2014 Piper Seminole for Sale

$495,000

Available now: 2001 Citation Bravo — $2,300,000

Aircraft Specifications

Asking Price
$495,000
Year
2014
Model
PA-44 Seminole
Airframe
3,167.7 hrs
Engines
2 × Lycoming (model to be confirmed)
Engine time
1,167.7 hrs each (engines overhauled in 2019)

Avionics

Description

This 2014 Piper Seminole is offered at $495,000. The airframe has 3,167.7 hours total time. The published engine time is 1,167.7 hours, with the engines overhauled in 2019, and the propellers are listed at 0 hours.

The Seminole (PA-44) is Piper's light twin: a four-seat, low-wing aircraft with retractable landing gear, a T-tail and two counter-rotating Lycoming four-cylinder engines. The counter-rotating propellers remove the critical-engine effect, which is one of the reasons the Seminole has long been a standard aircraft for multi-engine training worldwide.

The airframe time on this aircraft is consistent with training or other regular commercial use. The 2019 engine overhaul and the zero-time propellers mean the main powerplant items have been renewed. Exactly what the 1,167.7 hours refer to, and whether the propellers are new or overhauled, should be confirmed in the logbooks.

The avionics fit, autopilot, interior, paint, serial number, registration, inspection status, damage history and location are not published and are available on request. A full review of the airframe, engine and propeller records is recommended before an offer.

Consultant's Notes

The short version

This 2014 Piper Seminole for sale is a four-seat light twin offered at $495,000. The airframe has 3,167.7 hours total time. The published engine time is 1,167.7 hours, with the engines overhauled in 2019, and the propellers are listed at 0 hours. Avionics, serial number, registration and location are not published and are available on request.

What the Seminole is, and who buys one

The Piper PA-44 Seminole is a light twin built around one job: making multi-engine flying as straightforward and as safe to learn as possible. It has four seats, retractable landing gear, a T-tail and two 180 hp-class Lycoming four-cylinder engines that turn in opposite directions. Because the propellers counter-rotate, neither engine is "critical", so an engine failure produces the same handling response whichever side it happens on. That, plus simple systems and docile handling, is why the Seminole has been a reference aircraft for multi-engine training for decades.

Most Seminoles on the market have worked for a living, and the airframe hours on this one are consistent with that. That is not a negative. A well-maintained training twin is often better documented than a privately owned aircraft, because commercial operators are inspected more often and keep tighter records.

If you are looking for a fast, comfortable personal twin with long range, the Seminole is not that airplane, and it is better said here than discovered on a viewing. If you need a multi-engine trainer, a time-building platform or an entry-level twin with renewed engines and propellers, this one deserves a careful look.

The numbers on this 2014 Piper Seminole

Airframe: 3,167.7 hours. For a 2014 aircraft, this points to regular use, most likely training or other commercial flying. At this level, what matters is the quality of the maintenance programme rather than the number itself: continuous records, inspections carried out on schedule, and no gaps.

Engines: 1,167.7 hours, overhauled in 2019. The listing gives one figure for the engines, together with a 2019 overhaul. The most important task in due diligence is to confirm what that figure means. Is it time since overhaul for each engine? Were both engines overhauled at the same time? Who performed the overhaul, and was it a factory overhaul, a factory rebuild or a field overhaul? Lycoming engines in this family commonly carry a 2,000-hour time between overhauls, alongside a calendar recommendation, but the applicable limits for these engines and this operation must be confirmed. If the 1,167.7 hours is time since overhaul, the engines are past mid-life, and an engine reserve should be part of your operating budget from day one.

Propellers: 0 hours. Zero-time propellers are a genuine benefit on a twin, where there are two of everything. Confirm whether they are new or freshly overhauled, the date, the shop and the release paperwork. Also confirm that the propeller governors and de-ice components, if fitted, were addressed at the same time.

Avionics and equipment

The listing does not describe the panel. For a 2014 Seminole, the avionics fit makes a significant difference to value and to suitability for instrument and multi-engine training. Ask for the full equipment list, including the navigation and communication radios, the transponder and its ADS-B capability, the autopilot if installed, and any recent upgrades. Until that list is in hand, it is not possible to compare this aircraft properly with others on the market.

