I agree on the no turbo position. While I enjoy having the Turbo because I like to get up just sub 18k where there is zero traffic at all, I don't see where a eastcoaster really needs it at all. Buuuuuttt..... As in my case, the found a clean airframe, heluva stack Turbo lance that I just could not pass up on. I've owned it for three years and the
"turbo MX is a lot" some seem to whine about has been negligible. I've had more issue with my gear than the turbo. But I will say that running a turbo take a bit more attention as it will over boost so quick on take off that you really have to pay attention or you will roast it. I generally have to pull back the prop on the T/O roll as it all comes alive or I will overboost the turbo and overspeed the prop pretty quickly.
I flight plan 140 real knots at 14.5 GPH-ish LOP...... Yesterday I ran it ROP for a bit just to mess around at 24gph and 160 knots true at 2400/30" around 6kft. Flight was too short to get up into the teens. Really, where the turbo becomes an asset is above 12k where I can run it like a raped ape. If you don't plan on that type of flying, NA is the way to go. If I had a do-over, I'd get a stiff leg PA32 because speed is not on my mind. Hauling as this crap and the kids is. Piper gear seems to always want attention before long.
Pre-buys are ala carte deals. You tell them what you want looked at. Compressions, borescope the valves, corrosion inspection, undocumented repairs and the installed equipment actually works such as the A/P, radios, indicators and such. If you have the option, see if you can get the plane to Bartelt Aviation in Sturgis, MI. They are the PA32 kings, bar none. If not, make a few calls and ask if the APs are familiar and go from there. You should go page by page, line by line over the books before ever considering a visit to the AP. You can get the ADs off the FAA website and with that list, figure out if it is done. SB1006 requires pulling all the tanks and if it has not been done, would absolutely be negotiated before I purchased. It can be expensive in labor hours assuming no corrosion is found. If it is found, hold on to your wallet! Thus, any plane w/o it, is toeing the deal breaker line for me.
Have you actually flown a PA 32 yet? It ain't no PA28. It flies very different. I owned an Archer II before I bought the Lance and it was about on par with driving a swamp skiff, then 350 horse bass boat. They do not fly the same at all. PA32s will demand you use plenty of trim after every reconfiguration. On landing, I show probably 80% nose up trim after the roll out. As soon as the wheels chirp, I must dump the all flaps immediately and power on landings are your friend. Cutting the power over the numbers almost guarantees you will drop it on the pavement. I've still got about 18" of MP in on landing at 80 knots. Usually, its a decent landing. Usually.
Absolutely use an escrow service for the plane. Just like a house, they make sure all is on the up and up. An liens transfer to the new owner. I had several on my plane that had to be resolved before the sale was complete. I recommend Aerospace Title out of OKC. They have an AOPA or EAA discount, but you have to ask. It's worth the expense you know it was all done right.
But you probably won't need to use full fuel when you've got your family along. Just figure out how much weight you'll need to carry when they are, and leave that much fuel out of it. Calculate how much time that will give you to actually fly, subtract for the reserve, and see how far you can go in one leg with them. That'll let you know whether this is the plane for you! Unfortunately, this is a demonstration of how new-ish Pipers tend to have lost a lot of their older siblings' payload over the years. 
), and I try to plan flights so that they're not too bumpy (much easier to do in the north than the south, I know).
