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Piper PA-25 Pawnee
Piper PA-25 Pawnee
Piper PA-25 Pawnee
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The PA-25 Pawnee is an agricultural aircraft produced by Piper Aircraft between 1959 and 1981. It remains a widely used aircraft in agricultural spraying and is also used as a tow plane, or tug, for launching gliders or for towing banners. In 1988, the design rights and support responsibility were sold to Latino Americana de Aviación of Argentina.

Key Information

Design and development

[edit]
PA-25-235 Pawnee C at the Celje Airport

Most agricultural aircraft before 1949 were converted military aircraft and it was in that year that Fred Weick, based at Texas A&M University, designed a dedicated agricultural aircraft: the AG-1. The AG-1 first flew on 1 December 1950.[1]

During 1953, Fred Weick was approached by Piper to become a consultant on the agricultural version of the PA-18, the PA-18A, in particular to design and test a distributor for dust and seeds.[1] A few weeks later, Piper sponsored Texas A&M University to design a dedicated agricultural aircraft based on the AG-1 but to use as many PA-18A and PA-22 components as possible. The resulting design, the AG-3, was smaller than the AG-1 and had a steel tube fuselage which was fabric covered.[1] The AG-3 was a single-seat, low-wing monoplane with the wings braced to the fuselage with struts. It had a conventional landing gear with a tailwheel and was powered by a 135 hp engine.[1] The single seat was placed high in the fuselage to give the best visibility and an 800 lb-capacity hopper was fitted in front of the cockpit.[1]

The AG-3 made its maiden flight in November 1954.[2] The aircraft's flying tests were successful and, in 1957, Weick was invited to join Piper at Vero Beach, and the AG-3 was renamed the PA-25 Pawnee. The engine was upgraded to a 150 hp Lycoming O-320-A1A engine.[1] Two pre-production aircraft were built at Vero Beach in 1957 and production started at Lock Haven, Pennsylvania, in May 1959.[1]

In 1962, another prototype was built at Vero Beach with a 235 hp Lycoming O-540-B2B5 engine and production aircraft were produced at Lock Haven from 1962.[1] In 1964, the Pawnee B was introduced with a larger hopper and improved dispersal gear. The Pawnee C of 1967 was fitted with oleo shock-absorbers and other improvements; also in 1967, a 260 hp variant was introduced.[1]

Early models of the Pawnee had a single fuel tank located between the agricultural hopper and the engine. The National Transportation Safety Board recommended to Piper Aircraft that the early model PA-25's with a fiberglass fuel tank be retrofitted with a rubber fuel cell to minimize the chance of catastrophic failure and fire resulting from a crash.[3]

In 1974, the Pawnee D was introduced, with the fuel tanks moved from the fuselage to the wings; the 260 hp variant was also available with either a fixed pitch or constant-speed propeller.[1] Although still the same design as the "D", the 1980 and 1981 production aircraft were marketed as the Pawnee.[1] The final production aircraft was completed at Lock Haven on 22 March 1981, the last of 5,167 Pawnees.[1]

A useful design aspect was the ability to carry a mechanic on a jump seat fitted in the hopper to assist with operations at remote stations.[4]

On April 15, 1988, Piper Aircraft, Inc. officially sold the PA-25 series aircraft to Latino Americana de Aviación S.A in Argentina. The sale included all drawings, engineering data, parts inventory, tools, catalogs, and manuals. All support of any nature became the responsibility of the new owners.[5]

In 2019, Australia's Civil Aviation Safety Authority formally approved the issuing to eTugs of Certificates of Airworthiness in the Limited category for the purpose of glider towing. An etug is a PA-25 where the Lycoming engine has been replaced with a General Motors LS automotive engine. The advantages for glider towing, compared to a Lycoming powered PA-25, include a greater rate of climb, reduced fuel consumption, the elimination of shock cooling (since the LS is water-cooled rather than air-cooled) and a less costly maintenance regime.[6][7]

