Country of origin:

United States of America

Description:

Four-seat light cabin monoplane

Power Plant:

One 112 kw (150 hp) Lycoming O-320-B four-cylinder horizontally-opposed air-cooled engine

Specifications:

History:

The Piper PA-22 Tri-Pacer appeared on the market in 1951.  A redesign of the PA-20 Pacer, it was aimed at replacing the earlier aircraft. Whereas the Pacer was fitted with a tailwheel undercarriage, the Tri-Pacer had a tricycle undercarriage as standard, thus eliminating the tendency of the earlier aircraft to move off-course in cross-wind landings.

The prototype was flown for the first time in 1950 powered by a 93 kw (125 hp) Lycoming O-290-D engine but, as refinements continued throughout its production life from 1951 to 1960, engines of greater power were installed. Tri-Pacers were produced in three basic variants: the Standard with basic instruments and no radio; the Super Custom with full instrumentation and a Narco radio; and the Autoflite, which had an automatic pilot. In 1953 a 101 kw (135 hp) Lycoming O-290-D2 engine was introduced, giving the aircraft an all-up weight of 884 kg (1,950 lb), and a maximum speed of 220 km/h (137 mph).

In 1955 power was increased by the installation of a 112 kw (150 hp) Lycoming O-320 engine, which resulted in a loaded weight of 907 kg (2,000 lb), and maximum speed of 225 km/h (140 mph).  In 1957 the 119 kw (160 hp) Lycoming O-320-B engine was introduced, and the aircraft was marketed with either the 112 kw (150 hp) or 119 kw (160 hp) engine.  The PA-22-150 became known as the Carribean during the last two years of production, and the more powerful version, the PA-22-160, was not named.  All production of the PA-22 series was from the Lock Haven facility in Pennsylvania and a total of 9,490 was completed.

The Tri-Pacer series was constructed of tubular 4130 chrome molybdenum steel internally coated with linseed oil to prevent corrosion. The wing framework was of riveted aluminium ribs mounted on extruded aluminium spars, with tubular drag and compression struts, and high-strength stainless steel drag wires; with fabric covering both the wing and the fuselage.  Although its performance was not particularly outstanding, it was advertised as having the ability to take-off in less distance, climb faster, and carry almost as great a load as the Cessna 172 at a higher cruising speed.

The PA-22 series proved quite durable over the years. Two main doors were provided, one on the right side for the front seats, the other to allow access to the rear seats. A third smaller door to the rear of the cabin on the right side allowed access to the baggage compartment, capable of carrying 45 kg (100 lb).  Many had an auxiliary fuel tank under the rear seat with a capacity of 32 litres (7 Imp gals), this fuel being pumped to the right tank by an electric pump.  Suspension was by bungees and car-type shock absorbers on the main undercarriage; and there was an oleo strut for the nose-wheel leg which was connected to the rudder pedals by steering rods. Production of the PA-22 series continued until 1964 when it was replaced by the Cherokee, some 9,490 Tri-Pacers, Caribbeans and Colts having being delivered.

A few Tri-Pacers were operated by the French Army, and some were supplied in the 1950s to the Kenyan Police Air Wing for operations against Mau Mau terrorists, these being fitted with bomb-racks under the fuselage capable of carrying four 8.6 kg (19 lb) fragmentation bombs.  As they are now more than 40 years old, and fabric covered, they are sought by enthusiasts who wish to have a ‘rag and tube’ aircraft, particularly as the availability of second-hand Austers and Tiger Moths has dwindled.  A couple of Tri-Pacers were fitted with a tailwheel undercarriage to convert them almost to PA-20 standard. Two (VH-RPN (c/n 22-5791; and VH-CMA – c/n 22-7601) were operated for a period on Edo floats in the Gulf of Carpentaria on prawn spotting operations.