Cherokee Six 260 vs 300 Cost of Ownership: Cost per Seat and per Pound Hauled
For buyers choosing between the 260-hp and 300-hp Cherokee Six: what each one costs to run, and what you get per seat, per pound and per mile.
How do the Cherokee Six 260 and 300 differ?
Piper introduced the fixed-gear PA-32 Cherokee Six in 1965 with a 260-hp engine and added the 300-hp version in 1966; the Cherokee Six line ran through the 1979 model year. The airframes are nearly identical: four fuel tanks totaling 84 gallons, six seats (seven with the optional seat), a big rear cargo door and a 3,400 lb maximum gross weight. The Cherokee Six is a utility and family hauler, not a trainer. Most of the cost difference comes from the engine.
| Item | PA-32-260 | PA-32-300 |
|---|---|---|
| Engine | Lycoming O-540-E4B5 (carbureted) | Lycoming IO-540-K1A5 (fuel-injected) |
| Book empty weight | 1,779 lb | 1,846 lb |
| Useful load (book) | 1,621 lb | 1,554 lb |
| Payload with 84 gal (504 lb) | 1,117 lb | 1,050 lb |
| Cruise (book, about) | 137 kt (158 mph) | 148 kt (170 mph) |
| Initial climb | 775 fpm | 1,050 fpm |
| Takeoff over 50 ft | 1,800 ft | 1,350 ft |
| Planning fuel burn (our assumption) | 13 gal/hr | 15 gal/hr |
Weights and performance are the book figures published by Plane & Pilot; engine models and introduction years are from the Piper Owner Society. Real airplanes with modern avionics, air conditioning or extra equipment usually weigh more, so check the actual weight and balance before you trust any payload figure. Fuel burn is a planning blend of climb and cruise. The Piper Owner Society cites about 16 gal/hr at 145 knots and 13 gal/hr at 130 knots economy cruise.
What does each version cost per year?
The budget below uses the same hangar, annual, subscription, maintenance-reserve and prop-reserve assumptions for both airplanes. Only fuel, engine reserve, insurance and purchase price change. Every figure is a labeled assumption; replace them with your own hangar rate, insurance quote and shop estimate.
| Line item | 260 at 50 hr | 260 at 100 hr | 260 at 200 hr | 300 at 50 hr | 300 at 100 hr | 300 at 200 hr |
|---|---|---|---|---|---|---|
| Insurance (assumption: experienced owner, hull near purchase price) | $2,400 | $2,400 | $2,400 | $2,700 | $2,700 | $2,700 |
| Hangar (assumption: $450/mo) | $5,400 | $5,400 | $5,400 | $5,400 | $5,400 | $5,400 |
| Annual inspection, routine findings (assumption) | $2,800 | $2,800 | $2,800 | $2,800 | $2,800 | $2,800 |
| Constant-speed prop overhaul reserve (calendar-driven for most owners) | $750 | $750 | $750 | $750 | $750 | $750 |
| Databases, subscriptions, registration, misc. | $900 | $900 | $900 | $900 | $900 | $900 |
| Fuel (13 vs 15 gal/hr × $7.24) | $4,706 | $9,412 | $18,824 | $5,430 | $10,860 | $21,720 |
| Engine reserve (overhaul ÷ 2,000 hr) | $1,050 | $2,100 | $4,200 | $1,250 | $2,500 | $5,000 |
| Oil ($3/hr) and unscheduled maintenance ($22/hr) | $1,250 | $2,500 | $5,000 | $1,250 | $2,500 | $5,000 |
| Total per year | $19,256 | $26,262 | $40,274 | $20,480 | $28,410 | $44,270 |
| Cost per flight hour | $385 | $263 | $201 | $410 | $284 | $221 |
| Loan payment (15% down, 20 yr, 7.75%) | $9,211 | $9,211 | $9,211 | $11,304 | $11,304 | $11,304 |
| Total with loan | $28,467 | $35,473 | $49,485 | $31,784 | $39,714 | $55,574 |
Loan line assumes illustrative purchase prices of $110,000 (260) and $135,000 (300), not market quotes. Asking prices vary widely with engine time, paint, interior and avionics; check Vref or Aircraft Bluebook and current listings. The rate is an illustrative 7.75% within the roughly 7%–10% range lenders quote as of September 2026.
What does a Cherokee Six cost per seat, per pound and per mile?
Owners buy a Six to move people and cargo, so hourly cost alone is the wrong yardstick. The table divides the 100-hour cost per flight hour (before the loan) by what the airplane delivers.
| Measure | PA-32-260 | PA-32-300 | What it tells you |
|---|---|---|---|
| Cost per flight hour | $263 | $284 | The 300 burns about 2 gal/hr more and reserves more for its engine |
| Per seat-hour (6 seats filled) | $44 | $47 | Only true if you fly full; with 3 aboard, double it |
| Per nautical mile | $1.92 | $1.92 | The speed advantage offsets the 300's higher hourly cost |
| Per seat-mile (6 seats) | $0.32 | $0.32 | A useful number when you compare against airline tickets |
| Per 100 lb of full-fuel payload, per hour | $23.51 | $27.06 | The lighter 260 carries a little more on paper |
Decision rule: if most trips carry three or four people from sea-level runways, the 260 gives the same cost per mile with a smaller purchase price and a cheaper engine to overhaul. If you routinely load five or six adults, operate from high or hot airports, or use strips under about 2,500 feet, the 300's extra climb (1,050 vs 775 fpm book) and shorter takeoff distance buy real safety margin, and that margin is worth more than the hourly difference.
