Piper Dakota (1979-1994)

The Piper PA-28-235/236 lineage represents the biggest engine ever installed in the PA-28 Cherokee family, producing 235 horsepower from various Lycoming O-540 variants across a production run that spans 1964 to 1987. The series began as the PA-28-235 Cherokee 235 in 1964, evolved through the Charger and Pathfinder marketing names in the 1970s, and culminated in the PA-28-236 Dakota from 1979 to 1987 -- the most refined version, featuring a tapered semi-tapered wing and a stretched fuselage. (Piper's own type certificate, 2A13, closes the Dakota's serial range in the mid-1980s; the run did not continue into the 1990s.)

The Dakota's appeal is straightforward: it is a fixed-gear, four-seat airplane with genuine load-hauling capability and respectable cruise performance. With a useful load in the neighborhood of 1,300 lbs and 72 gallons of fuel, the Dakota can carry four adults with bags and still have meaningful range. It is often compared to the Cessna 182 Skylane -- both serve the same "family hauler with range" mission, though the Dakota does it from a low-wing platform with Cherokee handling qualities. The 235 HP O-540 engine makes the Dakota a high-performance aircraft under FAA definitions, requiring a high-performance endorsement to fly.

Approximately 3,400 PA-28-235 and PA-28-236 aircraft were built across all variants. The Dakota (PA-28-236) alone accounts for roughly 1,600 of those. Today, the Dakota is well-regarded as a practical, honest airplane that does not command the premium pricing of the Cessna 182, making it a value proposition for load-conscious buyers.

The PA-28-236 Dakota is the clear pick of the lineup. The tapered wing improved handling and reduced drag, the new O-540-J3A5D engine offered better fuel efficiency and reduced vibration, and the 100-lb gross weight increase to 3,000 lbs translated directly into useful load. Earlier PA-28-235 models are perfectly serviceable but typically sell for less due to the older Hershey bar wing and higher fuel consumption.

Source: Piper's own POH VB-910, Section 5 (Performance). This handbook presents cruise, climb and runway performance as nomograms (multi-axis charts), not tables, and Piper prints exactly one worked example per chart. The figures below are those printed examples, not chart traces -- see data/vault/raw/poh/pohvb910-pa28-236-dakota-2026-09-07.md for the full reading.

At 65% power and 8,000 ft pressure altitude, standard temperature, the POH's own example gives 134 KTAS burning 11.8 GPH. At 55% power and 7,000 ft the economy example gives 116 KTAS on 9.3 GPH. Both are the "50°F rich of peak" and "peak EGT" mixture schedules respectively; Piper does not print a 75% TAS example on either chart (75% appears only as a curve label), so 65% -- not the usual 75% GAMA reference -- is what this page cites. Real-world cruise reports from owners commonly run a few knots either side of this depending on rigging and equipment drag.

Range at 65% power with a 45-minute reserve is 684 nm per the POH's own Best Power Cruise Range chart (at 6,000 ft, a different reference altitude than the speed example above -- Piper's own worked examples are not consistent on altitude between charts, and this page combines the best same-power reading available rather than interpolate one).

Climb, takeoff and landing distances are not stated at the sea-level/standard-day/max-gross reference condition anywhere in the POH, so this page no longer claims specific numbers for rate_of_climb_fpm or the four runway-distance fields (see validator_exempt in the frontmatter). What Piper's own examples DO show: 520 fpm at 8,000 ft/12°C; a takeoff needing 1,460 ft to clear 50 ft at 2,000 ft pressure altitude/27°C/2,866 lb/15 kt headwind; and a landing needing 1,380 ft to clear 50 ft at 1,800 ft/31°C/2,529 lb/15 kt headwind. A sea-level, max-gross, no-wind takeoff will need distinctly more than 1,460 ft -- the April 2026 generated data had been claiming 1,216 ft, which is less runway than even that lighter, favorable-wind example needed. Buyers who need a firm number for a specific field should run the POH's own charts for their density altitude and weight rather than plan against a generic figure.

