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How to Buy a Piper PA-32 Cherokee Six / Lance / Saratoga: Buyer's Guide
A roomy, honest six-seat Piper that hauls real loads, with fixed-gear, retractable and turbocharged versions spanning four decades of production.
Updated October 2026 · Market data from 55 live fyiAero listings, the FAA registry and NTSB records
Overview
The Piper PA-32 family began as the Cherokee Six, essentially a stretched and strengthened Cherokee with a 260 or 300 hp Lycoming, six seats and a big rear double door. It grew into the retractable Lance, the T-tail Lance II, the tapered-wing Saratoga, and finally the Saratoga II HP, Saratoga II TC and the fixed-gear 6X and 6XT. The formula never changed much: simple Piper systems, a large cabin, generous useful load and predictable handling.
fyiAero listings currently show 55 PA-32s for sale, with asking prices from $107,500 to $745,000 and a median of $297,449. Listed model years run from 1966 to 2007, and the median listed airframe has 2,816 hours. The Saratoga II TC is the most common variant on the market, followed by the Cherokee Six 300. The FAA registry shows 3,894 PA-32s on the US register, so you have plenty of choice and a deep parts and mechanic base.
The market splits cleanly into two groups. The first is 1960s through early-1980s Cherokee Sixes, Lances and Saratogas, mostly listed in the $160,000 to $250,000 range. The second is late-1990s and 2000s Saratoga II and 6X models, mostly listed in the $340,000 to $540,000 range. Condition, engine time and panel matter more than the exact year within each group.
Who it's for. The PA-32 suits pilots who need to move a family, a hunting party, or a load of gear several hundred miles, and who value cabin volume and payload over raw speed. The fixed-gear Cherokee Six and 6X are reasonable steps up for a pilot coming out of a Cherokee or Archer, though a 300 hp engine and a heavy airframe still deserve a proper checkout. Retractable and turbocharged models (Lance, Saratoga SP, Saratoga II TC, 6XT) usually require a complex endorsement and, for turbos, a high-performance endorsement, and insurers want real time in type. Expect underwriters to ask for 10 to 25 hours of dual and a certain amount of retractable or high-performance time before giving low-time pilots reasonable rates. Owners with an instrument rating and a few hundred hours generally find coverage straightforward. Low-time VFR pilots should expect higher premiums and training requirements, especially in turbo models.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cherokee Six 260 / 300 (PA-32-260, PA-32-300) | 1965-1979 | Fixed gear, Hershey-bar wing, carbureted 260 hp or fuel-injected 300 hp Lycoming, and a four-tank fuel system on many airframes. These are the value entry point; fyiAero listings for 1966-1968 average roughly $160,000 to $220,000, and the 300 hp versions are more common and generally preferred. |
| Lance / Lance II / Turbo Lance II (PA-32R-300, PA-32RT-300, PA-32RT-300T) | 1976-1979 | Retractable gear added to the Six airframe. Early Lances kept the conventional tail; the Lance II and Turbo Lance II moved to a T-tail, which some pilots dislike for its heavier rotation at low speeds. T-tail models often trade at a slight discount to comparable conventional-tail Saratogas. |
| Saratoga / Saratoga SP / Turbo Saratoga (PA-32-301, PA-32R-301, turbo variants) | 1980-1993 | Tapered wing, conventional tail, and a simplified two-tank fuel system. Fixed-gear Saratogas and retractable SPs were offered with normally aspirated or turbocharged engines. 1977-1982 airframes on fyiAero average about $159,000 to $205,000 depending on configuration and condition. |
| Saratoga II HP / Saratoga II TC (PA-32R-301, PA-32R-301T) | 1993-2009 | Restyled cowl and windows, improved interiors, and on the TC a turbocharged Lycoming. Later airframes came with factory glass panels. This is the most-listed variant, and 1997-2007 examples on fyiAero average roughly $340,000 to $535,000. |
| Piper 6X / 6XT (PA-32-301FT, PA-32-301XTC) | 2003-2007 | A modern fixed-gear Six with Saratoga II styling, normally aspirated (6X) or turbocharged (6XT). These trade below a comparable-year Saratoga II but well above vintage Cherokee Sixes, and they attract buyers who want new-generation comfort without retractable-gear insurance and maintenance. |
What a Piper PA-32 Cherokee Six / Lance / Saratoga costs to buy
52 priced listings on fyiAero right now ask between $107,500 and $745,000, with a median of $297,449 and a median of 2,816 hours total time. Against fyiEstimate, 22 are priced below estimate, 4 within range and 20 above.
