Hubbry Logo
Piper PA-31 NavajoPiper PA-31 NavajoMain
Open search
Piper PA-31 Navajo
Community hub
Piper PA-31 Navajo
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Piper PA-31 Navajo
Piper PA-31 Navajo
Piper PA-31 Navajo
View on Wikipedia
from Wikipedia

The Piper PA-31 Navajo is a family of twin-engined low-wing tricycle gear utility aircraft designed and built by Piper Aircraft for small cargo and feeder airlines, and as a corporate aircraft. Production ran from 1967 to 1984. It was license-built in a number of Latin American countries.

Key Information

Development

[edit]
Early Navajo with two-bladed propellers and two-part entry door

In 1962, Piper began developing a six- to eight-seat twin-engined corporate and commuter transport aircraft under the project name Inca, at the request of company founder William T. Piper.[2][4] Looking like a scaled-up PA-30 Twin Comanche, the PA-31 made its first flight on 30 September 1964, and was announced later that year.[3][4] It is a low-wing monoplane with a conventional tail, powered by two 310 hp (231 kW) Lycoming TIO-540-A turbocharged engines in "tiger shark" cowlings, a feature shared with the Twin Comanche and the PA-23 Aztec.[4][5][6]

As testing proceeded, two cabin windows were added to each fuselage side and the engines were moved further forward.[6][7] The PA-31, named "Navajo" after the native American tribe, was certified by the FAA on 24 February 1966, again in mid-1966 with an increase in maximum takeoff weight (MTOW) from 6,200 to 6,500 lb (2,812 to 2,948 kg), and deliveries began in 1967.[2][8]

The PA-31-300 was certified by the FAA in June 1967, the only variant without turbocharged engines: 300 hp (224 kW) Lycoming IO-540-M1A5 engines driving two-bladed propellers.[8] Unofficially, the initial model was referred to as the PA-31-310. Only 14 PA-31-300 were built in 1968 and 1969: the smallest variant production.[2][9]

Pressurized PA-31P with fewer and smaller windows

In January 1966, development of the PA-31P Pressurized Navajo had begun : Piper's first pressurized aircraft.[10] The PA-31P (or PA-31P-425 unofficially) was certified in late 1969.[11] It was powered by 425 hp (317 kW) Lycoming TIGO-541-E engines, had a longer nose, fewer and smaller windows, 25 US gal (95 L) fuel tanks in the engine nacelles and a one-piece airstair cabin entry door instead of the split pair of doors.[2][11][10] MTOW was increased to 7,800 lb (3,538 kg).[11] The PA-31P was produced from 1970 to 1977.[2]

The 1971 Navajo B featured air conditioning, new storage lockers in the rear of the engine nacelles, increased baggage space, a third door next to the cabin doors for easier baggage loading, and an optional separate door for the pilot to enter the cockpit.[1][12]

The PA-31-350 Chieftain, stretched by 2 ft (61 cm)

In September 1972, Piper unveiled the PA-31-350 Navajo Chieftain, a Navajo B stretched by 2 ft (61 cm) for up to ten seats, with more powerful engines and counter-rotating propellers to prevent critical engine handling problems.[8][13] The Chieftain was powered by 350 hp (261 kW) Lycoming TIO-540 variants, with an opposite-rotation LTIO-540 on the right-hand wing, and MTOW was increased to 7,000 lb (3,175 kg).[8] Deliveries started in 1973, after a delay due to a flood caused by Hurricane Agnes at Piper's factory in Lock Haven, Pennsylvania.[13][14]

The 1974 PA-31-325 Navajo C/R was base on the Navajo B.[15] The Navajo C/R had 325 hp (242 kW), lower rated versions of the Chieftain's counter-rotating engines.[8] It was certified in May 1974, and production commenced in the 1975 model year.[15] The Navajo B was also superseded in 1975 by the Navajo C.[15]

In May 1981, Piper established its T1000 Airliner Division at its Lakeland, Florida, factory.[16] The PA-31-350T1020 (or T1020) was a PA-31-350 Chieftain optimized for and marketed for the commuter airline market, without the 40 US gal (151 L) auxiliary fuel tanks in each wing.[8] Up to eleven seats could be fitted, and baggage capacity was reduced from 700 to 600 lb (318 to 272 kg) maximum.[8] The first T1020 was delivered in December 1981.[17]

The PA-31T3 (T1040) was a hybrid with the PA-31-350T1020 main fuselage, and the nose and tail of the PA-31T1 Cheyenne I.[18] The wings were similar to the Cheyenne I's, but with reduced fuel capacity and baggage lockers in the engine nacelles similar to those of the Chieftain.[11] An optional underbelly cargo pod was also available.[11][18] The Pratt & Whitney Canada PT6A-11 turboprop engines were the same as those of the Cheyenne I.[11] Deliveries began in July 1982.[17] A T1050 variant was proposed, with a fuselage stretch of 11 ft 6 in (3.51 m) and seating capacity for 17, but did not proceed.[18]

Pressurized PA-31P-350 Mojave

The PA-31P-350 Mojave was also a hybrid, a piston-engined Cheyenne.[19] The Mojave combined the Cheyenne I fuselage with the Chieftain tail.[19] The Chieftain's wings were strengthened, their span was 4 ft (1.2 m) wider and the fuel capacity was enlarged to 243 US gal (920 L).[19] The engines variants had intercoolers, and the rear part of the nacelles were baggage lockers.[19] The Mojave's MTOW rose by 200 lb (91 kg) to 7,200 lb (3,266 kg).[8][11] Certified in 1983, like the T1020 and T1040, the Mojave was produced in 1983 and 1984; combined production with the T1020 and T1040 was below 100 aircraft.[11][14][18] Two experimental PA-31-353s were also built in the mid-1980s.[14]

Licensed manufacture

[edit]

The PA-31 series was manufactured under licence in several countries from kits of parts supplied by Piper.[20][21] Chincul SACAIFI in Argentina assembled most of the series as the PA-A-31, PA-A-31-325, PA-A-31P and PA-A-31-350 and Aero Industrial Colombiana SA (AICSA) in Colombia assembled PA-31, PA-31-325 and PA-31-350 aircraft.[22] The PA-31-350 Chieftain was also assembled under licence in Brazil by Embraer as the EMB 820C Navajo.[23][21] In 1984, Embraer subsidiary company Indústria Aeronáutica Neiva began converting Embraer EMB 820Cs by installing Pratt & Whitney Canada PT6 turboprop engines; Neiva called the converted aircraft the Carajá.[24]