Variants

[edit]
PA-25-235 Pawnee B towing a glider
The Swift Aerobatic Display Team at Kemble Battle of Britain Weekend 2009. A Swift glider is performing continuous full rolls while being towed by a Pawnee
AG-3
Prototype built at Texas A&M University.
PA-25-150 Pawnee
Initial production version fitted with a 150 hp (110 kW) Lycoming O-320 engine. Payload of 800 lb (360 kg) powders or 145 US gal (121 imp gal; 550 L) liquids.[8]
PA-25-235 Pawnee B
Fitted with a 235 hp (175 kW) Lycoming O-540-B2B5 six-cylinder engine. The Pawnee B featured a larger hopper and an increased payload of 1,200 lb (540 kg).[9]
PA-25-235 and PA-25-260 Pawnee C
The Pawnee C was an upgraded version of the 'B' model and was available with a 235hp or a 260hp high compression version of the O-540 engine and either a fixed pitch or constant speed propeller. The fuselage of the Pawnee C featured a quickly detachable 'turtledeck' panel to ease the rinsing out of spilt corrosive agents from the fuselage structure and to facilitate servicing and inspection of components housed in the rear section of the fuselage.
PA-25-235 and PA-25-260 Pawnee D
The Pawnee D was also powered by a Lycoming O-540 of 260hp but featured fuel tanks fitted in the outer wings and metal covered ailerons and flaps. From 1980 it was known as the PA-25-235 Pawnee.
eTug
A modified PA-25 powered by a General Motors LS automotive engine driving a three-bladed propeller.[10] Other differences include a belted propeller speed reduction unit.[citation needed]
Laviasa PA-25 Puelche 235
Improved version of Pawnee built by Latino Americana de Aviación in Argentina. Powered by 235 hp (175 kW) Textron Lycoming O-540-B2C5.[11]
Laviasa PA-25 Puelche 260
Powered by 260 hp (190 kW) O-540-G2A5 engine.[11]
Laviasa Puelche Trainer
Two seat trainer version of Puelche 235 with side-by-side seating.[11]

Accidents and incidents

[edit]

Specifications (PA-25-235 Pawnee B)

[edit]
3-view line drawing of the Piper PA-25 Pawnee C
3-view line drawing of the Piper PA-25 Pawnee C

Data from Jane's All the World's Aircraft 1965–66 [12]

General characteristics

  • Crew: 1
  • Capacity: 150 US gal (120 imp gal; 570 L) or 1,200 lb (540 kg) powder
  • Length: 24 ft 7 in (7.49 m)
  • Wingspan: 36 ft 2 in (11.02 m)
  • Height: 7 ft 2 in (2.18 m)
  • Wing area: 183 sq ft (17.0 m2)
  • Aspect ratio: 7.15:1
  • Airfoil: USA 35B (modified)
  • Empty weight: 1,488 lb (675 kg)
  • Max takeoff weight: 2,900 lb (1,315 kg)
  • Fuel capacity: 40 US gal (33 imp gal; 150 L)
  • Powerplant: 1 × Lycoming O-540-B2B5 air-cooled six-cylinder horizontally-opposed engine, 235 hp (175 kW)
  • Propellers: 2-bladed McCauley 1A200/FA84 metal fixed-pitch propeller, 7 ft 0 in (2.13 m) diameter

Performance

  • Maximum speed: 110 mph (180 km/h, 96 kn) at sea level
  • Cruise speed: 100 mph (160 km/h, 87 kn) (75% power)
  • Stall speed: 61 mph (98 km/h, 53 kn) (flaps down)
  • Range: 300 mi (480 km, 260 nmi) (75% power, full fuel)
  • Service ceiling: 13,000 ft (4,000 m)
  • Rate of climb: 630 ft/min (3.2 m/s)
  • Take-off run to 50 ft (15 m): 1,370 ft (420 m)
  • Landing distance from 50 ft (15 m): 1,350 ft (410 m)

See also

[edit]

Related development:

Comparable aircraft:

Notes

[edit]