- Decide fixed versus retractable first. A Cherokee Six or 6X costs less to insure and maintain, while a Lance or Saratoga SP adds speed at the cost of gear maintenance and gear-up risk.
- Airframe time drives price sharply. On fyiAero, airframes under 3,000 hours carry median asks of $357,500 to $438,000, while 3,000-5,000 hour airframes median $214,900 and 5,000-plus hour airframes median $175,000. Much of that gap reflects age, so compare like-for-like years.
- Within the vintage group (1966-1982), year matters less than engine time, corrosion history and panel. A well-equipped 1967 can fairly outprice a tired 1978.
- For 2000s Saratoga II TCs, glass panel, autopilot capability, turbo and engine time since overhaul set the price. Expect 2003 and 2007 examples near the top of the fyiAero range, averaging about $506,000 and $536,000.
- Price engine time explicitly. A run-out 300 hp Lycoming or turbo engine is a major expense, so get a current overhaul quote and subtract it from the ask on high-time engines.
- Look for a documented history of serious use. Many PA-32s worked as charter, freight or skydiving aircraft, and high-cycle commercial history should bring a lower price and a deeper inspection.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $357,500 | 2 listings |
| 1,000–2,000 hrs | $438,000 | 13 listings |
| 2,000–3,000 hrs | $425,000 | 13 listings |
| 3,000–5,000 hrs | $214,900 | 10 listings |
| 5,000+ hrs | $175,000 | 11 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing spar and spar carry-through. PA-28 and PA-32 wings have been subject to spar inspection requirements tied to service history and time in service. Have the shop research applicable ADs, confirm compliance, and inspect for corrosion, especially on high-time or former commercial airframes.
- Landing gear system (retractable models). Check actuators, the hydraulic power pack, the emergency extension, down-lock function and gear-swing rigging on jacks. Confirm the status of any automatic gear-extension system on older Lances and Saratogas, since many were modified or deactivated.
- Fuel tanks, sealant and fuel selector. Leaking wet-wing tanks and worn selectors are common. Cherokee Sixes with four tanks need a selector that is clearly marked and functioning properly, because fuel mismanagement is a known accident factor.
- Lycoming IO-540 / TIO-540 internals. Pull filters, run a borescope on cylinders and the cam where possible, and review oil analysis trends. Low-utilization airframes are prone to cam and lifter corrosion. Confirm compliance with any crankshaft or engine ADs.
- Turbocharger and exhaust (Turbo Lance, Turbo Saratoga, II TC, 6XT). Inspect the turbo, wastegate, controller, exhaust slip joints and V-band clamps for cracks and leaks. Exhaust leaks near a turbo are a fire risk, and turbo work is expensive.
- Stabilator, hinges and T-tail structure. Check stabilator attach points, hinge bushings, trim mechanism and cable tension for wear and corrosion. On T-tail Lances, inspect the vertical fin and stabilator attach structure closely.
- Nose gear and steering. The heavy nose of a 300 hp Six loads the nose gear hard, especially on rough strips. Look for worn steering links, shimmy damper issues, and any signs of prior prop strike or firewall damage.
- Corrosion in belly, tail cone and rear door area. The big cargo door and long tail cone trap moisture. Open the inspection panels and check skins, door hinges, latches and seals.
- Logbooks and damage history. Verify complete logs, look for gear-up landings, prop strikes and major repairs, and confirm proper paperwork for every STC and Form 337.
- Avionics and autopilot function. Test the autopilot in flight on every mode. Confirm ADS-B compliance and the health of any factory glass panel, since replacement displays and older autopilot servos can be costly.
Popular upgrades
- Modern GPS navigator and ADS-B. A WAAS GPS navigator with ADS-B In/Out is the baseline buyers expect. Vintage airframes without it trade at a clear discount.
- Digital autopilot. Retrofit digital autopilots add real value to a cross-country six-seater and make an IFR-equipped vintage PA-32 far more marketable.
- Electronic flight instruments and engine monitor. Retrofit EFIS and an engine monitor improve safety and resale. The engine monitor is especially important for leaning and for spotting turbo and cylinder problems.