Who this aircraft suits

- Flight schools and training organisations that need a multi-engine trainer with recently renewed powerplants. - Pilots building multi-engine time towards an airline or commercial career. - Private owners stepping up to a twin who value predictable handling over speed. - Operators replacing an older Seminole with a newer airframe.

Who it does not suit

- Owners who want a fast cross-country twin with a large cabin. - Buyers looking for a low-time, privately flown aircraft. - Anyone who expects twin-engine ownership to cost the same as a single. Two engines and two propellers mean two sets of inspections and two overhauls.

Ownership realities

A Seminole is one of the simplest twins to own, but it is still a twin. Plan for two engine reserves, two propeller reserves, retractable-gear maintenance and insurance that reflects multi-engine operation. For a training operator, the economics depend on utilisation: at training rates, the 2019 overhaul figures will move quickly, and the next overhaul cycle should be built into the business plan.

The Seminole's popularity works in the buyer's favour. Maintenance shops, instructors and parts are widely available, and demand from training organisations helps support resale value.

How to read the records of a working twin

With an aircraft that has flown more than 3,000 hours in about a decade, the logbooks tell the real story. We would read them in three passes. First, continuity: every inspection recorded, with no unexplained gaps in dates or hours, and the hour figures in the airframe, engine and propeller logs agreeing with each other. Second, events: any engine removal, propeller strike, gear malfunction or significant repair, and how each one was documented and signed off. Third, trends: recurring defects on the same component, which often say more about an aircraft than any single entry.

For the engines specifically, ask for the overhaul invoices and the work orders, not only the logbook entries. They show what was replaced and what was reused, which matters when you estimate the next overhaul. Ask for recent oil analysis and compression results if the operator records them. None of this is unusual to request, and a well-run operator will have it to hand. If parts of the history are missing, that is something to price in or to resolve before signing, not after.

What to check before you buy

1. Serial number and registration: not published. Confirm both and check them against the aircraft's documents. 2. Engine times: confirm the 1,167.7 hours for each engine, what it is measured from, and the 2019 overhaul records. 3. Propeller records: new or overhauled, date, shop and release certificates. 4. Complete airframe logbooks since 2014, with inspection history and the maintenance programme the aircraft has followed. 5. Airworthiness directives and service bulletins for airframe, engines, propellers and landing gear. 6. Damage history: not stated in the listing. Ask directly and check the records for repairs, including any gear-up or hard-landing events common in training fleets. 7. Avionics and equipment list, including autopilot status and ADS-B compliance. 8. Corrosion inspection, especially if the aircraft has been based near the coast. 9. Current inspection and airworthiness status, and the date of the next major inspection. 10. An independent pre-purchase inspection by a shop experienced with the PA-44.

Price in context

At $495,000, the asking price reflects a 2014 airframe with renewed engines and zero-time propellers. The comparison that matters is with other Seminoles of similar year, taking into account airframe hours, time remaining on the engines and the avionics fit. Because the panel is not described, the fairest assessment can only be made once the equipment list is in hand. We would focus negotiation on what the documents show: the engine times and their basis, the condition of the airframe and any upcoming inspections, rather than on the airframe hours alone.

Frequently asked questions

How many hours does this 2014 Piper Seminole have? The airframe has 3,167.7 hours total time.

What is the status of the engines? The engines were overhauled in 2019, and the published engine time is 1,167.7 hours. Confirm in the logbooks exactly how this figure is measured.

How many hours are on the propellers? The propellers are listed at 0 hours. Confirm whether they are new or overhauled.

Is the Seminole a good multi-engine trainer? Yes. Its counter-rotating engines remove the critical-engine effect, and its simple systems make it a common choice for multi-engine training.

What avionics does it have? The avionics are not published. Contact us for the full equipment list.

What is the asking price? The asking price is $495,000.

Where is the aircraft located? The location is not published. It is available on request.