The 235 HP engine gives the Dakota real climb authority relative to lighter PA-28 variants, particularly at higher density altitudes, though the normally-aspirated engine loses efficiency above 8,000-10,000 ft as with any unturbocharged type.

The earlier PA-28-235 models with tip tanks carried up to 84 gallons of fuel, giving them exceptional range but at the cost of slightly higher drag from the tip tanks themselves. The Dakota's 72-gallon integral wing tanks are aerodynamically cleaner.

Useful load is now sourced at 1,266 lbs (POH VB-910's own flight-planning example gives a 1,734 lb basic empty weight, against the 3,000 lb TCDS gross weight -- see the confidence note; this is a labeled example airplane, not a fleet average, and a specific tail's actual empty weight will vary). Range and endurance above use the POH's own 65%-power, 8,000 ft example (134 KTAS, 11.8 GPH) and its matching 684 nm with-reserve range figure.

This is a meaningfully tighter airplane with four adults aboard than the page previously claimed. The April 2026 generated data had useful load at 1,392 lbs, leaving 160 lbs of bags after four 200-lb adults and full fuel; the POH-sourced empty weight leaves only about 34 lbs. A buyer planning to fly the Dakota with four adults and full tanks should expect to trade fuel for baggage, or vice versa, rather than assume both are free -- and should always weigh the SPECIFIC airplane rather than plan against this page's example figure.

• Flight Training (4): The Dakota's 235 HP and high-performance endorsement requirement make it unsuitable for primary training. It sees occasional use for high-performance endorsement training, but the operating cost is prohibitive for most schools.
• Backcountry (3): Fixed gear is a plus for rough strips, but the Dakota is heavy for backcountry work. Prop clearance on the low wing is a concern on unimproved surfaces. Better options exist.
• Business Travel (6): Solid regional business machine. Four seats, good range, respectable speed. Falls short of turbocharged or retractable alternatives for longer trips, but excels in the 200-400 nm radius.
• Aerobatics (1): Not certified for aerobatic flight.
• Cross-Country (8): This is the Dakota's core mission. With 72 gallons of fuel, a 134-knot cruise at 65% power, and the ability to carry four adults with baggage, the Dakota is a genuine cross-country machine. IFR capable with appropriate avionics. Range of roughly 685 nm (with reserve) means many trips are nonstop.
• Cargo Hauling (7): A useful load in the neighborhood of 1,300 lbs is the Dakota's strongest selling point relative to the PA-28 family. With two occupants, there is substantial capacity for cargo. The flat cargo area behind the rear seats is practical and accessible.
• Local Fun (5): Cherokee handling is pleasant but not thrilling. The Dakota is a bit heavy and fuel-hungry for pure recreational flying. It shines when you are going somewhere with stuff.
• Surveying (4): Low wing reduces ground visibility compared to high-wing alternatives. Not an ideal survey platform.

Most surviving Dakotas are owner-flown aircraft (not ex-trainers), so panels tend to be reasonably well-maintained. Common configurations by price tier:

• Budget ($90K-$120K): Original steam gauges, older King or Narco radios, possibly a basic GPS like a KLN-89B or GNS 430 non-WAAS. Functional for VFR, marginal for regular IFR.
• Mid-range ($120K-$175K): Garmin GNS 430W or GTN 650, basic autopilot (Century or KAP 140), ADS-B compliant. Capable IFR platform for cross-country work.
• Premium ($175K-$240K): Garmin GTN 750Xi or G500 TXi, GFC 500 autopilot, full ADS-B In/Out, engine monitor. These are the well-loved, continuously upgraded Dakotas that justify their price premium.

The Dakota shares the standard PA-28 panel layout, so all Cherokee/Archer/Arrow avionics STCs and mounting kits apply. See Avionics Pricing Reference for current equipment and installation costs.

The Dakota does not have the same depth of engine upgrade STCs as smaller PA-28 variants -- the O-540 at 235 HP is already the correct engine for this airframe. Speed modifications are the most common upgrades, as they directly improve the cross-country mission.

