Piper Archer & Fuel
 

Looking for real world experience in the cost of ownership, particularly GPH of a Piper Archer 181.

Thanks
CFG

I've just bought an Archer II with a 140 hr factory overhauled engine, so it's probably running as well as one can expect.

If you don't lean it in the cruise, expect 38-40 lph. If you lean it and cruise at 3,500ft on 2350 rpm, you can expect 32 lph.

If I flew higher, I might do better, but this is the SE of England we're talking about....!

I fly an archer along with a few other aircraft and realistically it burns 40 ltr an hour which is 8.7987663 Imperial gallons or 10.566882 U.S gallons.

That's a lot - my TB20 does a verified 138kt IAS at 2000ft on 10.5GPH (39.7 litres/hr). And a lot more at FL100, also at 10.5GPH.

IO

Is that Imperial or US gallons?

I agree with IO540 that is a lot. My 210hp Cessna does 36lph low level and 30-32 in the airways.

Oh well...win some loose some.

The PA32 300 I fly burns about 70ltr an hour. The Cessna 337 burns about 70 ltr an hour.

So i guess the cost offset come in to over all running cost. It costs more to maintain the 337 than it does the PA32. And I would guess it costs more to maintain a TB20 or C210 than it does a PA28 (Archer).

So all in all swings and round abouts.

Are you sure on those figures. My Seneca has 2 engines and does that an hour. The Lance that I teach on does around 50-55lph.

70 seems a lot. Are you leaning it!

Sure as sure can be with the figures. They are both heavy aircraft and they are both old. Yep I lean them off and on average run at 65-70% power. I usually fly them on maximum weight as well, I don't see the point in flying 6 or 7 seaters with 2 or 3 people in them.

Oh and I am glad your sceneca has 2 engines:eek:

I went up crop dusting with my mate in states in a Sceneca....that was fun.

In round terms you can determine the fuel consumption by multiplying the specific fuel consumption by the power you use. 0.4lbs to 0.45 per hour is about the average consumption for a lycon, with all the gadgets (GAMI, LASAR etc) added you might get 0.38 or so.
Sometimes an interesting thing to do as 'good consumption' is often at lower than book crusie speeds and great speed usually brings along very high consumption. Anything much over 75% usually means a lot of 'fuel cooling' is going on.
On antiques like the Gypsy the 'sweet spot' is the highest throttle opening before the 'power valve' in the carburetter opens, with a Lycon it is usually CHT or EHT driven.

Thanks for that chaps.

Is there anything that can be fitted to the existing engine to improve the economy?

A wheel clamp....

or a Cambria cover and control lock.

Ok, throw someone a line!:D
Aside from the obvious immobilisers, I was thinking more performance enhancing fitments.
NOT suggesting I want to ‘’Pimp up mi wheels’’.

K&N filter and a gap seal kit will improve the performance and thus allow you to throttle back a bit to save fuel otherwise you are where you are.

Our PA32 300 plan on (including taxi etc)13 Imp galls per hour or about 60 litres per hour at IAS 130kt. Never let me down yet and always tallies with wing gauges which of course are in US Gall!!!!

Souping up an O-360?

Not fuel injected but the mod is too expensive to consider in the UK.

K&N filter, LASAR ignition may be possible off the back of current approvals and STCs - worth a couple of percent. The powerflow exhaust isn't yet approved for the 181 just 180 under s/n 1761, but it would be the simple best improvement judging by its effect on the other aircraft the system is fitted to.

Knots2U are probably the best bet.

owenlars

What PA32 is it? Mine is a 1967 PA32 Cherokee 6 which is the old 7 seat variety with the plunger style throttle, prop and mixture control and not the quadrant type.

If I run at 65-70% i cruise at 120kt at the burn of about 70ltd an hour.

Are gap seal kits CAA approved for EASA C of A aircraft or are there expensive modification fees?

Microlon treatment saves fuel by reducing internal friction. This also results in lower CHTs. The treatment also stops the piston rings locking in place, resulting in better sealing and higher compressions, thereby recovering more of the energy in the fuel, and reducing oil consumption. Microlon don't make a specific claim as to how much fuel you will, but it's usually at least 5% and sometimes nearer 10%. Even at 5%, this saving will pay more for the treatment on a 2000 hr TBO engine. Less fuel burnt is also better for the environment.

K&N Airfilters can save another 5%.

Airspeed Aviation can advise on both the above and are also dealers for Knots2U and can advise on the Gap Seals.