Bibliography

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Piper PA-25 Pawnee

View on Grokipedia
from Grokipedia
The Piper PA-25 Pawnee is a single-engine, low-wing developed and produced by Corporation, primarily for crop dusting, spraying, and seeding operations. Featuring a fixed tailwheel , a fabric-covered steel-tube , and a large ventral chemical hopper with a capacity of up to 150 U.S. gallons (568 liters), it was designed for rugged low-altitude flight in agricultural environments. The aircraft, which first flew in 1957 and entered production in 1959, was certified under FAA 2A10 for restricted category operations, with over 5,000 units built before production ended in 1982. Developed at Piper's facility under the initial designation AG-3 by engineer Fred Weick, the Pawnee drew on experience from the earlier PA-18 Super Cub to address the growing demand for dedicated ag-planes in the post-World War II era. It marked Piper's entry into the agricultural aircraft market, with the prototype powered by a 150-horsepower engine; production models were manufactured at the company's plant. The design emphasized pilot safety and visibility, incorporating a raised position, crash-resistant structure, and quick-access features for maintenance in field conditions. Three main variants were produced: the initial PA-25 with the 150 hp O-320 and a of 2,300 pounds (1,043 kg); the PA-25-235, introduced in 1962 with a 235 hp Lycoming O-540-B2B5 , increased to 2,900 pounds (1,315 kg), and enhanced hopper capacity; and the PA-25-260 from 1967, featuring a 260 hp O-540-G1A5 for improved performance in demanding tasks. All models shared a of 36 feet 2 inches (11.02 m), a length of 24 feet 9 inches (7.55 m), and a never-exceed speed of 136-156 mph (219-251 km/h) depending on the variant, with cruise speeds around 91-105 mph (146-169 km/h). Beyond , the Pawnee's strong made it popular as a glider tug, particularly in the Restricted and Normal categories after certification amendments. Its durability and simplicity contributed to widespread use worldwide, though production ceased as Piper shifted focus to ; the was later transferred to Lavia S.A. in in 1998.

Design and development

Origins and early prototypes

The development of the Piper PA-25 Pawnee originated from efforts to create a dedicated agricultural aircraft tailored to the needs of crop dusting and spraying operations. In 1949, aeronautical engineer Fred Weick, working at Texas A&M University in collaboration with the university's agricultural research program and the Civil Aeronautics Administration, began designing the AG-1 prototype to address safety and efficiency issues in early aerial application aircraft. This single-seat, low-wing monoplane incorporated features like a rearward-shifted cockpit for better visibility over the spray load and a chemical hopper positioned forward for balance. The AG-1 made its first flight on December 1, 1950, powered by a 225 hp Continental E-225 engine, and demonstrated improved stability during low-altitude maneuvers essential for agricultural work. Building on the AG-1's success, Weick and his team advanced the design through the AG-2 and AG-3 prototypes, with the latter involving direct input from for potential production. The AG-3, constructed largely from Piper-supplied components, featured refinements such as enhanced structural durability for rough-field operations. It achieved its first flight in November 1954 and underwent extensive testing by hundreds of farmers to validate its agricultural performance. Following successful evaluations in 1956, Piper hired Weick and acquired the design rights, redesignating it as the PA-25 prototype. Two pre-production PA-25 were built at Piper's Vero Beach facility in 1957, equipped with a 150 hp Lycoming O-320-A1A engine, and the design received its that year at a gross weight of 2,300 pounds. Key early design elements emphasized the Pawnee's agricultural specialization, including a fixed tailwheel for operations on unprepared airstrips and a low-wing configuration with struts for inherent stability at low speeds and altitudes during spraying. The forward hopper had a capacity of 100 gallons (approximately 800 pounds of liquid or dry chemicals), allowing efficient payload delivery without excessive weight shifts. Production commenced in May 1959 at Piper's plant, with the aircraft publicly introduced in August of that year. The name "Pawnee" was selected in line with Piper's tradition of honoring Native American tribes, drawing from the Pawnee people's historical reputation for endurance and resilience to symbolize the aircraft's rugged capabilities.

Production models and improvements

The production of the Piper PA-25 Pawnee commenced in 1959 at Piper Aircraft's facility in , and spanned until March 22, 1981, resulting in a total of 5,167 units built. This manufacturing run marked Piper's entry into dedicated agricultural aviation, with iterative upgrades focused on enhancing power, payload, and operational reliability for chemical dispersal tasks. In 1962, Piper introduced the Model B, designated as the PA-25-235, which replaced the initial 150 hp version with a more capable 235 hp engine. This model featured an enlarged hopper capacity of 150 US gallons (or 1,200 lb ), the addition of wing-mounted fuel tanks for improved range, and a redesigned bottom engine cowling with side exhaust outlets to optimize airflow and reduce exposure to corrosive chemicals. These changes bolstered the aircraft's durability in harsh agricultural environments, where the steel-tube was already reinforced to withstand chemical splatter and abrasion. The Model C, produced from 1967, built on these advancements with optional 260 hp Lycoming O-540 variants for greater performance in demanding conditions. Key improvements included a switch to metal fixed-pitch propellers for better resistance to wear, enhanced visibility through redesigned glazing, and the incorporation of oleo shock absorbers on the to improve rough-field handling. By 1974, the Model D (PA-25-235D and PA-25-260D) further refined the with optimized spraying systems for more precise chemical distribution and reduced drift, alongside hopper capacity of 150 gallons (1,200 lb) in liquid configurations. Additional durability enhancements, such as corrosion-resistant coatings on the and refined seals, addressed long-term exposure to fertilizers and pesticides. Piper's direct involvement ended with the cessation of production in 1981, though the design rights were sold in 1998 to Lavia Argentina S.A. (Laviasa) in , transferring support responsibilities.