• Parts availability: Excellent. The PA-28 family is one of the most widely supported aircraft in general aviation. Structural parts, cowling components, and interior items are readily available from both Piper and aftermarket suppliers. The O-540 engine parts ecosystem is extensive.
• Mechanic familiarity: Common. Nearly every A&P has worked on PA-28 Cherokees. The Dakota's O-540 engine is well-understood across the maintenance community.
• Annual inspection cost: $2,000-$3,500 depending on findings. The fixed-gear configuration keeps annual costs lower than retractable PA-28 variants.
• Engine overhaul: $44,000–$60,000 for a field overhaul of the O-540-J3A5D. Factory reman available from Lycoming at approximately $58,000+ core. The six-cylinder O-540 is a proven, reliable engine with a 2,000-hour TBO.
• 100-hour inspections: Comparable to annual cost for flight school operations, though most Dakotas are owner-flown and only require annual inspections.

See Maintenance Ecosystem for general maintenance cost context.

The Dakota market splits cleanly between early PA-28-235 models and the later PA-28-236 Dakota. The Dakota consistently commands a premium due to its tapered wing, higher gross weight, and improved engine.

Key price drivers:

• Wing type: Tapered-wing PA-28-236 Dakotas typically sell for $30,000-$50,000 more than comparable-condition PA-28-235 Hershey bar wing models.
• Engine time: The O-540 overhaul at $44,000–$60,000 is a significant cost. Fresh overhauls command proportional premiums. See Aircraft Valuation Methodology.
• Avionics: Modern avionics suites can add $30,000-$60,000 to value. A Dakota with a GTN 750 and GFC 500 is a substantially different airplane than one with King KX-155s.
• Corrosion: Coastal-based Dakotas need careful corrosion inspection. Wing spar and carry-through structure are critical areas.

Critical ADs

• Wing spar AD (2020-25690): A significant AD requiring inspection of wing spar for corrosion. Notably, the PA-28-236 Dakota is excluded from the 2020 wing spar AD that affected many other PA-28 models, but the earlier PA-28-235 models ARE included. Buyers of PA-28-235 variants should confirm compliance.
• Fuel selector placard AD: Requires inspection of fuel tank selector cover to verify left/right placards are properly positioned. A quality control issue at the factory resulted in some covers being installed with reversed placards, which could lead to fuel management errors and engine fuel starvation.
• Lycoming O-540 ADs: Standard Lycoming service bulletins and ADs apply, including crankshaft inspections and cylinder through-bolt torque checks. Consult the Piper Owner Society AD list for the current complete set.

Chronic Problems

• Nose gear shimmy: A classic Cherokee complaint. Nose wheel shimmy dampeners wear and need periodic replacement. Not dangerous but annoying and can cause structural fatigue in the nose gear assembly over time.
• Exhaust system cracks: The O-540 exhaust is subject to cracking, particularly at weld joints. Regular inspection is essential for carbon monoxide safety.
• Fuel tank leaks: The integral wing fuel tanks on the PA-28-236 can develop leaks at seams, particularly in older airframes. Reseal costs $3,000-$6,000 per tank.
• Stabilator trim barrel wear: The threaded trim barrel can develop play over time, leading to sloppy trim response. Replacement is a periodic maintenance item.
• Magneto timing: The O-540 magnetos require regular attention to maintain proper timing and smooth operation.

The Dakota falls into the fixed-gear high-performance category for insurance purposes. Despite having 235 HP and requiring a high-performance endorsement, the fixed landing gear keeps insurance rates substantially lower than retractable alternatives like the Piper Arrow or Cessna 172RG.

For a private pilot with 300+ hours and a high-performance endorsement, expect annual hull and liability premiums of $1,500-$2,200 on a $150,000 hull value. Pilots with instrument ratings and significant cross-country time will find the best rates. See GA Insurance Underwriting for category details.

The Dakota's fixed-gear simplicity is an insurance advantage. Gear-up landing risk is eliminated, which is the single largest claim category for retractable singles. Underwriters view the Dakota favorably as a result, and experienced Cherokee pilots transitioning to the Dakota face minimal insurance surcharges.