PlasticPilot.net

Few days ago, FGC asked me via my “Any question ?” page about my experience flying the Piper PA32 Saratoga. The first answer I can give is purely quantitative: 89:56 hours, of which 64:52 PIC and 46:26 IFR, and a total of 138 landings, all on Piper Saratoga normally aspirated (sorry, no turbo…), all equipped with HSI, GNS430 and KFC150 autopilot. I’m certainly not the most experienced pilot on this type, but I know some about it.

For those who don’t know it, the PA32 Saratoga (formally known as PA32R-301) is a six seater, low wing, all metallic aircraft, powered by a 300 HP injected AVGAS engine and a 3 blades variable pitch propeller with retractable landing gear.

Outside view
One of the negative aspects in flying the Saratoga is the rather limited forward visibility. This results from a combination of the long nose and high dashboard. The version shown on this picture, with the overhead switches, reduces the visibility even more.

When climbing at 90 knots, with a pitch between 8 and 10 degrees nose-up, don’t expect to see anything in front.

Flight Planning
The Saratoga is a plane full of possibilities. The fuel flow in cruise is slightly about 17 - 18 USG per hour, but to be on the safe (and easy) side, let’s say 20. The fuel capacity is 102 USG, so the autonomy with full tanks is 5 hours. Cruising at 150 KIAS, the range with 1 hour reserve is 600 NM. Not so bad for a single engine plane.

However don’t expect to have full tanks and 6 persons on board. The weight would be way over maximum take-off weight. So the deal is long range or full load of passengers. At least options exist. The Bonanza 33 (same speed, 5 seaters) allows for full fuel and 5 passengers, but only because the autonomy is lower.

Performance
The climb performance is impressive (600 FPM up to 7′000 feet at 93 KIAS), and en-route cruising speed is usually around 150 KIAS. Take-off and climb require massive right rudder because of the strong torque of the 300 HP engine.

As all Pipers, the pitch axis requires wide amplitude action on the control column, and this one is particularly nose heavy. Hopefully the electrical pitch trim is much faster as on the PA28, so it is usable.

It is obviously not certified for flight in icing conditions, but the 300 HP makes some reserve available in case of unexpected ice encounter. Much more reserve than on a PA28 or C172, making the escape a bit more comfortable.

Avionics
The Saratogas I flew were equipped with Bendix King avionics, including a KFC150 autopilot and a GNS430. As GFC mentionned in his question, he don’t like the KFC150 and would prefer an STEC. I don’t know any reason why an STEC could not be fitted in a Saratoga

It is possible to buy a new Saratoga from Piper with a G1000 and an STEC autopilot, but unfortunately the G1000 can’t be retrofitted (as far as I know, this is the case for all types). If you want to put glass in a Saratoga, the best option is the Garmin G600. It is not as advanced as the G1000, but it’s certainly better than old steam gauges.

Click here to see more dashboard and cockpit pictures of HB-PQN, including the digital engine monitoring sytem.

In-flight handling - it’s all about speed control
As all heavy planes, the Saratoga is relatively stable and less reactive to turbulence, but requires more anticipation. Starting a rapid descent is easy, but stopping it is a different story. Stopping a 3600 lbs plane approaching at 90kts is not exactly like stopping a 2000 lbs one approaching at 70… (do you remember the law saying that energy is half mass times speed squared ?).

The yellow arc starts at 160, but Va is about 132 at maximum take-off weight. Gear extension is hydraulic, and the emergency extension mechanism is based on gravity - no handle to turn 50 times… It can be extended at any speed below 132 kts. Flaps are electrical and really required to slow down from 150 kts to 90 kts on final.

Speed reduction is not always easy, particularly as pulling the throttle back to idle creates an actual risk of cool-shocking the engine. AVGAS plays an important role in engine lubrication, and a sudden power reduction could damage it.

Personal opinion
The Saratoga is my favorite high-performance plane, as the DA40 is my favorite mid-performance plane. I like it because it is fast, complex, and demanding. I can’t imagine a flight like the Geneva - Biggin Hill in a slower plane. 3 hours 20 was long enough !

On the negative side, the forward visibility is not excellent, as the dashboard is relatively high. And… oh… the price of 18 USG per hour and insurance of a retractable gear makes it a bit expensive.

Read more
One thing I really like on the Saratoga is the extreme simplicity of the landing gear’s emergency extension system. Click here to read more about it, and how it compares to the Bonanza’s system.