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|Tail||Regular tail, mid set|
|Aerodrome Reference Code||1A|
|Position||(Front) Wing leading mounted|
|Landing gear||Tricycle retractable|
Corporate twin and commuter aircraft. In service since 1965 (Chieftain since 1973). Commuter and airliner development. Basic for a large series of developments that led to Cheyenne 400LS. PA-31-350 Chieftain improved, stretched version for 9 passengers with more powerful counter rotating engines. Production of the Navajo ceased in 1983 (1800 aircraft built) and of the Chieftain in 1984 (1825 aircraft built). Pressurized versions PA-31P Pressurized Navajo and PA-31P-350 Mojave. The PA-31-310 Navajo has 3 square and one rounded cabin window, the PA-31-350 has 4 square cabin windows. Chieftain: Length 10,6 m MTOW 3,200kg7,054.792 lbs <br />3.2 tonnes <br />.
|Wing span||12.4 m40.682 ft <br />|
|Length||9.9 m32.48 ft <br />|
|Height||4 m13.123 ft <br />|
|Powerplant||PA-31: 2 x 310 HP Lycoming TIO-540-A turbocharged piston engines with 3 blade propellers.
Chieftain: 2 x 350 HP Lycoming TIO-540-J2BD turbocharged piston engines with 3 blade propellers.
|Engine model||Lycoming O-540|
(to 5000 ft)
|MACH Climb||Cruise||Initial Descent
|V2 (IAS)||90 kts||IAS||120 kts||IAS||140 kts||IAS||140 kts||MACH||TAS||210 kts||MACH||IAS||200 kts||IAS||kts||Vapp (IAS)||90 kts|
|Distance||400 m||ROC||1200 ft/min||ROC||800 ft/min||ROC||500 ft/min||ROC||ft/min||MACH||ROD||ft/min||ROD||800 ft/min||MCS||kts||Distance||575 m|
|MTOW||29502,950 kg <br />2.95 tonnes <br /> kg||Ceiling||FL260||ROD||ft/min||APC||A|
|WTC||L||Range||10251,025 nm <br />1,898,300 m <br />1,898.3 km <br />6,228,018.377 ft <br /> NM|
Accidents & Serious Incidents involving PA31
- Vehicle / PA31, Mackay SE Australia, 2008 (On 29 June 2012, a Piper PA31 taking off from runway 05 on a passenger charter flight just missed hitting an inspection vehicle which had entered the take off runway from an intersecting one contrary to ATC clearance. The overflying aircraft was estimated to have cleared the vehicle by approximately 20 feet and the pilot was unaware it had entered the active runway. The driver had been taking a mobile telephone call at the time and attributed the incursion to distraction. The breached clearance had been given and correctly read back approximately two minutes prior to the conflict occurring.)