Variants

[edit]
Commuter cabin
PA-31 Navajo
Initial production version, also known unofficially as the PA-31-310.[2][8]
PA-31-300 Navajo
Variant of the Navajo with normally aspirated engines; 14 built.[2][9]
PA-31 Navajo B
Marketing name for 1971 improved variant with 310 hp (231 kW) Lycoming TIO-540-E turbo-charged piston engines, new airconditioning and optional pilot access door and optional wide utility door.[1]
PA-31 Navajo C
Marketing name for 1974 improved variant with 310 hp (231 kW) Lycoming TIO-540-A2C engines and other minor improvements.[1]
PA-31P Pressurized Navajo
Pressurized version of the PA-31 Navajo, powered by two 425-hp (317-kW) Lycoming TIGO-541-E1A piston engines.[2][11]
PA-31-325 Navajo
Referred to as the "Navajo C/R" for Counter-rotating; variant of Navajo with counter-rotating engines introduced with the PA-31-350 Chieftain. 325 hp (242 kW) Lycoming TIO-540 / LTIO-540 engines
PA-31-350 Chieftain
Stretched version of the Navajo with more powerful 350-hp (261-kW) counter-rotating engines (a Lycoming TIO-540 and a Lycoming LTIO-540) to eliminate critical engine issues.
PA-31P-350 Mojave
Piston-engined variant of the PA-31T1 Cheyenne I; 50 aircraft built.[11]
PA-31-350T1020
Also known as the T1020/T-1020; variant of the PA-31-350 Chieftain optimised for commuter airline use, with less baggage and fuel capacity and increased seating capacity (nine passengers). First flight September 25, 1981. 21 built.[8][25][26]
PA-31T3
Also known as the T1040/T-1040; turboprop-powered airliner with fuselage of the PA-31-350T1020, and wings, tail and Pratt & Whitney Canada PT6A-11 engines of PA-31T Cheyenne. First flight July 17, 1981. 24 built.[14][27]
PA-31-353
Experimental version of PA-31-350; two built.[14]
License-built EMB 820C
T1050
Unbuilt airliner variant with fuselage lengthened by 11 ft 6 in (3.51 m) compared to the PA-31-350.
EMB 820C
Version of Chieftain built under license by Embraer in Brazil.
Neiva Carajá
Turboprop conversion of EMB 820C, fitted with two Pratt & Whitney Canada PT6A-27 engines flat-rated to 550shp. The Carajá's MTOW of 8,003 pounds (3,630 kg) was 1,000 pounds (454 kg) more than that of the Chieftain.[24]
Panther conversion with four-blade propellers
Colemill Panther
Re-engined Navajo with 350 hp (261 kW) Lycoming TIO-540-J2B engines, four-blade Hartzell "Q-Tip" propellers and optional winglets. Conversion designed by Colemill Enterprises of Nashville, Tennessee.[28][29] The supplemental type certificates (STCs) were subsequently sold to Mike Jones Aircraft Sales, which continues to convert PA-31, PA-31-325 and PA-31-350 variants with Colemill-developed features.[30][31]
Number built[1]
Type Built Location
PA-31 1785 Lock Haven
Lakeland
PA-31-350 1825 Lock Haven
Lakeland
T-1020 21 Lakeland
PA-31-353 2 Lakeland
PA-31P 259 Lock Haven
PA-31P-350 50 Lock Haven
Total 3942

Operators

[edit]

Civil

[edit]
 Philippines
 United Kingdom

The Navajo family is popular with air charter companies, small feeder airlines and commuter air carriers in many countries,[citation needed] and is also operated by private individuals and companies.

The PA-31 Navajo was also formerly operated in scheduled passenger airline service in the U.S. in 1968 by Air West, the predecessor of Hughes Airwest which in turn subsequently became an all-jet airline.[35][36] West Coast Airlines, the predecessor of Air West, began operating the PA-31 Navajo in passenger service in 1967 and called the aircraft the "MiniLiner".[37] West Coast, which was also operating Douglas DC-9-10 jets and Fairchild F-27 turboprops at the time, claimed to be the first "regular airline" to operate the PA-31 Navajo in scheduled service.[38][37]

Military

[edit]
 Antigua and Barbuda
 Chile
 Colombia
 Dominican Republic
 Finland
 France
 Honduras
 Kenya
 Spain
 United Kingdom

Accidents and incidents

[edit]
  • December 3, 1983: SouthCentral Air Flight 59, a PA-31-350 registered N35206, carrying eight passengers and one pilot, was on the takeoff roll at Anchorage International Airport when it collided head-on with Korean Air Lines Flight 084, a McDonnell Douglas DC-10-30 freighter HL7339. The Piper struck the DC-10's left and center main landing gear and three passengers sustained minor injuries; the DC-10 overran the runway and the three crew suffered serious injuries. Investigators determined that the Korean Air Lines pilot had become disoriented taxiing in fog, failed to follow correct procedures and confirm his position, and accidentally initiated takeoff from the wrong runway. Both aircraft were severely damaged and were written off.[49]
  • October 14, 1984: Wapiti Aviation Flight 402 collided with terrain while landing at High Prairie Airport killing six of the 10 occupants onboard including Canadian politician Grant Notley.
  • May 31, 2000: Whyalla Airlines Flight 904 was a scheduled commuter flight, operated by a Piper PA-31 Navajo which crashed while attempting to ditch in the Spencer Gulf, South Australia after suffering failures of both engines on the evening of 31 May 2000. All 8 people on board the aircraft were killed as a result of the accident. The findings of a subsequent investigation by the Australian Transport Safety Bureau highlighting the airline's operating procedures as a key factor leading to the accident were later overturned after they were contradicted by evidence presented at a coronial inquiry into the deaths of those on board the flight.[50] The accident led to a recall by engine manufacturer Textron Lycoming which saw close to 1000 aircraft grounded worldwide while defects were rectified at an estimated cost of $A66 million. Australia's aviation regulator, the Civil Aviation Safety Authority also mandated lifejackets be carried on all aircraft operating over water after the crash.[51]
  • August 9, 2024: A Piper PA-31 Navajo C (Colemill Panther conversion) operating a non scheduled passenger flight for the chilean airline Transportes Aéreos San Rafael crashed near Cerro Castillo, while en route from Teniente Vidal Airfield to Chile Chico. All seven people on board were killed.
  • July 26, 2025: A Piper PA-31-310 Navajo C registered C-GYYP, operated by Kîsik Aerial Survey crashed approximately three minutes after takeoff from Deer Lake Regional Airport, the pilot who was the sole occupant onboard was killed.[52]

