Piper Lance
PILOT FLIGHT CHECK:ThePiper LanceThink of it as a Cherokee GTby WIlllAM GARVEY/AOPA 480899 Piper's Cherokee Six has always seemed a good planecompromised, as if its design team had been given carteblanche on the body but some stockholder's mother hadgotten to build the gear.The result was a roomy, fine-fuselaged craft, but oneperched snout-high and stiffly, its wheels housed in warsurplus drop tanks.Despite this awkward silhouette, the Six has been wellreceived. Its half-dozen seats, commendable range, modestspeed and commensurate price make it a fine family / charterwagon, the role it has played best. Piper has produced 3,115such wagons since the Six was introduced in 1965 andmight have happily left weIl enough alone.But then came a beast named Agnes and a man namedLynn.The former, a hurricane, destroyed 20 million worth ofaircraft and equipment at Piper's Lock Haven, Pa., plantin 1972. One important fatality was the Piper Comancheline, whose production tooling disappeared forever beneaththe bloated Susquehanna River.With the Comanche lost, Piper was without an aircraftto compete in the high-performance, single-engine market.This forfeiture has become increasingly significant recently,as rising avgas prices and lower auto speeds have placedsuch aircraft at a premium. As an indication of this market'sactivity, Cessna has doubled its 210 Centurion productionsince the time of the Comanche's demise.Piper needed something. What it got was J. Lynn Helms,a straight-thinking, plane-smart executive who was voted its26THE AOPA PilOTIDECEMBER1975president last year. Helms recognizedthe market void and figured that with alittle reworking, Piper's station wagoncould become a Cherokee CT.The metamorphosis took ten years,but the retractable Cherokee Six isfinaIly here. It's called the CherokeeLance, and it's a comer.Helms, in unveiling the Lance to theaviation press, predicted the new/oldairplane would capture 25'70 of the highperformance single market during itsfirst sales year. That's an ambitiousgoal-about250 airplanes-butperhapsnot an unrealistic one.Listed at a 48,300 base price, the
Photo by Don Downie.Lance will most likely win the 1976price war with the Centurion and BeechBonanza line, its most direct six-placecompetitors.A more realistic pricefigure, however, is 63,000-that'swhatPiper figures the average IFR Lance willgo for.Combine the Lance's price advantagewith its 1,055-mile advertised range, its182-mph cruise, 1,690-pound usefulload, 2,000-hour-TBO Lycoming 10-540powerplant, and the roomy old Six'srecord of durability, and you wonderwhy Piper waited this long to retractthe gear.Apparently early engineering studiesshowed that retracting the gear wouldgain the Six a paltry 6 mph in cruisewhile costing dearly in dollars and load.Consequently the project was canned.But then came Helms. He said, "Do it,"and so they did.The major problem confronting BillBarnhouse and his Vero Beach engineerswas how to minimize power loss on the300-horse Lycoming. This was achievedby redesigning the aircraft's inductionand exhaust systems.By mounting a forward-facingairscoop on the Lance's port-side cowling,the designers increased ram-air effectto the fuel-injector system and providedthe engine with cooler air, making itmore efficient at altitude. Rework on theexhaust system minimized back pressure and also provided the Lance withan aesthetic bonus: three stubby stacksprotruding from the forward starboardcowl.These changes, combined with, thedisappearing gear, put the Lance's emptyweight at 1,910 pounds, versus theCherokee Six 300's 1,824. However, theLance's gross weight went up to 3,600pounds, versus the Six 300's 3,400pounds. That's a 114-pound increase inuseful load.Furthermore, the cruise boost was notDECEMBER1975 I THE AOPA PILOT27
The Lance'sSix'snew gear gives the aircraft a near-levelstance. aiding taxiingsilhouette.Photos by the author except as noted.visibilityand ridding the Lance of the Cherokeesnout-highOverallTHE PIPER LANCE continuedthe measly 6 mph earlier forecast, butrather a 14-mph increase over the cruiseof the Lance's fixed Six brother (168mph). The engineers had done their jobswell.While ancillary engine modificationshave aided the Lance's performance, themost important (and immediately apparent) difference in this newest 6/7-placeCherokee is its retractable gear. The twomain wheels were plucked right out ofthe Seneca's parts bin, while the nosegear was donated by the Arrow. Thisnew gear not only makes the Lancequicker, once airborne, but easier to taxitoo, because it lowers the aircraft's nosehigh attitude to a near-level one. The oldCherokee Six never looked better .The Lance's designers also borrowedthe Seneca's fuel-tank system, consisting of two tanks per wing with a total98-gallon (94 usable) capacity. There'sa single filler neck on each wing. Piperhas added exterior fuel gauges for both28THE AOPA PILOTIDECEMBER1975panellayoutis logical and readable. Special plaudits goto the fuel selector (located below the powerquadrant) for its simplicity.
