight. With four adults of average weight, you can carry nearly full fuel. This makes the airplane a genuine four-seat machine for trips under 300 nm, which is something the lighter PA-20 struggles with.

Scenario 3: Colt (PA-22-108) Training Mission

The Colt carries two adults with adequate fuel for a typical training session. The 18-gallon standard tank limits endurance, but the optional 36-gallon configuration extends range to approximately 500 nm, making the Colt a viable cross-country airplane as well.

The Tri-Pacer's Place in the Market

The Tri-Pacer competes primarily on value. It is not the fastest, most comfortable, or most attractive four-seat airplane available, but it may be the most airplane you can buy for the least money. A flyable PA-22-150 for $35,000 delivers 90% of the cross-country utility of a Cessna 172 at a fraction of the Cessna's $80,000-$150,000 market price. For a first-time buyer, a flying club, or a pilot who wants four seats on a strict budget, the Tri-Pacer deserves serious consideration despite its aesthetic shortcomings.

Flight Training (5/10): The four-seat Tri-Pacer is not an ideal primary trainer (too much airplane for ab initio instruction), but the two-seat Colt was specifically designed for training and served well at flight schools. The Tri-Pacer itself works as a step-up airplane for pilots transitioning to four-seat aircraft. Nosewheel gear and gentle handling are confidence-building. Fabric covering is a concern for ham-fisted students.

Backcountry (4/10): The nosewheel limits off-airport capability compared to the tailwheel PA-20 Pacer. However, Tri-Pacers converted to tailwheel configuration (PA-22/20 conversion) score much higher and are legitimate backcountry machines. In stock tricycle configuration, the Tri-Pacer handles well-maintained grass strips but should stay away from rough, unimproved surfaces where the nosewheel is vulnerable.

Business Travel (3/10): Modest cruise speed and vintage fabric-covered aesthetics limit business utility. However, for a self-employed pilot flying 150-250 nm trips to small airports, the Tri-Pacer gets the job done at a very low cost.

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

Cross-Country (6/10): This is where the Tri-Pacer earns its keep. With 36 gallons, 8.5 GPH burn, and 114 KTAS cruise, the 460 nm range covers most weekend trip distances. Two front-seat occupants are comfortable; the rear seat is tight for adults on longer legs but works for children. A Tri-Pacer with a panel-mounted GPS and ADS-B compliance is a genuinely useful cross-country airplane at an acquisition cost below most cars.

Cargo Hauling (4/10): The 940 lb useful load (PA-22-150) is good for the class. Full fuel (216 lbs) and a pilot (200 lbs) leaves 524 lbs for passengers and cargo. Not a hauler, but it carries a reasonable load for its size and price.

Local Fun Flying (7/10): The Tri-Pacer is a pleasant weekend airplane. It lacks the visceral appeal of a taildragger, but the ease of the nosewheel, the high-wing visibility, and the low operating cost make it an enjoyable airplane to own and fly casually. Docked versus the Pacer because the tailwheel version simply has more character.

Surveying (3/10): High wing helps with visibility, but no survey-specific features or modifications are common.

Tri-Pacer panels vary enormously, from original 1950s steam gauges to surprisingly modern installations. The steel-tube fuselage and fabric covering present installation challenges similar to the PA-20.

Minimalist VFR ($0-$3,000): Many Tri-Pacers fly with basic analog instruments and a handheld GPS. Given the airplane's low acquisition cost, some owners intentionally keep avionics minimal. A portable ADS-B receiver (Sentry, Stratus) paired with an iPad running ForeFlight is a cost-effective solution.

Practical Upgrade ($5,000-$15,000): A panel-mounted GPS (Garmin GNS 430W, GTN 625, or Avidyne IFD 440) and an ADS-B Out transponder (Garmin GTX 345 or uAvionix tailBeacon) dramatically improve situational awareness and cross-country utility. An electronic engine monitor (JPI or EI) helps with engine management on the Lycoming.

Full Panel ($15,000-$30,000): Dual GI 275 displays, GTN 650Xi, and modern audio panel. At this investment level, the avionics cost approaches or exceeds the airframe value, which is a common pattern with affordable vintage aircraft. Owners doing this are typically committed to the airplane long-term.

The Tri-Pacer's panel is adequate for most retrofit installations. Garmin's GI 275 and uAvionix's AV-30 are particularly popular as they fit standard 3-1/8" instrument holes.

The PA-22 shares the short-wing Piper modification ecosystem with the PA-20, plus several Tri-Pacer-specific conversions.

Tailwheel Conversion (PA-22/20)

The most significant Tri-Pacer modification is the tailwheel conversion, which effectively transforms the airplane into a Pacer:

Once converted, the PA-22/20 gains access to the full range of bush tires (26-31" Bushwheels) and STOL modifications available to the PA-20. Many converted Tri-Pacers go on to become serious backcountry machines.