Operational history

Agricultural applications

The Piper PA-25 Pawnee served primarily as a single-seat aerial applicator for dispensing pesticides, fertilizers, and seeds in agricultural operations. Its design incorporated a forward-mounted hopper with capacities ranging from 800 pounds in early models to 1,200 pounds in later variants like the PA-25-235, enabling efficient loading and distribution of chemicals or dry materials. This configuration allowed pilots to perform targeted applications over vast fields, marking it as one of the first purpose-built aircraft for such tasks following its certification in 1959. From the onward, the Pawnee saw widespread deployment in U.S. , supporting the expansion of services that treated approximately 127 million acres annually by the late . Internationally, it gained popularity in regions like and during the 1960s and 1970s for crop protection efforts, where operators valued its rugged construction for demanding environments. In , particularly , and modifications by companies such as Laviasa extended its use into ongoing agricultural spraying programs. Over its production run through 1981, more than 5,000 units were built, solidifying its role in enhancing large-scale farming efficiency worldwide. Key operational features included the ability to fly at low altitudes as low as 5 feet above the ground for precise coverage, with climb rates supporting safe turns at 60-70 mph after passes. Wing-mounted boom systems facilitated even distribution of sprays or dusts, adaptable for various applications such as dispersal in to control pests like the . These attributes made it suitable for diverse crops, contributing to its longevity in operations despite the evolution of more powerful successors. The Pawnee's adoption significantly reduced manual labor in spraying tasks, allowing farmers to cover areas in hours that would take days by ground methods and minimizing crop damage from equipment. By enabling timely interventions in and fertilization, it boosted yields in regions, with U.S. aerial applicators reporting substantial cost savings through higher throughput. Its economic influence persisted into the 1980s, as many units remained in service, underscoring the aircraft's impact on modern .

Glider towing and other uses

The Piper PA-25 Pawnee began seeing conversions for glider towing in the early , shortly after its introduction as an , with early examples like serial number 25-438—produced in 1960 and registered in 1961—adapted for this role after initial crop-dusting service. The 235 hp variant, equipped with a engine, proved particularly effective due to its high and robust construction, allowing it to serve as a reliable tug for launching gliders. This model can tow gliders weighing up to approximately 1,500 pounds—such as heavy two-seat types—at typical speeds of 70-80 mph, facilitating safe and efficient ascents for both single- and two-place sailplanes. In addition to glider operations, the Pawnee has been widely utilized for banner towing and aerial advertising in recreational and promotional contexts, capitalizing on its exceptional stability, short performance, and low speed of 53 KIAS. These attributes enable precise low-speed maneuvers essential for picking up and displaying banners over events, beaches, and urban areas, while the aircraft's forward visibility aids pilot during extended tows. Its continued employment in this capacity was evident as recently as October 2025, when a Pawnee towed advertising banners during parades in . The Pawnee has also found limited application in pilot training programs, particularly for instruction in low-level flight and rough-field operations, where its taildragger and rugged agricultural heritage provide valuable experience in regions without access to specialized trainers. Agricultural schools, such as Battlefords Airspray in , incorporate solo flights in the single-seat Pawnee to build skills in handling high-power, low-speed scenarios akin to real-world spraying or towing tasks. As of 2025, the PA-25 Pawnee remains in active service with glider clubs across the , , and , where its proven reliability supports ongoing towing operations despite the aircraft's age. Over 5,000 Pawnees were produced between 1959 and 1981, and numerous airframes continue to operate in these non-agricultural roles, including at facilities like Soaring Club in and Melbourne Gliding Club in Victoria.