PIPER CHEROKEE LANCESpecificationsEnginePropellerLycoming IO-540·K1A5Hartzell, 80-inch,constant-speed6/73,600 Ib1,910 Ib32 ft 9 in174.5 sq ft20.6 Ib/sq ft27 ft 8 in8 ft 2 in200 IbSeatsGross weightEmpty weightWingspanWing areaWing loadingLengthHeightBaggage capacityFuel capacity(usable)94 gal12 qtOil capacityPerformanceMax speedCruise speed, 75% powerStall speed (400 flap)Range, no reserve:75% power65% power55% powerTakeoff:190 mph182 mph70 mphGround roll (250 flap)Over 50-ft obstacle (250 flap)Landing:Ground rollOver 50-ft obstacleRate of climb960 ft1,660 ftService ceilingBase price1,0051,0601,120mimimi880 ft1,670 ft1,000 [pm14,600 ft 48.300inboard tanks to facilitate solution ofreal-life weight-and-balance problems.Inside, the Lance is almost identicalwith its brother Sixes, or, put anotherway, is the same as a Seneca, but withfewer switches to contend with.Top to bottom and side to side, thecabin is four feet square. No elbowrubbing here. There's a narrow aisle between passenger seats in the center ofthe 13-foot-long shen, but the walkwaydisappears with the addition of an optional center-row jump seat.When talk of the then-unseen Lancefirst circulated, one Piper salesman saidhe hoped club seating (Le., middle seatsfacing aft, last row facing forward)would be offered as an option. Wen, hiswish didn't come about, which is reanytoo bad. The Lance's school-bus arrangement of forward-facing seats makes fordifficult movement into and within theaircraft. When that seventh seat isadded, forget any movement at al1.The reclining seats themselves arefirm, but comfortable enough for thosefour-hour cross-country legs. A verticallyadjustable seat is available for both pilotand copilot, and is an absolute "must"for the former. It's about nine feet fromyour eyebans to the spinner tip, so unless you're built like a Boston Celticscenter you'll have to adjust upwards tosee down over that nose.Ventilation is quite good, and airconditioning-a 1,755, 70-pound option-isa blessing on those ohmygodsummer ramps.There are two luggage compartments,one in the nose and one behind the lasttwo seats. While both are rated for 100pounds, the forward one has just sevencubic' feet of volume, while the aft compartment behind the last seats can swallow 20 cubic feet of miscenany. Removethe passenger seats and you've got amini-freighter.This year Piper has reengineered themain doors on an its 'Cherokees. Thenew door, containing half the parts ofits predecessor, has a one-piece skin anda one-piece inner pane. The result is lessnoise and a tighter fit for a substantialreduction in air and moisture leakage.Such improvements are commendable,but one problem I think still unsolved inthe Lance and its brothers is not somuch the type of door, but the number.There are only two: one at the copilot'sseat and one beside the rearmost, portside passenger. Why some lightplanemanufacturers-Piperis not alone-aresuch skinflints with doors is a continualpuzzlement. The paucity of doors canmake passenger entrance to and egressfrom these aircraft an awkward, bumbling affair. It shouldn't be.Panel layout for the Lance is logicaland handy, with ample room to equipthe most demanding and wealthiest ofinstrument pilots. The Lance we flew recently, N1594X, was equipped with dualnav/coms,ADF, DME, RNAV, transponder, switch panel, encoding altimeter, radar altimeter, HSI, EGT, dualglideslopes, TAS indicator, three-axisautopilot, and air-conditioning,amongother things. There was actually roomon the panel for more, but I'm not sureit's been invented yet.These and other options, such as anELT, soundproofing, a jump seat, andan adjustable pilot's seat, added 252.2pounds to 94X's empty weight and raisedthe sticker price to 81,320.As equipped, 94X had a basic emptyweight of 2,230.9 pounds, leaving a useful load of 1,369.1 pounds. If you subtract from this 564 pounds (94 gallons)of 100 octane and 22.5 pounds (12quarts) of oil, you've got 782.6 poundsleft to devote to people, pets, petunias,or whatever. Obviously, with full tanks94X was not a seven-, six-, or even a fivepassenger airplane (using a 170-poundstandard per passenger).If you were to place seven standardweight people upon 94X's seven seats,you could pump 26 ganons of fuel intothe tanks and fly, say, 200 miles. Technicany you