- Speed mods and gap seals. Gear-door, flap-gap and fairing kits can add a few knots. They make a modest difference to value but appeal to Saratoga owners.
- Interior refresh and air conditioning. A fresh interior helps sell a family airplane. Factory air in Saratoga IIs is liked in hot climates but costs useful load.
- Engine overhaul or factory reman. A recent quality overhaul with documentation is the single biggest value add on any listing.
Ownership costs
fyiAero's operating estimate for the PA-32 family puts variable cost at about $197 per hour, based on roughly 19 gallons per hour, a 175-knot cruise and about $1.13 per nautical mile, with a range of around 648 nm. Flying about 91 hours a year, the estimated all-in annual budget is about $34,868. That estimate assumes an average pre-owned value of roughly $175,677; owners of $400,000-plus Saratoga II TCs should expect higher insurance and hull costs. Fixed-gear normally aspirated models will burn and spend less than turbos, and turbocharged airplanes add turbo and exhaust maintenance. Budget an engine reserve per hour, since a 300 hp Lycoming overhaul is a major expense. Annuals on retractables run higher than on fixed-gear Sixes because of gear inspection and rigging.
Safety record
NTSB records show 204 accidents involving the PA-32 family over the last 10 years, 46 of them fatal and 42 with the aircraft destroyed. Against a registered fleet of 3,894, that works out to about 52.4 accidents and 11.8 fatal accidents per 1,000 registered aircraft over the decade. Those numbers reflect a heavily used fleet that includes charter, skydiving and backcountry flying, not an inherently unforgiving design. The PA-32 handles conventionally and is stable on instruments. The type-specific risks are well known. Fuel mismanagement is one, especially with four-tank Cherokee Sixes. Aft-CG and overweight loading is another, since filling six seats and the baggage area can push the airplane out of limits. Retractable models carry gear-up risk, and turbo engines need careful management. Heavy, hot and high takeoffs, plus the T-tail Lance's delayed rotation on short strips, also deserve respect. A thorough checkout, real weight-and-balance discipline and recurrent training address most of these risks.
Alternatives to consider
- Beechcraft Bonanza A36. Faster, with better build quality and handling, but more expensive to buy and maintain for a similar cabin.
- Cessna 206 / T206. Similar six-seat utility with excellent short-field and backcountry capability, but slower and with a less refined cabin.
- Cessna 210 Centurion. Faster retractable six-seater with strong payload, but with more complex gear and spar inspection concerns on some models.
- Cirrus SR22. Faster and more modern, with a parachute system, but only five seats and higher acquisition cost.
- Piper PA-46 Malibu / Mirage. Pressurized and much faster at altitude, but a big step up in purchase, maintenance and insurance cost.
Frequently asked questions
How much does a Piper PA-32 cost?
fyiAero listings currently range from $107,500 to $745,000, with a median asking price of $297,449. Vintage 1960s-1980s models mostly average $160,000 to $250,000, while 1997-2007 Saratoga II models average roughly $340,000 to $535,000.
What does it cost per hour to fly a PA-32?
fyiAero's estimate puts variable cost at about $197 per hour at roughly 19 gallons per hour. The annual budget is about $34,868 for around 91 hours of flying.
Should I buy a fixed-gear Cherokee Six or a retractable Saratoga?
The Cherokee Six and 6X are cheaper to insure and maintain, and you can't land them gear-up. The Lance and Saratoga SP are faster and more efficient but add gear maintenance and require a complex endorsement. Choose based on trip length and budget.
Is the turbo worth it on a Saratoga or 6XT?
If you fly high terrain, hot climates or want to cruise in the flight levels' lower reaches, a turbo pays off. If you mostly fly at lower altitudes, a normally aspirated model saves maintenance cost and complexity.
How many hours do PA-32s for sale usually have?
The median airframe on fyiAero has 2,816 hours. Airframes under 3,000 hours carry median asks of $357,500 to $438,000, while 5,000-plus hour airframes median $175,000.
Can a PA-32 really carry six adults?
It has six seats and a strong useful load, but full fuel with six adults and baggage often exceeds limits or pushes the CG aft. Plan to trade fuel for passengers and always run weight and balance.
Piper PA-32 Cherokee Six / Lance / Saratoga for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
