Piper Cherokee Six (1965-1979)

The Piper PA-32 Cherokee Six is a six- or seven-seat, single-engine, fixed-gear airplane that was Piper's answer to the utility hauling market from 1965 to 1979. Built on a stretched PA-28 Cherokee platform with a wider fuselage and bigger engine, the Cherokee Six earned a reputation as the "poor man's Bonanza" -- offering six-seat capability and enormous useful load at a fraction of the price of the Beechcraft A36.

The first production model was the PA-32-260, powered by a carbureted 260 HP Lycoming O-540-E4B5. A year later, the PA-32-300 arrived with a fuel-injected 300 HP Lycoming IO-540-K1A5, which became the definitive engine for the line. Both variants share the same robust airframe: a big, wide cabin with club seating capability, an optional double cargo door on the right side, and a useful load exceeding 1,600 lbs in most configurations.

Production ran through 1979, at which point the Cherokee Six was succeeded by the retractable-gear PA-32R Lance/Saratoga and the fixed-gear PA-32-301 Saratoga. The fixed-gear PA-32 Lance (1976-1979) bridged the gap, keeping the 300 HP IO-540 engine but introducing the semi-tapered wing and conventional tail that would carry forward into the Saratoga line.

The Cherokee Six competes directly with the Cessna 206 Stationair for the utility single-engine market, though the low-wing Piper offers better cabin comfort and car-like entry while the high-wing Cessna provides superior bush and float utility. With over 4,000 airframes built, the Cherokee Six has a large, active owner community and excellent parts support.

Notes on model progression:

• The PA-32-260 was produced for 13 years (1965-1978) and uses a simpler carbureted engine. It burns slightly less fuel (14 GPH) but is notably slower (135 KTAS) and has lower climb performance.
• The PA-32-300 is the more desirable model for cross-country flying due to the fuel-injected engine and better performance.
• The fixed-gear Lance (1976-1979) introduced the semi-tapered wing that improved handling and appearance. Do not confuse this with the retractable PA-32R-300 Lance.
• Annual letter suffixes (B, C, D, E) denote yearly improvements such as improved seats, panel layouts, and landing gear fairings.

The PA-32-300 cruises at 146 KTAS at 75% power, burning approximately 16 GPH. Real-world cruise numbers are closer to 140 knots at a more economical 65% power setting with 14-15 GPH fuel burn. The PA-32-260 is about 10 knots slower, cruising at 135 KTAS on 14 GPH.

Rate of climb at max gross is 1,050 FPM for the 300 HP version and around 800 FPM for the 260 -- respectable for a 3,400-lb airplane but nothing exciting at high density altitudes. The turbocharged Lance maintains climb performance at altitude, reaching a service ceiling of 20,000 feet versus 16,250 feet for the normally aspirated models.

Stall speeds are remarkably low for the weight: 47 KIAS full flaps (Vs0) and 54 KIAS clean (Vs1). The big Hershey Bar wing generates excellent lift and gives the Cherokee Six forgiving slow-speed handling. This docile stall behavior is one of the airplane's best features.

Short-field performance is good for a fixed-gear single at this weight. Takeoff ground roll is 740 feet, clearing a 50-foot obstacle in 1,500 feet. Landing ground roll is 630 feet. These numbers are at sea level and max gross -- real-world performance deteriorates at higher density altitudes.

With full fuel (84 gallons), the Cherokee Six has a range of approximately 830 nm with reserves -- a genuine five-hour airplane. At 65% power, endurance stretches to nearly six hours, making it a serious cross-country machine.

The big cabin is the Cherokee Six's defining feature. The fuselage is 49 inches wide at the shoulders, wider than a Cessna 206, with a flat floor and car-like doors. The optional cargo door on the right side creates a large opening for bulky items. With the rear seats removed, the cargo area is cavernous.

The Cherokee Six's 1,607-lb useful load is its defining advantage. With full fuel (84 gallons, 504 lbs), there is still over 1,100 lbs of payload available -- enough for four 170-lb adults and 420+ lbs of baggage. This is comparable to the Cessna 206 and significantly more than most four-seat singles.