Worked example: a 250 nm family trip
Five people and bags, 250 nautical miles, no wind. Fuel is priced at $7.24/gal.
| Airplane | Time en route | Fuel burned | Fuel cost | All hourly costs |
|---|---|---|---|---|
| PA-32-260 | 109 min | 23.7 gal | $172 | $256 |
| PA-32-300 | 101 min | 25.3 gal | $183 | $268 |
The 300 arrives about 8 minutes sooner for a few dollars more in hourly costs. With five aboard, the bigger question is weight: on the book numbers you have roughly 1,050–1,117 lb for people and bags with full tanks, and five adults at 190 lb plus 100 lb of bags is 1,050 lb. Many real airplanes will need less than full fuel for this trip. A 250 nm leg does not need full tanks, so offload fuel instead of people.
Comparing a 260 and a 300?
Send both listings. A financing specialist can show the payment difference and what lenders in our network need on each airframe.
Engine variant costs: O-540-E vs IO-540-K
- Overhaul reserve. Lycoming's recommended TBO is 2,000 hours for both engines. Our planning overhaul figures are $42,000 for the O-540-E and $50,000 for the IO-540-K, which gives reserves of $21.00 and $25.00 per hour. Exchange, field-overhaul and factory-rebuilt prices differ by tens of thousands, so get current quotes. For the reserve math, see SMOH vs TBO explained.
- Carburetor vs injection. The 260's carbureted engine is simpler, with no injector servo, flow divider or nozzles to clean, but it brings carburetor-ice management. The 300's injected engine gives more even mixture distribution and a larger bill when injection parts need service.
- Low-use owners. At 50 hours a year a 2,000-hour engine takes 40 years to reach TBO, so calendar age, corrosion and cam condition decide when you overhaul. Budget as if the engine reaches overhaul early, and put borescope and oil analysis on the maintenance plan.
- Resale. Engine time affects value on both versions, and the 300 typically brings more money at resale. A run-out 300 can still cost more to put right than a mid-time 260.
Items that cost the same on both airplanes
The airframe items are identical, so they don't help you choose. Budget for them either way: the Piper wing-spar AD (AD 2020-26-16 lists the PA-32-260 and PA-32-300 among affected models, subject to its applicability criteria), fuel bladder or tank leaks, cargo-door hinges, nose-gear wear and engine-mount cracks. Buying through financing? See how lenders treat the age of these 1965–1979 airframes in our PA-32 family ownership and financing guide.
How this page differs from related pages
This page compares the 260 and the 300 on hauling cost. For how the PA-32 line evolved (Cherokee Six to fixed-gear Saratoga and 6X) and how lenders finance older airframes, see the PA-32 ownership and financing page. For specs and payment examples by price, see the Piper PA-32 Cherokee Six model page. If you want retractable gear, see the PA-32R Saratoga SP and the Arrow to Saratoga upgrade guide. For lender paperwork, start with the aircraft loan requirements checklist.
Frequently asked questions
Is the Cherokee Six 300 worth the extra cost over the 260?
On our planning assumptions the 300 costs about $2,148 more per year at 100 hours before financing, but it cruises roughly 11 knots faster, so its cost per nautical mile is almost identical ($1.92 vs $1.92). Pay for the 300 if you regularly fly full cabins, hot days or short runways where its extra climb matters.
How much payload does a Cherokee Six carry with full fuel?
Using Plane & Pilot's book empty weights, the 260 has about 1,621 lb of useful load and the 300 about 1,554 lb. With all 84 gallons aboard (504 lb) that leaves roughly 1,117 lb and 1,050 lb for people and bags. Equipped airplanes are usually heavier, so use the actual weight and balance.
What does a Cherokee Six cost per seat?
At 100 hours a year, our 260 budget works out to about $44 per seat-hour and the 300 to about $47 per seat-hour with all six seats filled, before the loan payment. Fly with two people and the per-seat cost triples, which is why the Six makes the most sense for owners who actually fill it.
Which engine is cheaper to overhaul, the O-540 or the IO-540?
Both carry Lycoming’s 2,000-hour recommended TBO. The carbureted O-540-E in the 260 is generally the cheaper overhaul; the fuel-injected IO-540-K in the 300 adds injection components and usually costs more. We budget planning figures of $42,000 and $50,000; get current quotes, because overhaul pricing moves quickly.
Do I need a special endorsement to fly a Cherokee Six?
Yes. Both the 260 and the 300 have more than 200 horsepower, so you need a one-time high-performance endorsement from an instructor. The Cherokee Six has fixed gear, so it is not a complex airplane, and no complex endorsement is needed. Insurers will still want some make-and-model dual instruction.
What is the monthly payment on a Cherokee Six?
With 15% down and a 20-year term at 7.75%, a $110,000 260 works out to about $768 a month and a $135,000 300 to about $942 a month. As of September 2026, piston loan rates generally run from about 7% to 10% depending on credit, aircraft age and loan size.
Last reviewed September 27, 2026. Rates and rules change; see our editorial standards.