During the last two years of production, Piper introduced the Tomahawk II variant, with minor improvements to the cabin: heating, ventilation, and soundproofing. The vast majority of Tomahawks are the initial model, known simply as the PA-38 Tomahawk. In the end, Piper would sell nearly 2,500 examples between 1978and 1982.In those four years of production, the Tomahawk line remained simple and uncomplicated. The result of the research was a new training air-craft that was thoroughly modernized and differentiated from the legacy trainers of the day. The fuel selector and fuel gauges are centrally positioned-and easy to see and reach in the heart of the instrument panel. And, like so many other models in that era, they opted for the style of a T-tail. Although the low-wing de-sign necessitated a fuel pump, Piper positioned the fuel selector in a location on the panel that’s both easy to see and easy to reach. It built the airframe around the popular 112 hp, four-cylinder Lycoming O-235. Piper got to work and created an airplane that me teach of these demands in the form of the Tomahawk. They reasoned that a student cannot fully understand or properly learn spin recovery in an airplane that will automatically return to normal flight when the controls are released. And they wanted an airplane with a sharper, more pronounced entry into stalls and spins. ![]() Having dealt with huge blind spots in the form of a high wing positioned at eyelevel, they asked for more visibility. Having spent decades in cramped cabins, they asked for more space and comfort. The instructors provided plenty of input. It solicited input on what features the perfect one should have and how it should fly. Rather than build an updated Cub or a smaller Cherokee, Piper surveyed thousands of flight instructors across the country to determine what characteristics were most desired in a training aircraft. ![]() When Piper set out to claim market share from Cessna in the primary trainer category, it took a fresh approach. ![]() The popular Cessna 150and 152 were based upon the old 140, Cubs and Aeroncas had changed little over the years, and-whether equipped with a nosewheel or a tailwheel-most trainers also had high wings, cramped cockpits, and limited visibility. Designīack in the late 1970s, the field of training aircraft was dominated by legacy types that traced their designs back to the 1930s and 1940s. The wide stance of the Piper Tomahawk’s main landing gear provides sure-footed stability. The reputation lingers today, but owners agree that if one is willing to train and fly appropriately, it becomes a non-issue-and a non-issue that enables a prospective owner to obtain a lot more air-plane for a lot less money than other types. For the same price, it might be possible to find a different type that has been freshly restored with a low-time engine, although chances are, it will have fewer seats and less capability.īut what if one type’s perceived weakness is some-thing that can be addressed with awareness and ap-propriate training? In the case of the Piper PA-38Tomahawk, its unique stall and spin characteristics resulted in accidents and a poor reputation early in its production run. One type might provide great cruise speed or pay-load, but less expensive examples might come at the cost of a high-time engine or old fabric. Deciding on an airplane type with a limited budget is an exercise in balancing strengths and weaknesses.
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