Variants

Piper-manufactured variants

The Piper PA-25 Pawnee was manufactured in a series of variants by Piper Aircraft, each featuring progressive enhancements in power, capacity, and durability to meet evolving agricultural demands. All models utilized Lycoming O-series engines and were certified under FAA Type Certificate 2A8 or 2A10 for restricted category operations, with options for normal category use in non-agricultural roles such as glider towing. Key differences centered on engine output from the O-320 to O-540 series, hopper capacities ranging from 800 lb to 1,200 lb payloads, fuel system relocation to the wings for better balance, and airframe refinements for corrosion resistance and crash protection. The initial variant, the PA-25-150 Pawnee, entered production in 1959 as the first certified model, powered by a 150 hp Lycoming O-320-A1A engine driving a fixed-pitch McCauley or Sensenich . It featured a 20 hopper rated for 800 lb of dry chemicals or 145 gallons of , with 40 gallons of in a fuselage tank aft of the hopper, and a gross weight of 2,300 lb; serial numbers ranged from 25-1 to 25-731, with approximately 731 units built. This model emphasized simplicity and low operating costs for small-scale spraying, with minor tweaks including a welded steel-tube and fabric-covered Super Cub-style wings for durability in rough-field operations. Introduced in , the PA-25-235 Pawnee B represented a major upgrade with a 235 hp Lycoming O-540-B2B5 or -B2C5 engine and a larger two-blade McCauley constant-speed , increasing gross weight to 2,900 lb and hopper capacity to 1,200 lb or 150 gallons. Fuel tanks were relocated to the wings (36-42 gallons total) to improve weight distribution and safety, while enhanced dispersal systems and ventilation addressed pilot comfort in chemical environments; over 1,186 units were produced through 1967, making it the most prolific variant. These changes boosted payload efficiency and climb performance, enabling broader crop coverage without sacrificing the original's rugged design. The PA-25-235/260 Pawnee C, launched in , built on the B model with optional 260 hp Lycoming O-540-G1A5 or -G2A5 engines paired with a three-blade Hartzell or McCauley for better low-speed handling, alongside improved corrosion-resistant coatings on the metal spar and to extend service life in humid, chemical-exposed conditions. It retained the 1,200 lb hopper and wing setup but incorporated refined avionics mounts for basic ; approximately 1,758 units were built until 1974, with serial numbers overlapping later 235 models from 25-4415 onward. This variant prioritized longevity and versatility, supporting both agricultural and utility roles with a useful load approaching 1,400 lb. The final Piper-produced model, the PA-25-235/260 Pawnee D, debuted in as a refined iteration with the same 235/260 hp O-540 options and propellers, but featured the 150 gallon hopper capacity and updated compatibility for modern radios and navigation aids. tweaks included stronger bracing and optional double tail wires for stability, maintaining the 2,900 lb gross weight; about 800 units were completed by 1981, with serial numbers up to 25-8156024. These enhancements focused on operational efficiency and regulatory compliance, solidifying the Pawnee's role in before production shifted to aftermarket licensees. In total, Piper produced over 5,000 PA-25 Pawnees across all variants from to 1981.

Post-Piper and modified variants

Following the cessation of production by in 1981, the for the PA-25 was acquired by LAVIA Argentina S.A. in 1998, enabling licensed manufacturing in , under the designation PA-25 Puelche 235/260. These variants retain the core design of the original Pawnee but incorporate local adaptations, such as gull wingtips and landing gear, to enhance performance in agricultural roles. The Puelche 235 is powered by a 235 hp engine with fixed-pitch propeller options, while the Puelche 260 uses a 260 hp version, often with constant-speed propellers, supporting applications like spraying, seeding, and fire detection. LAVIA introduced modifications in later models, such as the Puelche III, featuring an increased and higher capacity to optimize operations in high-altitude environments with low temperatures and humidity, common in Andean regions. Production of these licensed variants continues as of 2025, with FAA and ANAC certifications ensuring compatibility with global standards. A dedicated two-seat variant, the LAVIA Puelche Trainer (also known as Biplaza Puelche), was developed with tandem seating and dual controls to facilitate pilot instruction in agricultural and other specialized tasks. Powered by the 235 hp Lycoming O-540-B4B5 and equipped with a 53-gallon , it supports , glider towing, and patrol duties in South American flight schools and operations. In 2019, Australia's (CASA) approved the eTug conversion for PA-25 Pawnees used in glider towing, involving replacement of the original engine with a LS1 V8 rated at approximately 300 hp, coupled via a . This modification reduces overall weight compared to the stock engine while providing 60% greater static thrust, enabling more efficient launches—such as 12 two-seaters or 15 single-seaters per engine hour—and improved rapid descent capabilities. Additionally, the eTug uses mogas fuel, eliminating lead emissions associated with and supporting environmental goals in towing operations.

