Why are the Seminole's propellers counter-rotating?

The PA-44's right engine uses the Lycoming LO-360 reverse-rotation variant of the standard O-360, so both propellers rotate in opposite directions. This eliminates the critical-engine asymmetry that normally complicates training on conventional twins (where the left engine, with its descending blade closer to the fuselage, is the critical engine on engine-out scenarios). The counter-rotating layout is a deliberate design choice that simplifies FAA multi-engine instruction.

Is the Seminole a complex aircraft?

Yes. The PA-44 has retractable gear, constant-speed propellers, and adjustable flaps — meeting the FAR 61.31 complex definition. At 180 hp per side it does not meet the high-performance threshold.

Is the Piper Seminole still in production?

Yes. Piper Aircraft continues to build new PA-44-180 Seminoles at Vero Beach, Florida — predominantly to FAA Part 141 schools and university aviation programs. The current new-build configuration ships with Garmin G1000 NXi avionics.

How does the Seminole compare to the Diamond DA42?

The PA-44 Seminole is the dominant US ME trainer; the Diamond DA42 Twin Star is the dominant European ME trainer. The Seminole burns 100LL through twin Lycoming O-360s; the DA42 burns Jet-A through twin Austro AE 300 diesels with FADEC single-lever control. Both are complex aircraft with counter-rotating-equivalent low critical-engine asymmetry. Choice between them often comes down to fuel infrastructure (Jet-A vs 100LL) and avionics-generation preference.

Piper Aircraft

PA-44 Seminole

Multi-engine pistonMulti-engine trainer1980s–1990sin production

Power: 360 hp
Cruise: 162 kt
MTOW: 3,800 lb
Range: 700 nm
Fuel: 100LL avgas

Reference data only — never for flight planning or operational use.

This entry is a fleet-research reference for flight school operators. Always consult the actual aircraft's POH (Pilot's Operating Handbook), the manufacturer's latest service documents, and the relevant FAA / EASA TCDS for any operational decision — flight planning, weight and balance, performance calculations, fuel loading, regulatory compliance, or maintenance scheduling. Numbers shown here are POH-typical for the family's representative variant under standard conditions and are not a substitute for type- and airframe-specific data.

Editorial confidence: Medium confidenceLast reviewed 2026-05-05

2 primary sources cited. Spec data is partially attributed; some operating details are editorial synthesis pending additional research.

View 3 disclaimers specific to this entry

Performance data
Reference data only — never use this entry for flight planning, weight and balance, performance calculations, fuel loading, or any operational decision. Numbers shown are POH-typical for the family's representative variant and standard conditions. Real-world numbers vary by airframe age, weight, density altitude, engine condition, and configuration. Always consult the actual aircraft's POH and the manufacturer's latest service documents.
Cost data
Cost ranges are illustrative reference figures for fleet planning. Actual acquisition, rental, and operating costs vary substantially by region, airframe age, engine and avionics generation, and local market conditions. Numbers should be validated against current quotes from local brokers, schools, and maintenance providers before any commercial decision.
Operator list
Operator lists capture schools and programmes we know to fly the type at scale. Lists are not exhaustive, may include operators that have changed fleets since publication, and should be treated as starting points for verification rather than current customer lists.

🇺🇸Specs shown in Imperial.

Performance

Cruise speed (Vc)162 kt
Never-exceed speed (Vne)202 kt
Stall (landing config) (Vs0)57 kt
Climb rate1,340 fpm
Service ceiling17,100 ft
Range700 nm
Endurance4 h
Takeoff roll1,400 ft
Landing roll1,490 ft

Weights

MTOW3,800 lb
Empty weight2,430 lb
Useful load1,370 lb
Baggage capacity200 lb

Dimensions

Wingspan38.6 ft
Length27.6 ft
Height8.5 ft
Cabin width41.5 in

Powerplant

Engine 1Lycoming O-360-E1A6D — 180 hp · 100LL · 9.5 gph
Engine 2Lycoming LO-360-E1A6D (counter-rotating) — 180 hp · 100LL · 9.5 gph
Total horsepower360 hp
Primary fuel100LL avgas
Unleaded pathG100UL eligible (STC available)

Cockpit & avionics

Cockpit typeglass
Autopilot commonly availableYes
Typical packages
- Garmin G1000 NXi— modern (current new-build)
- Garmin G500 / GFC 600 retrofits— common modern retrofit on legacy airframes
- Six-pack analog with KFC-150— 1980s airframes as delivered

Certification

RegulatoryFAR Part 23 (CAR 3 origin) · EASA CS-23
Certified rolesNormal category
IFRYes
Spin approvedNo
Aerobatic-categoryNo
TailwheelNo
Complex (FAR 61.31)Yes
High-performance (FAR 61.31)No

Why is the PA-44 Seminole popular?

Structured popularity-driver evidence. Each axis below carries one factual statement; we don't grade, the facts speak.

Industry network effects

Most common multi-engine trainer at FAA Part 141 universities and integrated CPL programmes in the US — ATP Flight School, Embry-Riddle, UND, and Purdue all run Seminole fleets at scale.

Regulatory fit

Counter-rotating propellers (right engine has the LO-360 reverse-rotation variant) eliminate the critical-engine asymmetry and simplify FAA multi-engine training. Retractable gear and constant-speed propellers also place the type in the FAR 61.31 complex category.

Operating economics

Twin 180 hp Lycoming O-360 / LO-360 burn 100LL at roughly 9.5 gph per engine in cruise — modest direct fuel cost for a piston twin trainer.

Parts and MRO ecosystem

Continuous current Piper production at Vero Beach, Florida means new airframes are factory-supported; Lycoming O-360 parts and overhaul ecosystem is among the deepest in GA.

Fuel future-proofing

Lycoming O-360 family is on Lycoming's G100UL compatibility path, giving the active Seminole fleet a path off 100LL without engine swap.

How flight schools track this aircraft in Aviatize

Schools running PA-44 fleets typically configure each airframe in Aviatize with two Lycoming engines as separate child components for independent TBO and overhaul-reserve tracking; gear-actuator and propeller cycles are tracked separately. Multi-engine currency, IPC, and ME-IR proficiency are commonly modelled as per-pilot validation rules that gate booking creation when expired.

schedulingtraining managementaircraft maintenancebillingcompliance

Sources

Provenance for the data on this entry. Primary sources are POH / TCDS / manufacturer pages; derived sources record where Aviatize editorial synthesis is layered on top.

Primary sourcePOH·Retrieved 2026-05-05
Piper Aircraft
https://www.piper.com/aircraft/
Piper Seminole product page.
Primary sourceFAA TCDS·Retrieved 2026-05-05
Federal Aviation Administration (FAA)
https://drs.faa.gov/browse/excelExternalWindow/A19SO
FAA TCDS A19SO covers PA-44 variants.
Editorial synthesisAviatize-internal·Retrieved 2026-05-05
Aviatize editorial
Entry authored by Aviatize from accumulated industry knowledge cross-referenced against the primary sources cited above. Specific fleet figures, fleet wins, and recent production status changes are research-backlog candidates and should be verified against primary sources before flipping verified: true.

Related aircraft

diamond da42 twin star tecnam p2006t beechcraft baron 58 piper pa 28r arrow