The so-called 310 is really the standard Navajo. The 300s production run was stunted: Only 14 were built over two years. While the 300 has the same 190-gallon standard fuel capacity as all un-pressurized Navajos, max takeoff weight is 6200 pounds, compared to 6500 for all the other so-called short-body Navajos, while basic empty weight was only 156 pounds less than the turbocharged version. The launch model was the PA-31-300, powered by 300-HP IO-540-Ms with two-bladed propellers and a recommended TBO of 2000 hours, a bit better than the Continental engines used in the Cessnas. The first model year had both normally aspirated and turbocharged versions. The prototype flew in September, 1964, powered by variants of the Lycoming O-540 family that remained the powerplant of choice throughout the Navajo production run. The basic shape and arrangement held through the production life of the Navajo, yielding a cabin size almost large enough to stand up in. Initially, there were only two windows in each side of the fuselage aft of the cockpit, but this was increased to three rectangular windows with a smaller triangular one on the aft starboard side. Originally named the Inca, the PA-31 evolved from a relatively small twin into a large six-to-eight-place model which was well received. Although Cessna had big-twin experience, Piper didnt, having been focused on airplanes like the Apache, Comanche and Tri-Pacer. The high-class 421 came out a year later. When the first Navajo appeared in 1967, it debuted with the likes of the Cessna 401 and 411. It is comfortable and stable, straightforward to maintain and operate, reliable and cost effective. That said, one owner sums up the Navajos appeal this way: The Navajo is a fine aircraft, capable of performing many missions. They require ongoing maintenance, the engine overhauls will consume much of $100,000 and the airframes virtually swim in ADs. Owners of Navajos tell us they love the airplanes but, as with any twin, these airframes simply cant be flown on the cheap. The experience paid off, however: it led directly to the development of more sophisticated airframes, such as the Cheyenne. Piper had to earn its bones in this market, since it had no experience in large commercial aircraft working the airline service cycle. Many of these have found their way to Europe and the Pacific, where they are valued as commuter airliners. All told, just over 1500 were built, the lions share of them the long-fuselage Chieftain version. The PA-31 was produced in a half-dozen variants spanning two fuselage sizes over a 17-year production run beginning in 1967 and ending in 1984. Cessnas 402 is another such twin but you dont find many of those in private ownership. The Piper Navajo occupies a unique niche among piston twins: it has found a substantial market in the commuter airline business while retaining an appeal for owners who want to fly themselves in relative comfort and luxury.
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