For short hops with maximum cargo, the Cherokee Six can haul nearly 1,500 lbs -- approaching half its empty weight in payload. This is why the Cherokee Six earned its reputation as a hauler: few single-engine airplanes can match this combination of payload, range, and low-wing cabin comfort.

The PA-32-260 has a marginally higher useful load (1,621 lbs in some configurations) due to slightly lighter empty weight, but the 40 HP deficit makes the 300 the better overall performer for loaded cross-country flying.

Related aircraft: piper-pa32r-saratoga, cessna-205-206-stationair, cessna-182-modern, piper-pa28-cherokee

• Flight Training (2/10): Far too large, expensive, and powerful for primary training. The high fuel burn and six seats make zero economic sense for instruction. Useful only for complex/high-performance transition training.
• Backcountry (5/10): The fixed gear and big useful load are assets, but the low wing limits rough-field ground clearance and visibility for off-airport operations. The Cessna 206 and Cessna 185 are much better backcountry choices. Some Cherokee Sixes work well at improved grass strips.
• Business Travel (6/10): The spacious cabin seats four adults in genuine comfort for business trips. With IFR avionics, it makes a practical business single. Loses points for relatively low cruise speed versus retractable competitors like the Saratoga or Bonanza.
• Aerobatics (1/10): Normal/utility category only. Not aerobatic.
• Cross-Country (8/10): This is where the Cherokee Six excels. Six seats, 830+ nm range, 146-knot cruise, IFR capable, and huge useful load make it an outstanding family cross-country machine. Load the family, all the bags, and still have fuel for a 600+ nm leg. Few single-engine airplanes match this load-range combination.
• Cargo Hauling (9/10): Over 1,600 lbs useful load with cargo door option makes the Cherokee Six a genuine hauler. It falls just short of the Cessna 206 only because the low wing and smaller cargo door limit certain bulky loads. For general cargo, it is superb.
• Local Fun (3/10): At 16 GPH and $200+/hour operating cost, the Cherokee Six is not a weekend fun flyer. Owners fly it for a purpose.
• Surveying (4/10): The low wing obstructs downward visibility, making it less suitable for aerial survey than high-wing alternatives. Can carry sensor payloads easily, but sightlines are limited.

Many Cherokee Sixes still fly with legacy King or Narco avionics. The large panel space accommodates modern avionics well, and the Garmin G3X Touch retrofit is increasingly popular. The airframe's useful life and load-carrying ability make avionics investment worthwhile.

See avionics-pricing for detailed equipment pricing.

The most cost-effective modifications are the Knots 2U gap seals and fairings, which add 5-8 knots for minimal investment. For PA-32-260 owners, the engine upgrade to 300 HP is transformative but expensive.

Parts Availability (Excellent): Lycoming O-540 and IO-540 parts are among the most widely available piston engine parts in aviation. Piper airframe parts are well-supported through Piper's factory parts department, aftermarket suppliers like Wag-Aero, and an extensive salvage network. The Piper Owner Society is an excellent resource for finding parts and maintenance advice.

Mechanic Familiarity (Common): Most GA A&Ps have worked on PA-32 airframes. The Cherokee family's simple construction and the ubiquitous Lycoming 540-series engine mean finding qualified maintenance is rarely an issue. Specialized PA-32 shops exist at many airports.

