I have owned a 1965 PA32-260 since Feb 1996. It is a fairly simple plane
from a maintenance standpoint, basically a warrior on steroids. There
are only a few repetive AD's, which include the fuel drain (50hrs), the
fuel drain cover assembly (100hrs) (both of those are owner inspect
items, just a nuisance to keep up with), rear seat retention, which is
annual, and the old style bowtie yokes have a 100 hour inspection for
cracks, and the older style landing gear links have a 500 hour dye
penetrant inspection for cracks. Check to make sure the other ADs are
all complied with (there isn't anything onerous there), most of them are
old AD's from the 60's and 70's and should have been complied with a
long time ago.

The expensive problems are related to corrosion. Check the "hat section
rails" on the belly, especially where they join the belly skin for
corrosion. The insides are generally not painted and if moisture or
exhaust get in there it can be an expensive repair, also check the belly
skins for corrosion. Most likely along the exhaust trail and around the
door step attach point. I wouldn't buy a Six or a PA-28 without a
recent service bulletin SB1006, which is an inspection of the wing
spars for corrosion. It involves pulling out the wing tanks, inspecting
and treating the spar, replacing fuel and fuel vent lines and putting it
all back together. Very few have corrosion, but when you do get it
there, it means replacing or rebuilding the wings. There is also a
service bulletin for checking the rear spar attach points (dissimilar
metal) for corrosion. While you are in there, pull back the interior
and look below the windows for corrosion caused by leaking windows.
There is also a service bulletin for periodic checks of the stabilator
attach point for corrosion (again dissimilar metals). Make sure the
fuel valve drain exceeds the margins allowed by the fuel drain AD be a
good margin. If it fails that AD, the fuel valve has to be replaced,
and that is expensive (5 AMU's). For an older six, check the condition
of the fiberglass tip tanks with attention for any delamination and also
make sure the filler neck isn't pitted, as the there doesn't seem to be
many places to repair those tanks. The filler neck is a steel ring
bonded into the fiberglass. Other than that, there really isn't
anything that sticks out as a problem area.

The Six is a wonderful airplane, probably the best airplane piper ever
built (OK, I am biased). The fact is though, it is a load hauler
(mine's got a 1550lb useful load) built for cross country travel and yet
it is economical enough at 14GPH to fly solo locally. Older ones have a
higher useful load because they have less soundproofing and extra crap
stuffed into them. It will take a couple hours to get used to a six, as
the long nose limits the foward and down view somewhat. The airplane is
a different airplane when it is full vs when it is flown solo, so be
careful with flying with a full load.

The PA28's all have the same cabin width. The PA32 is some 11 inches
wider, which makes for some nice elbow room.