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Hi folks, would anybody here know as to where I can get the accelerate-go charts for any of the PA-31 airplanes like Chieftain, Navajo? I would really appreciate any link leading to it. Thanks.

It's a self contained unit. There is some sort of retrofit toilet that actually flushes but is still self contained. So the toilet is not pressurized. It can also serve as a seventh seat.

Piper Mojave. Cabin class with a small galley and a toilet, pressurized, your wife would love it. Will cruise at 230+ knots true at FL 250 burning 41 gph, or slow down a bit and cruise at nearly 220 knots on about 37.5 gph, slow down further and it will do 190+ knots burning 32 gph. You can...

Yes. I wouldn't want to fly one that high on regular basis, as the mask is uncomfortable. :D

I also like the Seneca I, and as recently as last week I once again toyed with the idea of the possibility of improving the OEI performance of a Seneca I by installing flap/aileron gap seals, main wheel fairings, flap track fairings, wing to fuselage fairings, Powerflow exhaust system, etc. I...

Myself, I spent almost three years as a CFIIME, and agree with you that you have to "take care of yourself" out there on the line. The Geronimo would be my second choice, and a Twin Comanche next with its spirited performance and looks. Your avatar looks like a Twin Comanche?

4600 feet.

The 114TC - turbocharged 260 hp version - will cruise at 75% of power at 20,000 feet at 200 knots true.

That is a good question. I was just about to post to see if anybody knows where I can get the accelerate-go charts for the Navajo. The accelerate-stop charts are in the POH. There is a Navajo pilot on this forum, I think his name is Ted, and I read his post once where he said Piper publishes...

Thanks for the encouraging words. :D

Guaranteed safety as it applies to engine out performance, where the Navajo will get you up and around the patch to a successful landing at an airport.

I welcome any and all input. I am trying to sort everything out, and establish the extent of this niche market. I am not "trapped" into this. As I will retire from full-time professional flying in few years, I decided I want to keep on flying, part time, spanning about four days, 24 hours, with...

I sort of also think that people don't care what they get the ratings in, and are unwilling to pay more for it - most of them. The airlines also look that the candidate meets the requirements. ME Instructors, yes they just want the add-on, so that most likely will not be a good source. Some ATP...

NYC area. It's NOT a Chieftain which has very expensive, thirsty TIO-540s. I am talking about normally aspirated short body Navajo. I'll reply to your interesting response later.

The $499 Duchess is not the only option in the area. There are 2 nice Seneca I for about $370 per hour dual, but further away from this area. Your quotes are solo I assume - without instructor?

Well this is why I posted this, to see what people think about it. I will do most - like 80% - of the maintenance myself, which I like doing almost as much as flying. This will reduce the cost. Being non-turbo also reduces the operating and maintenance cost. I am not greedy and my hourly charge...

We will open it up as necessary, do it all as required. On an ILS it's about 16 gph, on a go-around at full power around 49 gph. I think the average fuel flow during training flights will be around 25 gph.

The Ho is as docile as a Seneca, easy to fly, no big deal. This airplane inspires confidence. Well designed and built, carries ice well. If I was in some very nasty weather, I would much prefer to be in the Ho than any of the twins mentioned here. I think it's a perfect airplane for a number of...

Little bit of personal flying, but mostly training. You think insurance could be tough if the airplane was used for training?

I checked it up, at 3000 feet at 140 knots indicated - as would be during training - this bird will be at 45% of power, burning 22 gph. Not bad guys is it?