Aircraft on display

[edit]
Spain
  • A PA-31P Pressurized Navajo formerly operated by the Spanish Air Force is on display at the Museo del Aire in Madrid.[47]

Specifications (PA-31 Navajo)

[edit]
PA-31-350 Navajo Chieftain
cockpit

Data from Jane's All The World's Aircraft 1976–77 [53]

General characteristics

  • Crew: 1 or 2
  • Capacity: 5 to 7 passengers
  • Length: 32 ft 7+1⁄2 in (9.94 m)
  • Wingspan: 40 ft 8 in (12.40 m)
  • Height: 13 ft 0 in (3.96 m)
  • Wing area: 229 sq ft (21.3 m2)
  • Airfoil: NACA 634415 at root, 631212
  • Empty weight: 3,930 lb (1,783 kg)
  • Max takeoff weight: 6,500 lb (2,948 kg)
  • Fuel capacity: 190 US gal (160 imp gal; 720 L) total, 187 US gal (156 imp gal; 710 L) useable
  • Powerplant: 2 × Lycoming TIO-540-A air-cooled six-cylinder horizontally opposed piston engine, 310 hp (230 kW) each
  • Propellers: 3-bladed Hartzell metal, fully feathering propellers, 6 ft 8 in (2.03 m) diameter

Performance

  • Maximum speed: 261 mph (420 km/h, 227 kn) at 15,000 ft (4,600 m)
  • Cruise speed: 238 mph (383 km/h, 207 kn) at 20,000 ft (6,100 m) (econ. cruise)
  • Stall speed: 73 mph (117 km/h, 63 kn) (flaps down)
  • Never exceed speed: 272 mph (438 km/h, 236 kn) [8]
  • Range: 1,165 mi (1,875 km, 1,012 nmi) at 20,000 ft (6,100 m) (econ. cruise speed)
  • Service ceiling: 26,300 ft (8,000 m)
  • Rate of climb: 1,445 ft/min (7.34 m/s)

See also

[edit]
Wikimedia Commons has media related to Piper PA-31.

Related development

Aircraft of comparable role, configuration, and era

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Piper PA-31 Navajo

View on Grokipedia
from Grokipedia
The Piper PA-31 Navajo is a family of American twin-engine, low-wing cabin-class aircraft manufactured by Corporation from 1967 to 1984, designed primarily for business transportation, charter services, and regional commuter operations, with seating for 6 to 10 passengers depending on the variant. Development of the PA-31 began in the early 1960s under the direction of William T. Piper, with the prototype making its first flight on September 30, 1964, and receiving FAA type certification in February 1966, leading to initial deliveries in 1967 as Piper's entry into the larger cabin-class market alongside competitors like the and Cessna 401. The aircraft featured a robust all-metal with retractable tricycle , a spacious cabin accessible via an air-stair door, and initially powered by two Lycoming IO-540 flat-six engines of 300 horsepower each in the base PA-31-300 model, though most production shifted to turbocharged variants for better high-altitude performance. Over its production run, nearly 4,000 units were built, including several variants that addressed performance and capacity needs: the turbocharged PA-31-310 (introduced in 1967 with 310-hp Lycoming TIO-540 engines), the stretched PA-31-350 Chieftain (from 1973, with 350-hp counter-rotating Lycoming LTIO-540 engines and an 18-foot cabin for up to 10 seats), the counter-rotating propeller PA-31-325 Navajo CR (from 1975, eliminating the critical engine issue), and the pressurized PA-31P (from 1970, with 425-hp engines and a service ceiling up to 29,000 feet). Notable innovations included factory-installed as standard on later models, optional nacelle fuel tanks adding up to 54 gallons for extended range, and certification for known-icing operations in 1980, making it versatile for diverse missions from executive transport to cargo hauling. Performance across variants typically included a of 6,000 to 7,000 pounds, a cruise speed of 200 to 254 knots, a range of 1,000 to 1,485 nautical miles with standard capacity of 182 to 237 gallons, and a service ceiling reaching 24,000 to 27,200 feet, with single-engine ceilings around 15,300 feet for safety in multi-engine operations. The design emphasized low pilot workload, stable handling, and a low stall speed of 80 to 85 knots in landing configuration, contributing to its popularity among private owners, feeder airlines like Air West, and military users such as the Chilean and French navies. Today, hundreds of PA-31 Navajos remain in active service worldwide, valued for their reliability and parts availability, though production ended in 1984 as Piper shifted focus to single-engine models amid financial challenges; its legacy endures as one of the last major designs from Piper's Lock Haven, Pennsylvania facility before the company's restructuring.

Design and development

Origins

In the mid-1960s, sought to develop a new cabin-class twin-engine aircraft to fill market gaps for versatile utility in small cargo hauling, passenger transport, and business operations, moving beyond the limitations of smaller single-engine models and earlier twins like the PA-23 Apache. The company aimed to create a more robust option for executive and regional use, targeting operators who required greater capacity and reliability than provided by the six-seat PA-23 Aztec. Design influences drew from Piper's existing twin-engine lineage, including the PA-30 Twin Comanche for its overall layout and the PA-23 Aztec for durability, while addressing competitive pressures from aircraft like the and 402, with an emphasis on short-field capabilities and rugged performance for semi-remote operations. Initial specifications focused on a 6- to 8-seat configuration, powered by twin Lycoming IO-540-series engines rated at 300 to 310 horsepower each, and a low-wing design to enhance stability and handling. Development began in 1962 under the project name Inca, with the prototype achieving its first flight on September 30, 1964, marking Piper's entry into larger cabin-class twins. The aircraft was publicly announced later that year, setting the stage for its evolution into certified production models.

