Almost all airplanes are good for traveling, especially when compared to cars, and there is no
best traveling aircraft; it’s all about the mission; like how far you need to go,
how much you need to carry, and most importantly; your budget. So, let’s
look at some of the best planes to cover several different missions for personal pleasure travel.
The first set of planes we are going to look at is what I call the "slow weekenders."
For a budget weekend traveling machine that is also economical for local flights or training,
my pick would be the Archer II. I favor the 1978 and 1979 models. Starting with the 1978 model,
the streamlined wheel pants boosted the speed to nearly 130 knots.
To me, those two model years were the sweet spot for the 180-hp version of the fixed-gear Cherokee.
After 1979, Piper started to add deluxe interiors and other amenities
that eroded the carrying capacity. Earlier versions may carry more, but they are slower.
All of the 180 hp PA-28s are good, stable aircraft and make good instrument aircraft as well.
All of the PA28-180/181 aircraft are great airplanes. Some have been modified with
aerodynamic enhancements that allow these older Archers to rival the speed of the Archer 2’s
with the factory speed wheel pants. The range for the Archer II is somewhat modest,
even with full tanks. A 500 to 550 nautical mile flight with an hour of reserve
allows 650 to 700 pounds of payload. This makes the Archer II good for weekend jaunts for a family
of four or three adults. The cost of operation with the highly reliable O-360 Lycoming engine,
fixed gear, and fixed pitch prop makes the Archer II quite economical. This is also an
aircraft that can be purchased to learn on, as it makes an excellent trainer as well.
Well, that’s it for slow weekenders. Moving forward to the faster weekenders, these are
for those that want a little more range, a little more speed, and a fair bit more carrying capacity.
The Piper Dakota is a perfect choice. The Dakota will typically lift about 1,200 pounds of fuel
and payload, which makes it a true four-place aircraft. The 72 gallons of usable fuel give
the Dakota a range of 600 to 700 nm, and its 235 hp O-540 engine with a Hartzell constant speed
prop delivers a cruise speed slightly in excess of 140 knots. The downside is that the Dakota is not
cheap to buy, and it also costs more to maintain, primarily because it has a constant speed prop
and a six-cylinder engine that costs more to overhaul. The Dakota can burn up to 14 gph,
in comparison with the Archer II, whose fuel burn is 10 gph at most.
Now let’s look at another category, which I call the distance runners.
For a family of four or less that wants to fly long distances, a faster aircraft with
a longer range better fits the bill. Generally, non-aviation enthusiasts,
and even some veteran flyers, don’t want to spend more than three to 3.5 hours in a small aircraft
at a time. This fact limits the effective range to about six to seven hours of flying in a day,
punctuated by a fuel and lunch stop. If your vacation trips are going to cover 1,000 nm or
more, then an Archer or Dakota will be hard-pressed to make that journey in two legs.
For the longer trips where a huge load is not critical, a Turbo Arrow III fits the bill nicely.
It has the altitude capability to get up where the air is smooth and cool and to take advantage of
the increased true airspeed. The Turbo Arrow III is also an easy aircraft to maintain, as it is a
PA-28 to the bone. Its TSIO-360F Continental engine is not as robust as the Lycoming,
but it is a very smooth-running engine. There is one other option that has
passionate adherents. The Comanche will rival the performance of the Turbo Arrow in the low teens,
will haul a bit more, and is a gorgeous flying airplane. Comanches are also better protected
against corrosion. All aluminum components on the Comanche were primed with zinc chromate
before being riveted together, providing corrosion protection in the lap joints. The downside is that
it is hard to find a maintenance shop that is really well versed in the Comanche. Unless one
is nearby, the best strategy for a new owner is to find a careful and competent mechanic and stay
involved in the maintenance by doing the legwork to find solutions to issues as they come up.
The next category we are going to look at is what I call the Baby Whale Haulers.
Well, I don’t know what baby whales have to do with this, but you will get the point if
you let me explain. For those that have a bigger family or need to haul larger loads,
the Cherokee Six and the Lance/Saratoga family are good bets. My choice here is a 1976 or
1977 Piper Lance. Without going to the expense of the turbocharged option,
the Lance offers the best balance of speed and carrying capacity.
