The Best Entry-Level Planes. The importance of starting off your
flying career with the right plane is as critical as it gets because, unlike cars, airplanes behave
as differently as they look. Every airplane out there is seriously unique in its own way.
Airplanes are not created equal, and this can be especially true for entry-level planes.
Your first plane can make or break you as a low-time pilot.
If you get into one that is too complex, and not forgiving enough, you may be inclined to give up
on flying altogether, because it will give you the impression that flying is too dangerous.
However, a more forgiving, easier-to-fly airplane can give you the confidence you need to achieve
your aviation dreams. So, what are the best entry-level planes to fly? Let’s find out.
Piper Cherokee 140 For local flying and short
cross-country flights, and for a reasonable price, the best entry-level Piper is the PA-28-140,
popularly knoooooooown as the Cherokee 140. Production History
The Cherokee started off as a replacement for the Tri-Pacer. Designed to be simple
to fly and maintain, the Cherokee is one of the best planes for low-time pilots.
Originally, the Cherokee was equipped with 150 and 160-hp engines and was called the Cherokee until
1963, when it became the Cherokee B. With the Cherokee B model, the buyer could choose a 150-hp
engine, a 160-hp engine, or a 180-hp engine. For the 1965 model, it became the Cherokee C,
with the same engine options as the Cherokee B. The aircraft got its "Cherokee 140" moniker when
Piper decided to promote the basic Cherokee as a trainer. Piper removed the rear seats and tweaked
the prop, and Lycoming tweaked the engine slightly to reduce the horsepower from 150 to 140 hp.
The PA-28-140 came out in early 1964. In 1965, the horsepower was put back to 150 and it was
offered with rear seats. About the only thing that remained was the name. For 1964 and most of 1965,
buyers could purchase a Cherokee 140 with 140 hp and thereafter, with only a 150 hp engine
as an option. From 1964 through 1967, buyers could also get a Cherokee B or Cherokee C
with their choice of a 150, 160, or 180 hp engine. It was a confusing mishmash of models
that Piper simplified with the 1968 model year when the company trimmed the offerings to two:
the Cherokee 140 with the 150 hp engine, and the Cherokee D with the 180 hp engine.
The Cherokee 140 did not undergo too many significant changes over its run,
which ended in 1977. The most notable changes included going from push-pull engine controls
to a throttle quadrant; a standard "T" configuration instrument panel; and moving the
pitch trim from the overhead crank to the wheel on the floor next to the Johnson bar for the flaps.
Various minor and cosmetic changes and refinements were made too,
but these Cherokees are all the same basic airplane and they all fly the same way.
Cherokee 140s were kept simple on purpose, as they were aimed at the trainer market and
designed to keep the hundreds of Piper flight centers equipped back in the heyday of General
Aviation training and activity. The production run only ended when the Tomahawk was introduced
as the new Piper trainer. Flight characteristics
Speaking of flight characteristics, Cherokees are very simple and straightforward to fly,
land, and maintain. In smooth air,
they can be trimmed to hold altitude so well you would think it was on autopilot.
They handle well in a crosswind due to the low center of gravity and the wide stance of
the landing gear, though the roll response is not stunning. The manual flaps also give you
instant and immediate control, so if one needs to dump lift after touchdown, it is easy and quick.
First Recommendation: Piper Cherokee 140 If you are looking for an entry-level, VFR,
fun airplane for a 300-mile trip carrying a couple of passengers,
don’t look past the Cherokee 140. Cherokee 140 Price Points
Today a Cherokee 140 can be had for the price of a Tesla. Budget anything around 50 to $75,000
for one in a good condition, there are some available for $40,000 or less, but I can’t say
what condition they are in. Operating Costs
Maintenance is simple and annual inspections will not much exceed $1,500 even in an expensive part
of the United States, provided the aircraft is maintained as it goes and flown regularly.
The Cherokee is one of the cheapest planes to insure, even for low-time pilots. At 7
to 8-gph, fuel burn is reasonable and you can get a supplemental type certificate for auto fuel if
it is available in your area. Practicality
Most Cherokee 140s will have a useful load of around 820 to 850 pounds, which means you can
fill the tanks with 48 gallons of useable fuel and still put almost 600 pounds into the aircraft.
That makes it a good three-person aircraft, though there are some limitations on back seat legroom.