Production history

The prototype of the Piper PA-31 Navajo conducted its first flight on September 30, 1964. The aircraft received FAA type certification on February 24, 1966, marking the approval for production of the initial PA-31 model. Production of the PA-31 Navajo began in 1967 at Piper's facility in , and continued until 1984, resulting in a total of 3,942 units across all variants built at the site. A key milestone occurred in 1973 with the introduction of the longer-fuselage PA-31-350 Chieftain, which extended the cabin to accommodate additional passengers and became one of the most produced models in the series. Turbocharged versions, such as the PA-31-325 Navajo C/R with , followed in 1975, enhancing high-altitude performance and addressing demand for improved climb rates. The end of production in 1984 was influenced by economic pressures, including the rising fuel costs from the 1970s oil crises that diminished the appeal of piston-engine twins, as well as competition from rivals like the in the light twin market. These factors shifted buyer preferences toward more efficient alternatives during a period of market contraction for . Some PA-31 variants were also license-built abroad under agreements in Latin American countries. Piper has provided ongoing support, including service bulletins and compliance with airworthiness directives, into the to maintain the fleet's airworthiness.

Licensed manufacture

In 1970, Chincul SACAIFI, an Argentine manufacturer, entered into a licensing agreement with to assemble the PA-31 Navajo series from kits supplied by the company. Based in Pocito, San Juan province, Chincul produced variants including the PA-A-31, PA-A-31-325, PA-A-31P, and PA-A-31-350, focusing on local assembly to meet regional demand for utility and . Over the course of the program, 67 units were built, supporting civil and government operations in . These aircraft incorporated adaptations such as metric instrumentation and compliance with Argentine certifications to suit local standards. In , Aeronáutica Industrial de Colombia (Indaer), also known as AICSA, began of the PA-31 Navajo in 1974 under a similar agreement with Piper. The program emphasized military variants for the Colombian Air Force and other services, resulting in 33 aircraft assembled primarily for transport and training roles. Indaer's output included modifications for regional operations, such as integration of Colombian-sourced and adjustments for high-altitude performance in Andean environments. Embraer in secured a license from Piper in the early to manufacture the PA-31-350 Chieftain as the EMB 820C , targeting regional passenger and . Production commenced around 1982, with 81 units completed before the focus shifted to conversions by Embraer's Neiva, resulting in the EMB 821 Carajá variant. These Brazilian adaptations featured increased maximum takeoff weights to 8,003 pounds and incorporation of local for better integration with national air traffic systems. Licensed production of the PA-31 Navajo outside the concluded by the late , influenced by shifting markets, rising competition from designs, and the completion of regional contracts.

Design features

Airframe and structure

The Piper PA-31 Navajo features a low-wing configuration with an all-metal fuselage constructed primarily from aluminum alloy skins (such as 2024-T3 and 2024-T4) over bulkheads, stringers, and longerons, providing stressed-skin durability for its utility and corporate roles. The overall structure incorporates riveted aluminum alloy components for the primary , supplemented by tubing for mounts and magnesium elements in select areas, ensuring a robust, design certified under FAA A20SO for normal category operations with 6 to 8 passengers. Key dimensions for the standard PA-31 Navajo include a of 40 ft 8 in (12.40 m), an overall of 32 ft 8 in (9.96 m), and a height of 13 ft 0 in (3.96 m), facilitating its compact yet spacious layout for short-field operations and cargo transport. The wings employ a full , stressed-skin construction with spars and aluminum alloy skins varying from 0.020 to 0.064 inches thick, incorporating dihedral for lateral stability and removable tips; the structure has been tested to ultimate load factors of 150% beyond the limit loads of +3.8 g positive and -1.52 g negative, confirming its failure-proof integrity. The tricycle consists of single-wheel main units and a steerable wheel, all hydraulically retractable with air-oil struts providing 3.25 inches of static extension; the mains retract inboard into the wings, while the gear folds aft, with a of 8 ft 8 in and tread of 13 ft 9 in for stable ground handling. The uses a conventional layout with all-metal, full horizontal and vertical stabilizers, aluminum skins (0.020 to 0.040 inches thick), and dynamically balanced control surfaces including a and each with , optimized for clearance without a . Inside, the cabin supports 6 to 8 seats in club or , with provisions for via insulation materials and large access s—including an optional cargo measuring up to 48 x 52 inches on extended variants like the Chieftain—for versatile loading of passengers or freight. Ventilation includes inlets from the nose and , complemented by heating and optional evaporators, while the fuselage's Alodine-treated surfaces with chromate primer enhance resistance.

Powerplant and systems

The Piper PA-31 Navajo employs two Lycoming IO-540 series air-cooled, horizontally opposed six-cylinder, fuel-injected piston engines as its standard powerplant, each rated at 300 horsepower at 2,700 rpm. An optional turbocharged variant uses TIO-540-A series engines, each producing 310 horsepower at 2,575 rpm, to enhance high-altitude performance. Both configurations drive Hartzell HC-C3YF-1RF three-bladed, full-feathering constant-speed propellers. The system features four integral wing tanks—two main inboard tanks of 56 gallons each and two auxiliary outboard tanks of 40 gallons each—for a total usable capacity of 182 gallons of 100-octane low-lead gasoline. flows via feed to each engine's injection , supplemented by electrically driven boost pumps for engine starting, priming, and operations; optional auxiliary transfer pumps allow cross-feeding between tanks. Long-range configurations add nacelle-mounted auxiliary tanks, increasing usable to 236 gallons. The electrical system operates on 28-volt DC with a negative ground, powered by dual 70-ampere alternators (one per engine) and a single 24-volt battery, providing redundancy for essential bus circuits including ignition and . , driven by two engine-mounted gear pumps generating up to 1,500 psi, control extension and retraction via a selector and actuator cylinders, while the trailing-edge flaps achieve 40 degrees of deflection through separate electric motors. The original suite comprised Bendix or equipment, including dual KX-170 or equivalent VOR/ILS nav/com radios, an ADF receiver, DME, and a Mode C transponder for IFR operations. Environmental systems include a heater for cabin warming, drawing heated air from the engine mufflers, and optional turbocharging on TIO-540-equipped models to maintain manifold pressure above 12,000 feet. Pressurized variants, such as the PA-31P, incorporate a basic system using engine , but standard non-pressurized models rely on differential ventilation for comfort.

