I heard it was 12 knots. If true, hardly enough to justify the extra cost of maintenance and insurance. Does anyone have any first hand knowledge of this?

Probably even less, if ruling out turbo models which are only Lance. Here are the book (or rather, marketing) numbers:

http://airmart.com/sites/default/files/ ... pecs_0.pdf
http://airmart.com/sites/default/files/ ... rmance.pdf

As somebody with a 6-300, the absolute numbers are probably a couple knots optimistic (and assume later year models with already some aerodynamic improvements), but in relative terms shows that the difference would be <10 knots.

What would make it more of a difference: Lance aerodynamic mods such as the Lopresti cowl, or turbo models up high.

Christian, the first chart you linked shows that the cruise airspeeds are 15 knots different. That's also about the difference between a 182 and 182RG.

My 6-300 straight-wing fixed-gear had every speed mod avail except the lopresti cowl. I chronicled them all and they cumulatively increased cruise speed by 7-8 knots true at 8K. Note getting rid of the ADF long wire was a part of that.

The result was a cruise speed of 140-145 kts true, depending on weight
IOW all those goodies brought it up to the speed that the piper marketing dept claimed from the factory.

Nice plane though. Tough to give up the space.
This pic was mid-mods. I had started with the inner wheel pants.

What you are looking at is the difference between the the 6 260 and the 6 300. I question that a 15% increase would result in that much speed increase by the way

I cruise around 140kts LOP in my Turbo Lance. That’s about 13.5 gph. If I want to go fast, it will do 162ish on 24 gph. Heat is my problem. Probably not an issue on an NA bird.

Like the postal service, if it fits, it ships. It’s no Cadillac Bo, but almost nothing has to be left behind.

Only had the Six 300 for about 80hrs worth. 1969 model, no speed mods but slippery paint and brand new engine. Planned 145kts would typically sit right at 148 on 15.5 per hour.

I know it sounds fast compared to others but it would do it every time

I can typically get 142-145KTAS at 7-9k in our straight wing Six (PA32-300). No speed mods other than wheel pants. Three bladed prop. Low time Factory Reman IO540. 12.5-13.0 gph LOP @65% power. slower if super heavy and hot. Amazing how much it can carry so comfortably. Glides like a television thrown out of a hotel window though.

What you are looking at is the difference between the the 6 260 and the 6 300. I question that a 15% increase would result in that much speed increase by the way

But it comes in handy for those spot landing contests.

The Turbo Lance cruise number is probably not at the same altitude as the 6-300 number, but I could be wrong. There won't be much of a horsepower difference cruising at 8000'. If the Turbo Lance # is at 16000 or higher, I could possibly believe a 176 knot speed.

I've got 800 hours in a '79 Cherokee 6-300. It was a solid 150 knot airplane at 75% power. Piper added better wheel fairings in '79 which increased factory speeds by several knots. I've got some time in both a straight tail and T-tail lance and at the same altitude, they weren't all that much faster than the 6-300. Certainly not 12 knots, in my experience.

What is the difference in insurance costs?

And average annual costs?




Ron

Mine was $1975 this year. What’s the swinging gear premium? Anyone know?

Jay, I think the charts say something like "at optimum altitude," so the turbo version probably is in mid-teens.

FWIW, the shop my club uses charges something like $400 extra on the annual for the 182RG. In aviation terms, I think that's a pittance, though there are those in the club who think this is a good justification to sell the plane.