Annual Cost Range:

• Routine annual (no surprises): $2,500-$4,000
• Annual with typical squawks: $4,000-$8,000
• Engine reserve (IO-540): $27/flight hour ($55,000 / 2,000 TBO)
• Prop reserve: $3/flight hour
• Total ownership: $18,000-$25,000/year for 100 hours flying

Expensive Items:

• IO-540 overhaul: $55,000-$75,000 (field overhaul to factory reman)
• O-540 overhaul (260 models): $45,000-$65,000
• Wing spar reinforcement kit: $5,000-$8,000 per wing
• Wing spar replacement (if needed): $12,000+ per wing
• Prop overhaul (constant-speed): $3,000-$5,000
• Exhaust system replacement: $3,000-$5,000
• Fuel bladder replacement (per tank): $2,000-$4,000

Value-adds:

• Cargo door option: +$5,000-$10,000
• Speed modifications (gap seals, fairings): +$3,000-$5,000
• Modern avionics (GTN 750Xi, GFC 500): +$30,000-$60,000
• Recent engine overhaul: +$20,000-$30,000 (vs. run-out engine)
• Fresh paint and interior: +$15,000-$25,000

Value-detractors:

• High spar time (approaching life limits): -20-40%
• Run-out engine (past TBO): -$20,000-$30,000
• PA-32-260 (vs. 300): -15-20%
• Legacy avionics (King KX-170B, Narco): -$10,000-$20,000 vs. updated panel
• Corrosion history: -15-25%

Key Airworthiness Directives:

• AD 2024-21-XX (Wing Spar Life Limit): Major AD affecting all PA-32 models. Mandates life limits on wing spars -- 12,000 to 13,499 hours for unmodified spars, extendable to 25,000 hours with spar reinforcement kit. Eddy-current inspections required at 5,000 factored service hours (~$1,000). Spar replacement if needed costs $12,000+ per wing.
• AD 2020-25690 (Wing Spar Corrosion): Requires inspection of main wing spar for corrosion in areas not easily visible. Prompted by corrosion discoveries in the spar carry-through structure.
• AD 2010-18012 (Double-Drilled Bolt Holes): Inspection for double-drilled bolt holes in rear wing spar attachment fitting. If found, requires fitting replacement.
• AD (Control Wheel Shaft): Inspection for incorrectly assembled control wheel shafts that could lead to shaft separation and loss of pitch/roll control.

Common Problems:

• Wing spar fatigue: The most significant concern for all PA-32 (and PA-28 family) aircraft. The 2024 life-limit AD makes spar condition and remaining life a critical valuation factor. Get an eddy-current inspection before purchase.
• Exhaust system cracks: The IO-540 exhaust system is prone to cracking, especially at slip joints and welds. Budget $3,000-$5,000 for exhaust replacement every 800-1,200 hours.
• Nose gear shimmy: The PA-32 nose gear shimmy dampener wears out and requires periodic replacement ($500-$1,000). Improperly maintained shimmy dampeners lead to annoying and potentially damaging nose wheel oscillation.
• Fuel system leaks: The fuel bladder tanks in the Cherokee Six can develop leaks, particularly at seams and fuel sender units. Bladder replacement costs $2,000-$4,000 per tank.
• Landing gear fairings: The fixed-gear fairings crack and deteriorate with age. Replacement fairings are $500-$1,500 per set but are cosmetic rather than structural.
• Seat rail pin engagement: Common to all Cherokee-family aircraft. Ensure seat rail pins fully engage in floor tracks. This is a recurring inspection item.
• Door seal leaks: Both the main cabin door and cargo door seals deteriorate, causing air leaks and noise. Budget $500-$1,000 for periodic seal replacement.

• Hull insurance: 1.0-1.8% of hull value annually. Fixed gear keeps rates lower than retractable PA-32R models.
• Liability ($1M smooth): $800-$1,200/year
• Pilot requirements: Typically 300+ hours total time, 25+ hours in make/model. High-performance endorsement required (300 HP models).
• Typical annual premium: $2,000-$3,500 for hull and liability, depending on hull value, pilot experience, and use.
• Favorable factors: Fixed gear (no gear-up risk), large fleet size (good actuarial data), straightforward handling.
• Unfavorable factors: High-performance category (300 HP), heavy airplane, older airframes may have higher hull rates.

The Cherokee Six is well-regarded by insurers due to the fixed-gear configuration and the type's generally good safety record. Insurance rates are notably lower than the retractable PA-32R Saratoga/Lance due to elimination of gear-up landing risk.

See insurance-underwriting for detailed insurance guidance.