Variants

Standard Navajo models

The Piper PA-31 Navajo, introduced in 1967, served as the foundational model in the standard Navajo lineup, featuring a short design optimized for business and utility transport. Powered by two Lycoming TIO-540-A1A turbocharged engines each producing 310 horsepower, it accommodated 6 to 8 passengers in a club seating arrangement and had a of 6,500 pounds. Key innovations included an air-stair entry door for convenient access and a spacious cabin with , making it suitable for short- to medium-range flights. The aircraft's retractable tricycle landing gear and all-metal provided reliable performance, with a standard fuel capacity of 192 gallons enabling up to five hours of endurance. In 1967, Piper introduced the PA-31-300 Navajo as a normally aspirated variant to address markets preferring non-turbocharged operation for lower-altitude routes. Equipped with two 300-horsepower Lycoming IO-540-M1A5 engines, it retained the 6- to 8-seat configuration and 6,500-pound of its predecessor but featured minor enhancements in cabin and standard for improved comfort and pilot workload. Production of this model was limited, with only 14 units built between 1967 and 1969, reflecting its niche appeal compared to the more versatile turbocharged options. The PA-31-310 B and C models, produced from to , represented evolutionary updates to the baseline turbocharged design, incorporating aerodynamic and comfort improvements. Both variants used 310-horsepower Lycoming TIO-540-A2C engines, maintaining the 6,500-pound and seating for up to 8 passengers, but introduced redesigned engine cowlings for better cooling and reduced drag, along with square cabin windows replacing the original rounded ones for a more modern aesthetic. The B added options like and rear nacelle storage lockers, while the C model standardized three-bladed propellers and optional turbochargers for enhanced high-altitude capability, with a single-engine service ceiling exceeding 15,000 feet. These changes addressed feedback on noise and visibility, boosting the model's appeal for executive transport. Responding to demands for superior climb performance in high-altitude environments, Piper launched the PA-31-325 Navajo in 1975, upgrading to two counter-rotating 325-horsepower Lycoming LTIO-540-F2BD turbocharged engines. This configuration achieved a sea-level climb rate of approximately 1,200 feet per minute, significantly better than prior models, while preserving the 6,500-pound and 6- to 8-seat layout. The eliminated critical engine-out yaw, improving handling safety, and extended engine nacelles provided additional space for baggage or auxiliary fuel. Production continued with refinements, such as enhanced de-icing systems by 1980, until the model's phase-out. Overall, the standard Navajo models collectively accounted for approximately 2,000 units produced from 1967 to 1984, with the PA-31-310 series comprising the majority at around 1,771 aircraft, followed by 1,518 total for the baseline PA-31 lineage including updates. These variants were discontinued in 1984 as Piper shifted focus toward extended-fuselage designs for greater capacity.
ModelIntroduction YearEngines (hp each)SeatsMax Takeoff Weight (lb)Key Features
PA-31 Navajo1967Lycoming TIO-540 (310)6-86,500Turbocharged baseline, air-stair door
PA-31-300 Navajo1967Lycoming IO-540 (300)6-86,500Normally aspirated, improved soundproofing
PA-31-310 B/C1972-1974Lycoming TIO-540 (310)6-86,500Updated cowlings, square windows, optional turbo
PA-31-325 Navajo1975Lycoming LTIO-540 (325)6-86,500Counter-rotating props, enhanced climb

Extended and specialized models

The PA-31-350 Chieftain, introduced as a 1973 model, extended the standard Navajo's fuselage by two feet to a total length of approximately 34 feet 6 inches, enabling seating for 9 to 10 passengers in a more spacious cabin configuration. It was powered by two 350-horsepower Lycoming TIO-540-S1AD and LTIO-540-S1AD counter-rotating turbocharged engines and incorporated a standard cargo door for improved utility in freight operations. Over 1,000 examples were produced, making it the most numerous variant in the Navajo family and a staple for regional air carriers and corporate transport. The PA-31P Pressurized , certified in 1970, built on the Navajo platform with accommodations for up to 7 passengers and two 425-horsepower Lycoming TIGO-541-E1A geared turbocharged engines, providing enhanced high-altitude performance. Its pressurization system delivered 5.0 psi differential pressure, allowing a comfortable 10,000-foot cabin altitude while cruising at 20,000 feet. This variant addressed the limitations of unpressurized twins for longer routes, though production was limited due to its complexity and cost. Introduced in 1983, the PA-31P-350 Mojave combined the Chieftain's extended fuselage with more powerful 350-horsepower Lycoming LTSIO-540-E1C turbocharged engines, along with a raised gross weight of 7,000 pounds to support operations in hot and high environments. Retaining the 5.0 psi pressurization of the PA-31P, it offered superior climb rates and payload capacity compared to earlier piston models, positioning it as a competitor to heavier twins like the Cessna 414. Only about 50 units were built before production ended in 1984, reflecting its niche appeal for demanding missions. The PA-31T Cheyenne series marked a shift to turboprop propulsion, evolving from the pressurized Navajo with PT6A engines ranging from 620 shp in the Cheyenne II (PA-31T-620) to 720 shp in the Cheyenne I (PA-31T1), enabling cruise speeds over 260 knots and service ceilings above 30,000 feet. These variants, produced from 1974 to 1991, emphasized speed and efficiency for executive and commuter services, with features like full-feathering propellers and advanced suites. Approximately 380 Cheyennes were manufactured across sub-models, though maintenance challenges with the PT6A powerplants contributed to their eventual phase-out. Specialized adaptations of the Navajo included the Colemill Panther, an aftermarket conversion that enhanced the PA-31-350 with aerodynamic modifications such as four-blade Hartzell propellers, wingtip extensions or winglets, and engine upgrades to achieve true airspeeds of 211 knots at 15,500 feet on 48 gallons per hour total fuel burn. In Brazil, Embraer produced the EMB 820C Navajo under license as a utility variant of the Chieftain, with around 50 units built for regional cargo and passenger roles, some later retrofitted with turboprop engines as Neiva Carajá for improved short-field performance. Unbuilt concepts like the T1020 and T1050 explored further extensions of the Chieftain , with the T1020 featuring a stretched for commuter applications and 21 units produced from 1981, while the T1050 proposed an additional 11-foot 6-inch lengthening for duties but never advanced beyond design stages. In recent years, aftermarket specialists such as Airborne Technologies have integrated advanced surveillance systems into PA-31 , including large carbon-fiber belly pods housing KU- and KA-band radar antennas for and testing, with installations completed in the 2020s to support modern mission requirements.