could fly farther (figuring16 gph), but who would go with you?It should be remembered, however,that 94X is not your typical Lance. MostLances will likely leave the factory witha lighter load of options. Furthermore,that seventh seat is more suited for children than adults.Now, let's take a Lance equipped similarly to 94X, but without the 4.2-poundRNAV, the 5.4-pound radar altimeterand the 70 pounds of air-conditioning.Were you to load that airplane with six170-pound passengers and one 50-poundchild on the jump seat, you could stillpump 60 ganons of fuel into the tanksand carry that crew some 600 miles.Those figures would have to be adjusteddownward if you planned on taking baggage, but they do underscore the Lance'sload-carrying and range capabilities.We carried nowhere near such a loadon our flight check. With fun tanks andabout 380 pounds of passengers andgear, 94X had a takeoff weight of 3,200pounds, or was 400 pounds under gross.The flight, a literal cross-country fromVero Beach, Fla., to AOPA's PlantationParty in San Diego, took two days, butwe could have done it in one. We covered2,250 statute miles in 13 hours, thusaveraging 173 mph. Mind you, that totaltime includes 4 takeoffs and landingsenroute.On the first leg, a 747-mile jaunt fromVero to Lafayette, La., our time was4: 10, which averages out to 182 mph.By the way, a sister Lance flew nonstopfrom Vero to Beaumont, Tex., an 880mile hop, and had about an hour's worthof fuel left at touchdown.Enroute cruise altitudes varied from6,500 feet up to 10,500, and we averagedjust over 16 gph for the entire trip, fromstartup to shutdown.Before any startup there's the preflight, but since it's so standard with theLance, inside and out, there's no need todwen upon it here. However, one panelfeature worth noting is the Lance'ssuper-simple fuel selector. Located belowthe power quadrant, the fuel handle canbe moved in an arc from "off" to "left"to "right," with detents for each position.The flap handle is equally simple. Positioned between the two front seats, themanually operated handle is puned upone notch for 10 degrees, two notchesfor 25 degrees, and three notches for thefull 40 degrees of flap.Takeoff cans for 10 degrees of flap(25 degrees for short fields) and somefirm right rudder once that fuel-injectedLycoming is brought up to full bore.Start back pressure at 65-70 mph andyou're flying seconds later.Piper has adapted the Arrow's stupidpilot-proof automatic-gear system to theLance, so if you flip the gear switch andcome back on power before reaching100-110 mph, the wheels will remainwhere they are. Unless intention any disengaged, the system won't permit gearretraction below 93 mph at full power orat speeds above 125-130 mph -(maximum gear retraction speed). Con ersely,if you're down to 118 mph with poweroff, or slower still but with some power,the gear will drop automaticany.A gross-weighted Lance is supposed toclimb at 1,000 fpm under standard conditions. We never had standard conditions, we were never near gross weight,DECEMBER1975I THE AOPA PILOT29
PIPER,THE PIPER LANCE continued1976 While the Lance is clearly the mostcelebrated new member of Piper's 1976family of aircraft, the company is promoting two more familiar siblings as"all new" this year as well.First is the steady old Aztec. Despitethis twin's traditional popularity, itsmarket share slipped last year, prompting Piper to devise a quick fix. Voila,the Aztec F. This latest Aztec featureslighter control forces, thanks to a redesigned stabilator, and the TEO has beenincreased to 2,000 hours on the 250horse Lycomings. One other improvement is the availability of two internal20-gallon tip tanks that boost the F model's range by 300 nautical miles.The second aircraft to undergo majormodification was the 180-hp Archer, nowdubbed the Archer II. Piper was sopleased with the public's reception of itstapered-wing Warrior two years ago thatit adapted that same wing to the Archer.The company says the new wing has improved the Archer's flight characteristics, raised its cruise speed 3 mph, to144 mph, and upped its useful load by100 pounds to a total of 1,160 pounds.One change affecting the entire Cherokee line this year is a newly designedmain cabin door. Air and water leaksaround the old doors' seals had been