At maybe 110-knots burning about 8-gph, it has on paper a range of around 450-nautical miles with a
VFR reserve—though backseat passengers might not be able to stick it out for four hours.
Three hours is a reasonable maximum for these planes, yet they are also
an economical choice for local flights. Second Recommendation: Piper PA-38 Tomahawk
For those who only need two seats, the Tomahawk is a very nice little plane and an excellent
choice for an entry-level VFR aircraft. The poor Tomahawk got a bad rap as the tail structure
needed some beefing up and a few pilots got them into a spin that they couldn’t get out of.
Of all the planes Piper has made in the last 50 years, the Tomahawk is the most
fun just to do touch-and-goes. It is a fun little airplane if you stay off soft strips.
It would be a good choice to learn to fly in and to just bop around in. The visibility
is unmatched with the bubble canopy, and the panel is logical and well-laid-out.
The Tomahawk was designed as a trainer, so don’t expect it to be a great traveling machine.
The fuel economy is decent; this plane will cruise between 100 and 105 knots, burning 6 to 6.5 gph.
There is nothing intrinsically wrong with the little Tomahawk,
despite disparaging names like "Traumahawk," typically uttered by
pilots who have never flown one. Cherokee 140 vs. PA-38 Tomahawk
The Cherokee 140 and the Tomahawk are two excellent starter aircraft for VFR or light IFR,
if properly equipped. The 140 has more capability and is more
expensive to buy and operate than the Tomahawk. There are also a lot more of them out there and
for that reason, I will recommend you go for the Cherokee 140, over the fun little Tomahawk, which
is somewhat rarer to find in the market. Both of these airplanes are great entry-level choices
for a first-time buyer looking for an economical plane for fun local flying and short trips.
Third Recommendation: Diamond DA40 Diamond Star Diamond’s DA40 is one of the more desirable
piston singles around. It works as a trainer, moves right along for traveling, and for those
who might eventually step up to a Diamond twin, the DA40’s systems are a good primer.
With excellent visibility from its bubble canopy, the DA40 is a favorite among pilots.
This airplane is light and easy to control. Since it is essentially a powered glider,
if the engine did fail, its rate of descent would be lower than the SR22
with its parachute deployed. Performance
With cruise speeds of up to 150-knots, the DA40 blow away its direct competitors, mainly the
Cessna 172 and the Piper Archer, both entry-level four-placers. Only the Tiger comes close in older
designs, although the Cirrus SR20-also entry level-is faster by about 12 knots or so on 20 more
horsepower. With its long wing and relatively high aspect ratio-reflecting its sailplane heritage,
the DA40 is a terrific climber, even when loaded. Moreover, it leads the league in
short-field capability, easily hopping off the runway in 1200 feet or less with a heavy load.
Payload
At about 2600 pounds gross, the DA40 is light; at 14 pounds per horsepower,
its power loading puts it in the middle of its class. The SR20 has a power loading of 15.25
lbs/HP, while the 172 is lower, at 13.6 lbs/HP. Nonetheless, any competent pilot should be able
to comfortably fly the DA40 out of 2000-foot runways, at reasonable density altitudes.
Payload-wise, the DA40 is really a three-place airplane with baggage space, even at the higher
gross weights. Useful loads are in the 850-pound range, so with the tanks full, it can carry
about 600 pounds-three people with some bags. The weight-and-balance envelope is relatively benign,
narrowing a bit toward the gross weight limit. It tends toward forward, rather than aft CG.
Offloading fuel is always an option to stuff in more payload, but the airplane carries only 40
gallons usable, to begin with, so its range is hardly exceptional. The 10-gallon extended range
option helps, but owners complain it narrows the CG envelope, something that needs watching.
Flight characteristics The Diamond DA40 Star is one of the
most fun to fly. It’s not quite as well balanced as a Bonanza, but it has no bad habits, and pitch
and roll forces are light and easy to manage with the stick. Slow flight and stalls are non-events,
and even deep into the stall, the airplane simply mushes and could probably touch down that way
in a survivable impact. Flaps have little or no effect on the trim condition, but neither are they
as effective as the barn doors on a Cessna 172. Landing a DA40 Star isn’t particularly difficult,
but the sight picture over the nose requires some acclimation to avoid too-high flares. Flown into
the flare faster than about 65 knots, the DA40 will float; slower is better. Whether for training
or travel, the DA40 has modern ergonomics, efficiency, and a stellar safety record.