Operators

Civil operators

The Piper PA-31 Navajo has been widely utilized by civil operators for regional commuter services, charter flights, and specialized roles such as tourism and cargo transport. In Australia, Scenic Air employed the PA-31-310 for scenic tours and operations, leveraging its spacious cabin and reliable performance for passenger flights from bases like Parafield . Similarly, in , Air Iceland operated the PA-31-350 Navajo Chieftain for regional connectivity, including short-haul routes to remote areas, capitalizing on the aircraft's ability to handle challenging weather and short runways. Internationally, the Navajo supports diverse charter and feeder operations. In the , Lyddair Ltd uses the PA-31-350 Chieftain for private charter services, emphasizing its efficiency for short-haul business travel across . In the , various civil entities, including training academies and regional carriers, maintain Navajo variants on the registry for feeder routes and flight instruction, with examples like RP-C7708 serving instructional and utility purposes. As of recent data, hundreds of PA-31 Navajos remain active on the U.S. civil registry, reflecting sustained demand for applications. The aircraft's versatility makes it ideal for , air ambulance services, and hauling in remote regions. In , operators like Regal Air deploy the Navajo Chieftain for IFR commuter charters, supporting operations and passenger shuttles to isolated communities where its short-field capabilities and twin-engine redundancy are essential. In , companies such as AfriFlite utilize the PA-31 for remote and passenger missions, praising its rugged design for unpaved strips in challenging terrains like those in and . Return Africa has also introduced the Navajo for direct scenic flights to wildlife regions, such as Pafuri, accommodating up to six passengers on routes. Economically, the Navajo's operating costs—approximately $1,000 to $1,200 per hour when accounting for fuel, maintenance, and reserves—facilitate ongoing private and small-operator ownership, particularly for Part 135 certified missions. Recent trends include upgrades, such as G500 glass cockpits and dual AHRS systems, to meet modern certification standards and enhance safety for commercial use. These modifications sustain the type's relevance in cost-sensitive environments like Alaskan and African charters.

Military operators

The Piper PA-31 Navajo and its variants have been employed by various and forces worldwide, primarily in , , liaison, and roles due to their reliability, short-field , and capacity for up to nine passengers or light . Some units received performance enhancements like the Colemill Panther conversion, featuring 350 hp Lycoming TIO-540-J2B engines for improved speed and climb. The utilized PA-31 Navajos for duties from the 1980s to at least the early 2000s. The acquired over 20 units starting in 1975 for general transport and utility tasks, including some equipped with for ; the operated Panther-converted variants for similar roles. The Spanish Air Force operated three PA-31P Pressurized Navajo aircraft from the early for liaison and training, designated E.18-1 through E.18-3; these were retired in the and one example (E.18-3) is preserved at the Museo del Aire in . The Venezuelan Air Force employed Navajos for counter-insurgency operations, while the used them in utility roles. The also operated PA-31 variants for utility and transport missions. Historically, approximately 100 PA-31 units served in military capacities across these and other nations, though many have been phased out in favor of modern turboprop aircraft like the Cessna Caravan; limited active service persists in secondary roles with some operators as of the early 2020s.

Accidents and incidents

Notable accidents

One of the most significant incidents involving the Piper PA-31 Navajo occurred on December 23, 1983, at Anchorage International Airport in Alaska. A SouthCentral Air Piper PA-31-350 Chieftain (registration N35206) collided head-on with Korean Air Lines Flight 084, a McDonnell Douglas DC-10-30 cargo aircraft, during the Piper's takeoff roll on runway 6L in dense fog. The Piper was destroyed upon impact, resulting in the deaths of the pilot and one passenger; both occupants were killed instantly. The DC-10 overran the runway end, caught fire, and was also destroyed, though all 25 crew and passengers survived with minor injuries. The National Transportation Safety Board (NTSB) determined the probable cause as the disorientation of the Korean Air Lines Flight 084 captain in the fog, which led him to take off from the wrong runway, combined with air traffic controller errors in issuing clearances. The collision led to the temporary closure of Anchorage's main runway for several days, disrupting air traffic in the region. Another fatal accident took place on May 31, 2000, involving Whyalla Airlines Flight 904, a Piper PA-31-350 Chieftain (VH-MZK) en route from Adelaide to Whyalla, Australia. Shortly after takeoff from Adelaide Airport at night, the left engine suffered a catastrophic failure due to a fatigue crack in the crankshaft, leading the pilot to issue a mayday call and attempt a ditching in Spencer Gulf approximately 28 km southeast of Whyalla. The aircraft impacted the water and sank, killing all eight people on board, including the pilot, co-pilot, and six passengers. The Australian Transport Safety Bureau (ATSB) investigation confirmed the engine failure as the primary cause, with supplementary analysis indicating that carburetor icing may have contributed by exacerbating power loss during the climb. This event prompted safety recommendations for enhanced engine inspections, improved icing awareness in pre-flight briefings, and procedural reviews for twin-engine operations in similar aircraft. On July 26, 2025, a Piper PA-31 Navajo C (registration C-GYYP), operated by Kîsik Aerial Survey Inc. for a survey flight, crashed into terrain approximately 1 km south of Deer Lake Regional Airport in Newfoundland and Labrador, Canada, shortly after departing runway 25. The aircraft, carrying a pilot and one passenger, impacted the ground during initial climb, resulting in the deaths of both occupants. The Transportation Safety Board of Canada (TSB) launched an investigation (A25A0042), focusing on potential weather-related factors, including possible icing conditions encountered during the low-altitude flight in the region's variable summer weather; the probe remains ongoing as of November 2025, with no preliminary cause determination released. ADS-B data showed the aircraft reaching about 600 feet before a rapid descent and loss of signal. During the 1970s, the PA-31 series experienced multiple incidents related to failures in the United States, highlighting early design and maintenance challenges. These incidents contributed to subsequent airworthiness directives from the emphasizing reinforced gear components and pilot training.

Safety record

The Piper PA-31 Navajo has demonstrated a relatively favorable safety record among twin-engine . This rate is lower than that of contemporaries such as the , which recorded 4.7 accidents per 100,000 hours over the period 1982–1993. Primary causes of accidents in the PA-31 fleet have included engine and malfunctions, often linked to maintenance deficiencies in aging airframes, as well as fuel system mismanagement leading to . Single-engine failures represent a notable in twin-engine operations like the PA-31, though the aircraft's incorporates redundancies to mitigate controllability issues post-failure. Unpressurized variants are particularly susceptible to icing conditions, which have contributed to in-flight upsets and loss of control in adverse weather, prompting specific airworthiness directives. Maintenance lapses in older models, including improper assembly of and gear systems, have also been recurrent factors in incidents involving fires or system failures. The (FAA) has issued several airworthiness directives (ADs) to address these vulnerabilities in the PA-31 series. For instance, AD 77-12-06 requires inspection and potential rework or replacement of certain Hartzell propellers installed on PA-31 to prevent . More recently, AD 2015-24-05 mandates the installation of a system management placard and revisions to the flight manual limitations section, following accidents attributed to fuel starvation due to tank design limitations. The (EASA) has harmonized several of these directives for operations in Europe, such as US-2017-10-20 for bulkhead inspections, ensuring consistent safety standards across regions. Post-2000 modifications, including supplemental type certificate (STC) engine upgrades such as the Colemill Panther conversion to 350-horsepower Lycoming TIO-540 engines, have improved single-engine performance and overall reliability, potentially reducing failure risks in the fleet. With the average PA-31 airframe age reaching about 45 years as of 2025—given production from 1967 to 1984—these enhancements, combined with mandated enhanced inspections under aging aircraft programs, help address corrosion and fatigue concerns in extended-service aircraft.