Specifications

General characteristics

The Piper PA-25-235 Pawnee is a single-seat agricultural aircraft designed for low-level operations, featuring a braced low-wing monoplane configuration with fixed conventional landing gear. Its structure emphasizes durability for rough-field use, with a welded steel-tube fuselage covered in fabric and fabric-covered wings incorporating metal ailerons and flaps. The design incorporates components from other Piper models, such as Super Cub wings and PA-22 tail surfaces, to facilitate production efficiency. Key physical and weight specifications for the PA-25-235 are summarized below:
CharacteristicSpecification
Crew1 pilot
Length24 ft 9 in (7.55 m)
Wingspan36 ft 2 in (11.02 m)
Height7 ft 2 in (2.18 m)
Wing area183 sq ft (17.0 m²)
Empty weight1,523 lb (691 kg)
Max takeoff weight2,900 lb (1,315 kg)
Fuel capacity38 US gal (144 L; 32 imp gal)
Payload (hopper)1,200 lb (544 kg)
The aircraft is powered by a single Lycoming O-540-B2B5 or O-540-B2C5 six-cylinder, air-cooled, normally aspirated engine rated at 235 hp (175 kW) at 2,575 rpm. It drives a two-bladed fixed-pitch metal , typically a McCauley 1A200-FA or 1P235-AFA model with a of 84 inches (213 cm), reducible to no less than 82.3 inches (209 cm).

Performance

The Piper PA-25-235 Pawnee delivers performance tailored for agricultural and utility roles, emphasizing stable low-speed handling and efficient short-field operations at typical mission weights around 2,900 lb.
ParameterValueConditions/Notes
Maximum speed110 mphAt
Cruise speed95 mph75% power
speed50 mphFlaps down
Range300 miWith full fuel (36 gal usable)
Service ceiling13,000 ftStandard day
440–500 ft/min, gross weight, depending on
Takeoff distance500 ftOver 50 ft obstacle, , standard day
Landing distance600 ftOver 50 ft obstacle, , standard day
Fuel consumption15 gal/hrAt cruise power
Approx. 2.5 hoursFor typical agricultural missions with hopper load
These figures reflect standard configurations without chemical loads, where actual performance varies with hopper contents, altitude, and temperature; for instance, is 440–500 ft/min at gross weight including hopper load. The aircraft's wing area of 183 sq ft contributes to its forgiving stall characteristics and short takeoff capability, enabling operations from unprepared fields.

Safety and incidents

Accident statistics

According to records from the (NTSB), the Piper PA-25 Pawnee was involved in 102 accidents in the United States between approximately 1963 and 1985, with 11 of these resulting in fatalities (7 fire-related). These incidents primarily occurred during agricultural operations, highlighting the challenges of low-altitude flight in the aircraft's primary role. Of the 102 accidents, 30 (29%) involved postcrash fires. Global accident estimates for the PA-25 exceed 200 by 2025, drawing from international databases that document reported occurrences worldwide, though comprehensive tracking varies by region. Common causes of PA-25 accidents include engine failure, which has been documented in multiple NTSB investigations as a factor in forced landings during spraying missions; structural issues such as wing spar fatigue, leading to in-flight failures as identified in metallurgical examinations and prompting airworthiness directives; and during low-level operations, a prevalent issue in agricultural where or improper maneuvering contributes significantly. The fatality rate for PA-25 accidents is approximately 11% based on the early U.S. data (11 fatal out of 102 total), though broader analyses suggest rates around 10-20% in recent decades, attributed to the Pawnee's robust design features like its strengthened airframe for hopper loads. Annual incidents have declined since production ended in 1981, averaging 5-10 per year in recent NTSB summaries, reflecting reduced fleet size but ongoing use of aging airframes. Accident trends show a peak during the 1970s, coinciding with the agricultural boom and height of PA-25 production, when U.S. incidents were most frequent per NTSB records. More recently, there has been an uptick in due to prolonged use of older fleets in crop-dusting, with several reported accidents in and nearby regions from 2024 to 2025 alone, often involving engine or control issues.