The earlier Cherokee Six models will carry more weight but are slower. The later PA-32's has more
luxurious interiors and more amenities, but at the cost of useful load. The Lance II is also another
great option. The T-tail configuration cost useful load and made the aircraft unsuitable for soft
fields due to the inability to lighten the nose on take-off roll. However, the configuration works
for many, and the Lance IIs are generally significantly cheaper than the Lance.
The Lance is a solid 155-knot plane that will lift about 1,500 pounds of load. The
usable fuel capacity is 94 gallons, which at that speed is good for four-and-a-half hours or so.
At 155 knots, one can expect to burn 16 to 18 gph. With forward and aft baggage compartments
and six seats, the Lance, like the whole Cherokee Six line, offers many loading options if the pilot
is careful with the center of gravity. The big cargo door in the back allows for the loading
of bulky items, whether it’s taking a child to college or loading camping gear or mountain bikes.
Owners that don’t need all the seats can remove one or both of the middle
seats for more legroom and more space for baggage or coolers for in-flight dining.
The next category we are going to look at is what I call "serious cruisers."
Serious cruisers are for pilots that want a long range in pressurized comfort, and
when it comes to this, nothing beats the Malibu and the Mirage, which were made to cruise high,
fast, and far. Depending on altitude and power settings, the range can extend to 1,550 nm,
and PA-46 aircraft can get above much of the winter weather in pressurized comfort
for a family of four. At one time, the Mirage was the preeminent reciprocating
single-engine pressurized aircraft. It has since been superseded by Piper’s
M-series aircraft as the M350, but is still available as a great used aircraft.
The original Malibu was equipped with a 310hp turbocharged Continental engine
and was produced for five years before Piper certified the aircraft with the 350hp turbocharged
Lycoming TIO-540 engine and renamed it the Malibu Mirage. The Malibu and Mirage were made to cruise
high, fast, and far. Cruise speed is between 185 and 225 knots, again depending on power
setting and altitude. Both models, as well as the newer M350, have 120 gallons of useable fuel.
While the Malibu was originally praised for burning 15 gph lean of peak, there were some
significant engine problems with the Continental. Whether that was due to operating lean of peak or
whether it was due to operators not operating LOP properly is a matter of debate. The 350 hp
Lycoming on the Malibu Mirage is going to want something closer to 20 gph; the M350 with its
Lycoming TIO-540 engine and dual turbochargers, boasts a "consistent fuel burn at any altitude."
The shortcoming of the Malibu and Mirage is that while the aircraft has six seats, you aren’t going
to seat six adults and do more than taxi around the airport. Even then, it would not be terribly
comfortable. The real-world useful load is about 1,250 pounds. With full tanks, the payload on
these aircraft is slightly more than 500 pounds. The weight and complications of pressurization
and all-weather capability exact their toll on both carrying capacity and owners’ wallets.
PA-46 aircraft are not designed for short or soft runways, but they can get above much of
the winter weather in pressurized comfort for a family of four and cover a lot of distance.
The next category we are going to look at is twin traveller’s.
For those who find flying in a single-engine aircraft over rough terrain or large bodies
of water uncomfortable, the Piper PA-30 Twin Comanche is a great option. The Comanche offers
more speed than the Lance on less fuel, and it carries the same as a Turbo Arrow III, or maybe
slightly more, but it goes further and faster. It is powered by a pair of Lycoming IO-320 engines,
which are about as reliable as any aircraft engine ever made.
Last but not least; the Jet-like One. For those that want something cost-effective,
fast, fast, fast and fast, the Piper M600 Meridian is the plane. The Meridian is not just good at
long-range high-speed flights but is also a master at short-range missions. It uses the
highly trusted Pratt and Whitney Canada PT6 engine and Garmin’s advanced avionics to yield a flight
range of over 1,000 miles at an altitude of 30,000 ft. Unlike the other pipers mentioned earlier,
this one is the fastest, and the most expensive. Maintaining that turboprop engine in front costs
a lot. Anyone that can afford to buy and maintain this plane can as well afford an entry-level jet.
With the exception of its cropdusters, all Pipers are traveling machines to a degree.
Range, payload, and speed are the prime considerations. Next is weather capability.
All the models discussed have the ability to be equipped to fly at least light IFR.
For those shopping for their first plane, those looking to upgrade, and those
merely dreaming about a plane for personal travel, enjoy that journey. Buying a plane is a
memorable event. Picking the right plane will make it memorable for all the right reasons.