Preservation

Aircraft on display

Several preserved examples of the Piper PA-31 Navajo and its variants are on display in aviation museums around the world, highlighting the aircraft's historical significance in utility and roles. One notable exhibit is a PA-31P Pressurized Navajo (c/n 31P-7300146, military serial E.18-3) at the Museo del Aire in , , which served with the Spanish Air Force before being preserved as a static display representing multi-role operations. In , the Musée de l'Aéronautique Navale at Rochefort features a PA-31-310 B (c/n 31-7300925, serial 925), formerly used by the for training and surveillance, now maintained in static condition for educational purposes. This example underscores the Navajo's adaptability for tasks. Another international display is VH-PDN, a PA-31-310 Navajo operated by Bassair in , preserved at the Central Australian Aviation Museum in as part of an exhibit on regional air transport history. These pieces are generally in non-flying condition, suitable for static viewing and occasional demonstrations where permitted, and are accessible to the public through standard museum admissions, contributing to broader efforts in heritage preservation.

Current status

As of , many Piper PA-31 Navajo aircraft remain active worldwide, based on production totals of nearly 4,000 units with many continuing in service decades after manufacture. The majority operate in civil roles such as , , and personal transport, while others serve purposes in countries including , , and , often for surveillance and utility missions. The highest concentrations are in the United States with over 1,600 registered examples, followed by and various South American nations where the type supports regional and remote operations. Modernization efforts focus on avionics retrofits to meet current regulatory standards and enhance safety, including installations of GFC 500 autopilots and ADS-B transponders compliant with the 2020 FAA mandate. Interior refreshes commonly feature upgraded leather seating and LED cabin lighting for improved comfort, while performance enhancements like the Colemill Panther speed kit—incorporating new Lycoming TIO-540 engines and four-blade propellers—remain available for installation. Airworthy PA-31 examples command market values between $200,000 and $500,000, depending on condition, total time, and upgrades, with steady demand driven by conversions for roles in logistics. The aircraft's future outlook remains positive for niche applications, particularly in rugged terrains, supported by its robust design and availability of parts despite the type's age, with ongoing restorations noted in owner communities as of 2025.

Specifications

The Piper PA-31-310 Turbo , the primary production variant of the family, is a twin-engine designed for passenger and cargo transport, accommodating a crew of 1–2 pilots and up to 7 passengers in its standard configuration. The measures 32 ft 8 in (9.96 m) in , with a of 40 ft 8 in (12.40 m) and a of 13 ft 0 in (3.96 m). Its wing area is 229 sq ft (21.3 m²). The basic empty weight is 3,842 lb (1,742 kg), while the maximum takeoff weight is 6,500 lb (2,948 kg). It has a usable fuel capacity of 182 US gal (151 imp gal; 689 L). Power is provided by two Lycoming TIO-540-A1A turbocharged horizontally opposed six-cylinder piston engines, each rated at 310 hp (231 kW). Each drives a three-bladed constant-speed . offers 151 cu ft of volume, with 31 cu ft dedicated to baggage storage.
CharacteristicSpecification
Crew1–2
Capacity7 passengers
Length32 ft 8 in (9.96 m)
Wingspan40 ft 8 in (12.40 m)
Height13 ft 0 in (3.96 m)
Wing area229 sq ft (21.3 )
Empty weight3,842 lb (1,742 kg)
Max takeoff weight6,500 lb (2,948 kg)
Fuel capacity (usable)182 US gal (151 imp gal; 689 L)
Engines2 × Lycoming TIO-540-A1A, 310 hp (231 kW) each
Propellers3-bladed constant-speed
Cabin volume151 cu ft
Baggage volume31 cu ft

Performance

The Piper PA-31-310 Turbo Navajo demonstrates reliable performance for short- to medium-range operations, with capabilities optimized for its twin-engine configuration and typical loading. Its maximum speed reaches 226 kn (260 mph, 419 km/h) at 15,000 ft (4,600 ), providing efficient high-altitude transit. In cruise, the aircraft attains 215 kn (247 mph, 398 km/h) at 75% power, balancing speed and for standard missions. The range with maximum fuel stands at 840 nmi (966 mi, 1,556 km), while the ferry range extends to 1,000 nmi (1,150 mi, 1,852 km) under optimal conditions with auxiliary fuel provisions. The service ceiling is 26,300 ft (8,020 m), allowing access to higher altitudes for smoother rides and better weather avoidance. The initial is 1,395 ft/min (7.1 m/s), supporting quick ascents from short fields. measures 28.4 lb/sq ft (139 kg/m²), contributing to stable handling across its operational envelope. Takeoff performance requires 1,760 ft (536 m) to clear a 50 ft obstacle, making it suitable for many regional airports. distance from 50 ft is 1,690 ft (515 m), aided by effective flap deployment and propeller control. Fuel consumption at cruise typically totals 34 gph, varying with power settings and altitude for economical operations.
Performance ParameterValueConditions/Notes
Maximum speed226 kn (260 mph, 419 km/h)At 15,000 ft
Cruise speed215 kn (247 mph, 398 km/h)At 75% power
Range with max fuel840 nmi (966 mi, 1,556 km)Economy cruise
Ferry range1,000 nmi (1,150 mi, 1,852 km)Maximum fuel, no reserves
Service ceiling26,300 ft (8,020 m)-
Rate of climb1,395 ft/min (7.1 m/s)Sea level, standard conditions
Wing loading28.4 lb/sq ft (139 kg/m²)At
Takeoff distance to 50 ft1,760 ft (536 m)Sea level, standard day
Landing distance from 50 ft1,690 ft (515 m)Sea level, standard day
Fuel consumption at cruise34 gph totalAt 75% power