Notable accidents and airworthiness directives

One notable accident involving the Piper PA-25 Pawnee occurred on August 9, 1974, near , , , when a crop-spraying PA-25-235 (G-ASVX) collided mid-air with a McDonnell Douglas F-4M Phantom FGR.2 (XV493) at approximately 300 feet above ground level. The impact, which occurred during low-level operations, resulted in the destruction of both aircraft and the deaths of all three pilots, with the Pawnee struck on its right side by the faster-moving Phantom. The investigation highlighted visibility challenges in agricultural spraying environments, where the Pawnee's low-altitude flight path and the military jet's high speed contributed to the failure of both pilots to see and avoid each other. In more recent years, a fatal glider towing accident took place on July 12, 2025, near , involving a PA-25 (N8186K) operated by the Black Hills Soaring Club. The aircraft, towing a Schweizer SGS 1-26 glider, experienced a pitch-down after the glider released at about 1,500 feet above ground level, leading to a loss of control and terrain impact with a post-accident fire; the Pawnee pilot was killed, while the glider pilot sustained serious injuries. The preliminary report noted no evidence of mechanical malfunction but indicated the towplane failed to recover from the descent. Another incident occurred on August 23, 2025, near Argusville, North Dakota, when a PA-25-235 (N7239Z) crashed in a field during agricultural operations after the pilot maneuvered to avoid a high-tension power line. The aircraft sustained substantial damage, but the sole pilot was uninjured. On December 12, 2024, a PA-25-260 (PR-BMJ) crashed and caught fire during a training flight near Nova Monte Verde, Mato Grosso, Brazil, approximately 20 minutes after takeoff from a private airstrip. The pilot, the only occupant, was killed, and the aircraft was destroyed. On September 16, 2025, a PA-25 crashed under unknown circumstances near a farm in Playa Segunda, east of Estación Naranjo, Sinaloa, Mexico, and was destroyed; the pilot's fate was not immediately reported. Regulatory responses include a 2024 airworthiness directive issued by the Civil Aviation Authority of Argentina (RA 2024-05-01, later superseded and adopted internationally), mandating eddy-current inspections of the front wing spar on PA-25 series aircraft due to multiple failures reported in Central and South American operations. This directive, adopted by authorities including CASA in Australia, requires repetitive inspections for cracks and corrosion, with affected aircraft grounded until compliance; it stemmed from at least three incidents involving spar failures during low-level maneuvers. In February 2025, the FAA issued Airworthiness Directive 2025-02-11, requiring replacement of any rudder post made from 1025 carbon steel with one made from 4130N steel on certain Piper models, including the PA-25, following discovery of manufacturing discrepancies that could lead to corrosion and failure. Compliance timelines range from 2 to 10 years based on aircraft usage. On November 17, 2025, the FAA proposed Airworthiness Directive 2025-11-18 for all LAVIA ARGENTINA S.A. PA-25, PA-25-235, and PA-25-260 airplanes, requiring inspections of the front and rear wing spars for corrosion and cracks, and applicable repairs or modifications as of November 2025. Following these events, the has issued recommendations for agricultural and operations involving the PA-25, including stricter adherence to weight and balance calculations to prevent overloads during hopper loading or , as seen in related ag investigations. Additional guidance emphasizes enhanced monitoring to detect potential issues early in high-stress applications. To address parts obsolescence and maintenance risks associated with aging , some operators have pursued eTug conversions, replacing the piston with an electric propulsion system using a LS-series motor and custom propeller reduction unit, as developed for Australian glider fleets.