aperennial complaint among Cherokeeowners. The new poor, composed offewer parts and featuring a one-pieceskin, is supposed to still those complaints forever.The improvements evidenced in theLance, Aztec F and Archer II are apparently mere harbingers of greater thingsto come.Piper President J. Lynn Helms saysmillions of dollars are now being spentannually on aircraft design and development. And that figure keeps increasing.In fact, Helms said Piper's R&D budgethas more than doubled since 1973. Newplanes are on the way.The companybelievesthat thechanges made in its 17-aircraft line willhelp Piper apture an additional 2 % ofthe general aviation market in the coming year. It's no secret that next yearthey'll want more.AztecTHEFPIPER TRIBESuper CubCherokeeFlite ICherokeePathfinderCherokeeArrowIICherokeeSix PawneeBraveSeneca her"and I never saw 1,000 fpm, For example,departing Vero Beach on a warmingmorning, we showed 500 fpm at 125mph. Leaving 4,000-foot-high EI Paso in80-degree air, we were indicating 600fpm at 105 mph, Best-rate-of-climb speedis 106 mph .During airwork 6,500 feet over ElPaso, we went through a full regime ofstalls. All were straightforward and werepreceded by buffeting.With gear down and no flaps, thehorn sounded at 75 mph and the stallcame at 70 mph. With full flaps andgear, the horn came on at 62 mph andthe stall at 58. With the aircraft clean(and the automatic gear override "on"),the horn blared at 75 mph and the stallfollowed at 67 mph.With gear down and full flaps, pulling15 inches mp and 2,300 rpm, we flewmerrily along at 65 mph indicated. Control pressure was firm and responsequick throughout all maneuvers.One design drawback that becameespecially noticeable during steep turnswas the matter of visibility. The Lancehas ten windows in all, which is finewhen you're straight and level. But whenyou steepen the bank, lateral visibilitythrough either side window is nil. Justwhite wing and headliner. Not the bestof situations at busy, uncontrolled fields.The Lance manual puts approachspeed at 86 mph, a figure we chose toignore. Dale Curry, the Piper check pilot,flies his approaches at 110 mph, is downto 90 mph with full flaps at the threshold, flares at 80 mph, and touches at75 mph. I followed his example, and thelanding rolls we made seemed to bewithin the advertised figures.Three cruise checks showed the newPiper to be a good stretch runner. At6,400 feet, with 24 inches mp and 2,400rpm, we were using 75% power andtrueing out at 185 mph. Fuel burn was16 gph.At 8,500 feet with a 14 C OAT, theairspeed indicator showed 155 mph fora 182-mph true airspeed. This was with2,350 rpm and 22 inches mp, or 65% ofrated power. Fuel flow here was 14 gph.And at 10,500 feet, with an 8 C OAT,the indicator read 145 mph for a TASof 176 mph. Power was 65%, with 2,400rpm and 20 inches mp. At this poin,t theburn was down to a miserly 13 gph.During his presentation, Helms hadsaid that the Lance "is going to go a longway with us." Well, it will go a long waywith a lot of people. It will go that wayquickly and with fuel efficiency. TheLance is a plane for the times, and onewell worth the wait.030THE AOPAPILOTI DECEMBER1975
Piper has produced 3,115 such wagons since the Six was introduced in 1965 and might have happily left weIl enough alone. But then came a beast named Agnes and a man named Lynn. The former, a hurricane, destroyed 20 million worth of aircraft and equipment at Piper's Lock Haven, Pa., plant in 1972. One i
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principles and skills of biblical exegesis, and it looks into the major influence on Piper's biblical exegesis. It also describes Piper's philosophy of preaching: Piper's motivation and purpose of preaching, and it investigate great preachers who impacted Piper's preaching. It then discuses Piper's skills of expository preaching .
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Automotive EMC Introduction and Overview. 14. Automotive System RF Emissions Vehicle systems can be responsible for onboard noise generation as a byproduct of vehicle operation. In the automotive industry, this noise has been classified into two categories: – Broadband (typically due to electrical arcing) » Referred to as “Arc and Spark” noise. – Narrowband (typically due to .