Engine Upgrades

STOL & Backcountry Modifications

Other Modifications

Parts Availability — Good

The PA-22's high production numbers (11,000+ including Colts) ensure a robust parts ecosystem:

• Airframe parts: Univair is the primary supplier and maintains comprehensive inventory for the PA-22 family. The Short Wing Piper Club facilitates parts trading among members. Supply is generally adequate for all routine maintenance.
• Engine parts: The Lycoming O-320 (PA-22-150/160) and O-235 (Colt) are among the most common aircraft engines ever built and enjoy excellent parts support from Lycoming and aftermarket suppliers. The O-290 in earlier models is more challenging, as noted in the PA-20 page.
• Fabric and covering supplies: All standard STC'd covering systems readily available.
• Landing gear: Nosewheel, main gear, and related components well supported through Univair and specialty vendors.

Mechanic Familiarity — Common

Any A&P experienced with tube-and-fabric aircraft can maintain a Tri-Pacer. The Lycoming four-cylinder engines are among the best-understood powerplants in aviation. Fabric work is the specialized skill; ensure your IA is competent with fabric inspection and repair.

Annual Cost Range

The per-hour operating cost of approximately $82-$90 (at 100 hours/year including fixed costs) makes the Tri-Pacer one of the least expensive four-seat airplanes to own and operate. Fabric hangaring is strongly recommended to extend covering life and protect the investment.

The Tri-Pacer market is one of the most accessible in general aviation. High production numbers keep supply adequate, and the airplane's somewhat unglamorous reputation keeps prices low despite genuine utility.

Price Tiers (2025-2026)

Key Value Drivers

• Engine variant: PA-22-150 and PA-22-160 command higher prices than earlier 125/135 HP models due to better performance and the 2,000 lb gross weight.
• Engine time: Fresh overhaul on a Lycoming O-320 adds $10,000-$15,000 versus run-out.
• Fabric condition: Fresh covering adds $10,000-$15,000 versus fabric needing replacement. This is the single biggest variable in Tri-Pacer pricing.
• Tailwheel conversion: A PA-22/20 conversion adds $5,000-$10,000 to base value and opens the backcountry buyer market.
• Avionics: GPS and ADS-B compliance add $5,000-$10,000 to value.
• Colt pricing: The PA-22-108 Colt represents the absolute floor of certified four-cylinder aircraft pricing. With flyable examples under $25,000, the Colt is the least expensive way into a certified airplane with an enclosed cabin.

The Tri-Pacer's low values are a feature, not a bug, for budget-minded buyers. Depreciation risk is minimal on an airplane that already costs less than most used cars. The primary financial risk is fabric condition: an airplane that needs a $20,000 re-cover on top of a $30,000 purchase price is not actually a bargain.

Airworthiness Directives

The PA-22 shares most ADs with the PA-20, plus some model-specific items:

• Fuel selector valve inspection (Piper SB 141/354B): Recurring inspection for proper operation and leaks. Critical safety compliance item.
• Wing lift strut and fork inspection: Recurring inspection for cracks and corrosion at strut attach fittings. Structural integrity AD.
• Exhaust muffler inspection: Recurring inspection for cracks and CO intrusion risk. Particularly important on enclosed-cabin aircraft.
• Nosewheel shimmy damper: The Tri-Pacer's nosewheel is prone to shimmy. Damper inspection and maintenance is a recurring item.
• AD 85-02-05: Broad Piper AD. Verify compliance in logbooks.

Common Pre-Buy Red Flags

• Fabric condition: Same concern as the PA-20. Maule-test thoroughly. Budget $15,000-$25,000 for a complete re-cover if the existing fabric is aged. Many Tri-Pacers on the market have fabric that is approaching or past its useful life, and sellers may price accordingly.
• Nosewheel and gear condition: The Tri-Pacer's tall, narrow nosewheel gear takes abuse. Inspect the nosewheel fork, shimmy damper, steering linkage, and firewall for signs of hard landing damage or prop strikes. A prop-strike history demands a teardown inspection of the engine.
• Steel tube fuselage corrosion: Inspect lower longerons and belly area. Moisture trapped under fabric is a primary corrosion driver.
• Engine condition: The Lycoming O-320 and O-235 (Colt) engines have good parts support, but verify compression, oil analysis history, and time since major overhaul. The O-290 engines in earlier models share the parts scarcity issues noted for the PA-20.
• Control system rigging: After 60+ years, control cables stretch, pulleys wear, and rigging drifts out of tolerance. A thorough rigging check is essential.
• Fuel tank integrity: Inspect fuel tanks (bladder type) for leaks and deterioration.

The Tri-Pacer's nosewheel configuration provides a meaningful insurance advantage over the tailwheel PA-20 Pacer. Tricycle gear aircraft have lower ground-loop incident rates, and underwriters price accordingly.

Typical Premiums (2025-2026)

Qualified pilot minimums (typical underwriting): Private certificate, 100+ total hours, 10+ hours in make/model. Requirements are notably less demanding than for the tailwheel PA-20.

The Tri-Pacer's low hull values keep insurance premiums low in absolute terms. Annual hull insurance of $900-$1,200 is among the lowest in four-seat aviation. For budget-conscious owners, this is a significant ongoing cost advantage.

PA-22/20 tailwheel conversion note: Converting a Tri-Pacer to tailwheel configuration changes the insurance category to tailwheel fixed-gear, which increases premiums significantly. Factor this into the conversion cost-benefit analysis.