References

  1. https://www.airliners.net/aircraft-data/piper-pa-25-pawnee/303
  2. https://southerneaglessoaring.com/images/Pawnee_2a10.pdf
  3. https://www.piper.com/blog/piper-history/
  4. http://www.aviastar.org/air/usa/piper_pa-25.php
  5. https://www.faa.gov/sites/faa.gov/files/about/history/pioneers/100_Years_Aerial_Crop_Dusting.pdf
  6. https://www.flyingmag.com/history-of-agricultural-aviation-a-series-of-turning-points/
  7. https://agairupdate.com/2024/06/25/the-piper-pawnee/
  8. https://www.piperflyer.com/articles/art-cats/51-magazine/article-archive/piper-models/single-engine/piper-pa-25-pawnees.html
  9. https://aerocorner.com/aircraft/piper-pa-25-pawnee/
  10. https://pawneenation.org/pawnee-history/
  11. https://aeropedia.com.au/content/piper-pa-25-pawnee/
  12. https://www.psgc.co.uk/pdf/Piper_PA25-PawneeC-POH.pdf
  13. https://laviaargentina.com/nosotros/
  14. https://airandspace.si.edu/air-and-space-quarterly/winter-2022/agriculture-air
  15. https://www.goodall.com.au/photographs/aerial-agriculture-70-2/70saerialag-2.html
  16. https://www.airhistory.net/aircraft/10714/Piper-PA-25-150-Pawnee
  17. https://www.farmcollector.com/farm-life/farmers-airforce-aerial-sprayers-zmrpz20julzbut/
  18. https://www.soaringtasmania.org.au/about-us/pawnee/
  19. https://melbourneglidingclub.wildapricot.org/page-18247
  20. https://www.sandhillsoaring.org/pawnee-pa-25
  21. http://www.airsailing.org/downloads/ASG%20TowPilotManual%20Rev46.pdf
  22. https://avgeekery.com/towing-an-aerial-banner-is-not-for-the-faint-of-heart/
  23. https://www.startribune.com/minnesota-aerial-banner-company-7-foot-tall-letters-in-sky/601466542
  24. https://www.agaviationmagazine.org/agriculturalaviation/spring_2018/MobilePagedArticle.action?articleId=1373448
  25. https://glidingaustralia.org/pa25pawneeupdate/
  26. https://www.piperflyer.com/articles/art-cats/51-magazine/article-archive/piper-models/single-engine/piper-pa-25-pawnees/157-piper-s-pest-busting-airplanes-pa-25-pa-36-pawnee.html
  27. https://www.esscoaircraft.com/blogs/news-1/number-54-of-100-in-100-the-piper-pa-25-pawnee-%F0%9F%9B%A9%EF%B8%8F
  28. https://planeandpilotmag.com/piper-pawnee-brave/
  29. https://www.airframer.com/aircraft_detail.html?model=PA_25
  30. https://laviaargentina.com/aeronave/pa-25-235-260-puelche-paso-fijo/
  31. https://piper.mundiaereo.com/
  32. https://laviaargentina.com/en/aeronave/biplaza-puelche/
  33. https://laviaargentina.com/en/
  34. https://magazine.glidingaustralia.org/features/the-development-of-etug-and-its-psru
  35. https://magazine.glidingaustralia.org/mag/GA49.pdf
  36. https://numavig.com/plans/Piper_PA-25_Pawnee/
  37. http://flsc.org/wordpress/wp-content/uploads/2023/01/POH_PawneePA25-235.pdf
  38. https://www.ntsb.gov/safety/safety-recs/RecLetters/A87_100.pdf
  39. https://aviation-safety.net/wikibase/type/PA25
  40. https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38483/pdf
  41. https://asn.flightsafety.org/wikibase/40252
  42. https://www.ntsb.gov/safety/safety-studies/documents/sir1401.pdf
  43. https://www.agaviationmagazine.org/agriculturalaviation/winter_2024/MobilePagedArticle.action?articleId=1941345
  44. https://aviation-safety.net/wikibase/470438
  45. https://aviation-safety.net/wikibase/459196
  46. https://assets.publishing.service.gov.uk/media/5422fd5ae5274a13140008c3/9-1975_G-ASVX_and_XV493.pdf
  47. https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200517/pdf
  48. https://asn.flightsafety.org/wikibase/540766
  49. https://asn.flightsafety.org/wikibase/470438
  50. https://aviation-safety.net/wikibase/545078
  51. https://www.osac.aero/view/294590
  52. https://www.govinfo.gov/content/pkg/FR-2025-02-13/pdf/2025-02666.pdf
  53. https://www.federalregister.gov/documents/2025/11/18/2025-20084/airworthiness-directives-lavia-argentina-sa-airplanes
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