References

  1. https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/piper-navajo-chieftain
  2. https://simpleflying.com/piper-pa-31-navajo-guide/
  3. https://planeandpilotmag.com/piper-pa-31-navajo/
  4. https://aviationconsumer.com/aircraftreviews/piper-pa-31-navajo/
  5. https://piperowner.org/four-decades-of-piper-navajos/
  6. https://piperflyer.com/piper-twin-engine/55-pa-31/26-pipers-pa-31-twins.html
  7. https://www.airliners.net/aircraft-data/piper-pa-31-navajopressurized-navajo/311
  8. https://drs.faa.gov/browse/excelExternalWindow/C19665EBEF68D79A862587FA00708E5C.0001
  9. https://aerocorner.com/aircraft/piper-pa-31-navajo/
  10. https://www.airtattoo.com/riat-2023/aircraft/piper-pa-31-navajo-civilian/
  11. https://pilotweb.aero/aircraft/flight-test-piper-pa-31-navajo-chieftain-6299632/
  12. https://aviationconsumer.com/aircraftreviews/piper-navajo/
  13. https://www.piper.com/wp-content/uploads/2021/01/Service_Bulletin_Letter_Index.pdf
  14. https://www.federalregister.gov/documents/2013/06/12/2013-13666/airworthiness-directives-piper-aircraft-inc-airplanes
  15. https://www.airvectors.net/avaztec.html
  16. http://www.aeroelectric.com/Reference_Docs/Piper/pa-31_pa-31-300-325_smv1994.pdf
  17. https://www.globalair.com/aircraft-for-sale/specifications?specid=443
  18. https://flighttest.net/POH_Files/POH_PA-31-310_1970.pdf
  19. https://www.aeroelectric.com/Reference_Docs/Piper/pa-31_pa-31-300-325_pcv1994.pdf
  20. https://www.aeroelectric.com/Reference_Docs/Piper/pa-31_pa-31-300-325_smv1994.pdf
  21. https://piperflyer.com/piper-twin-engine/55-pa-31/975-the-piper-navajo-the-last-of-the-lock-haven-planes.html
  22. https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-guide/aircraft/piper-chieftain-pa-31-350
  23. https://piperowner.org/navajo/
  24. https://www.flyingmag.com/this-1984-piper-pa-31p-350-mojave-is-a-long-range-high-flying-aircraftforsale-top-pick/
  25. https://www.globalair.com/aircraft-for-sale/specifications?specid=267
  26. https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/piper-cheyenne
  27. https://aviationconsumer.com/aircraftreviews/piper-pa-31t-cheyenne/
  28. https://www.aopa.org/news-and-media/all-news/1999/november/pilot/colemill-panther-navajo
  29. https://www.airbornetechnologies.at/en/news/upgrade-for-santa-now-ready-for-the-really-big-gif/
  30. https://www.airhistory.net/photo/31829/VH-KTD
  31. https://www.planelogger.com/Aircraft/Registration/TF-JMI/1080845
  32. https://flyingassist.com/f/private-jet-flight-charter-operators-in-united-kingdom/
  33. https://www.jetphotos.com/photo/10879350
  34. https://regal-air.com/alaska-air-charter/alaska-ifr-commuter-aircraft-charters/
  35. https://afriflite.com/piper-pa-31-navajo/
  36. https://returnafrica.com/return-africa-launches-new-aircraft-for-direct-flights-to-pafuri-region/
  37. https://www.aircraftcostcalculator.com/AircraftOperatingCosts/355/Piper%2BNavajo%2BChieftain
  38. https://www.pacificcoastavionics.com/pages/piper-panel-upgrades
  39. https://piperowner.org/owners-perspective-navajo/
  40. https://simpleflying.com/piper-pa-31-guide/
  41. https://www.netairspace.cc/photos/ARC514/Colombia_Navy/Piper_PA-31-350_Navajo_Panther/BAQ_SKBQ_Barranquilla_Ernesto_Cortissoz_International/photo_299359/
  42. https://www.airliners.net/photo/Spain-Air-Force/Piper-PA-31P-425-Pressurised-Navajo/7565091
  43. https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8410.pdf
  44. https://www.atsb.gov.au/sites/default/files/media/24343/aair200002157-A_001.pdf
  45. https://www.tsb.gc.ca/eng/enquetes-investigations/aviation/2025/a25a0042/a25a0042.html
  46. https://asn.flightsafety.org/wikibase/13581
  47. https://airfactsjournal.com/2015/09/crashes-now/
  48. https://www.aopa.org/news-and-media/all-news/1995/july/pilot/baron-safety-review
  49. https://www.federalregister.gov/documents/2000/03/23/00-7224/airworthiness-directives-the-new-piper-aircraft-inc-pa-31-series-airplanes
  50. https://www.atsb.gov.au/publications/occurrence-briefs/2018/aviation/ab-2018-130
  51. https://drs.faa.gov/browse/excelExternalWindow/D4E2B0DCA4C587FB86256E4B005E7238.0001
  52. https://www.federalregister.gov/documents/2015/12/08/2015-30633/airworthiness-directives-piper-aircraft-inc-airplanes
  53. https://ad.easa.europa.eu/ad/US-2017-10-20
  54. https://piperflyer.com/piper-twin-engine/55-pa-31/711-from-nosecone-to-tailcone-a-total-renovation-of-the-pa-31.html
  55. https://www.esscoaircraft.com/blogs/news-1/number-15-in-100-in-100-the-piper-pa31-navajo-%25F0%259F%259B%25A9%25EF%25B8%258F
  56. https://www.airhistory.net/photo/791351/E18-3
  57. https://www.airhistory.net/photo/365384/925
  58. https://www.airhistory.net/photographer/17/David-Carter-Collection
  59. https://www.pipermuseum.com/
  60. https://www.globalmilitary.net/aircraft/pa-31-navajo/
  61. https://aviationconsumer.com/aircraftreviews/piper-navajo-2/
  62. https://www.jaair.com/top-10-must-have-avionics-upgrades-for-2025
  63. https://www.mikejonesaircraft.com/pricesheet_piper.htm
  64. https://planephd.com/wizard/details/532/PIPER-PA-31-310-Turbo-Navajo-specifications-performance-operating-cost-valuation
  65. https://www.globalair.com/aircraft-for-sale/specifications?specid=890
  66. https://www.globalair.com/aircraft-for-sale/specifications?specid=125
Add your contribution
Related Hubs
User Avatar
No comments yet.