Some comments made on the PPrune website by people who actually fly or flew the PA31. It seems that the PA31, especially this pressurised version is not held in particularly high esteem. Bold red type is my highlighting.
I have about 1000 hrs on the Pressurized Navajo, may be the worst of all.
425 hp per engine but useless at heavy weights.
I used to rotate the aircraft at 95 kts, because the manual says to forget to expect any climb below that speed on one engine. So in the briefing i was always telling to my copilot that as long as we are on the ground (below 95 kts) we abort in case of engine failure, it didn't matter how long the remaining runway was.
I also used to take off with the cowl flaps closed (except in very high temperature) beacause they were real speedbrakes
425 hp per engine but useless at heavy weights.
I used to rotate the aircraft at 95 kts, because the manual says to forget to expect any climb below that speed on one engine. So in the briefing i was always telling to my copilot that as long as we are on the ground (below 95 kts) we abort in case of engine failure, it didn't matter how long the remaining runway was.
I also used to take off with the cowl flaps closed (except in very high temperature) beacause they were real speedbrakes
Gulfstreamaviator
13th Oct 2011, 20:34
fantastic aircraft, good load, and pax loved it.
BUT it is a single......with two engines.
13th Oct 2011, 20:34
fantastic aircraft, good load, and pax loved it.
BUT it is a single......with two engines.
2nd Nov 2011, 02:27
I flew Navajo a couple of hours, an easy rule:
Big guys behind Captain and First Officer seat
All luggage inside nose compartment
Girls at the back
Place of CG it's really important in those type of aircraft
I flew Navajo a couple of hours, an easy rule:
Big guys behind Captain and First Officer seat
All luggage inside nose compartment
Girls at the back
Place of CG it's really important in those type of aircraft
cant speak for the PA31-325 Navajo, but over 1000hrs on its bigger sister PA31-350 Chieftain, what a lovely aircraft, flown for "old" Airlink, and when operated within W&B limitations would perform as per the AFM.
One of my fellow PA31 Capt's had a magneto shaft failure (common shaft supplying both magneto's) after take-off at JNB, with a full load, and he climbed out and flew it all the way to a single engine landing, with a full load of pax and baggage...at MAUW
critical was getting the "barn door" cowl flaps closed ASAP on the dead engine, and not flying even slightly overloaded, and as also mentioned the CofG must also be right.
One of my fellow PA31 Capt's had a magneto shaft failure (common shaft supplying both magneto's) after take-off at JNB, with a full load, and he climbed out and flew it all the way to a single engine landing, with a full load of pax and baggage...at MAUW
critical was getting the "barn door" cowl flaps closed ASAP on the dead engine, and not flying even slightly overloaded, and as also mentioned the CofG must also be right.
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