The empty weight is 1,637 lbs and the gross weight is 2,750 lbs. Both the 180-hp and 200-hp Arrows were sold through 1971, but in 1972 an all-new Arrow II was announced in Lock Haven. One of the reasons for the Turbo Arrow’s recent reliability may be the aftermarket mods available. When workload permitted—or runway length demanded—and after the system spooled itself up to around 35 inches, a gentle nudge to the throttle gave around 39 or 40 inches; and then the engine likely would boost itself the rest of the way to its 41 inches of manifold pressure limit and off you went. At 12,000 feet, the Turbo Arrow has a fairly low critical altitude—the max altitude at which the engine will develop its rated horsepower. However, I realized that the Arrow was really perfect for my typical 300-mile or shorter mission. Decades later, and more than 6,000 units after the Piper Arrow was introduced, it is still in Piper’s new-product lineup. The aircraft is powered by a Lycoming IO-360-C1C6 and is rated at 200 horsepower. When Piper hung a 200-HP turbocharged Continental onto the basic Arrow airframe in 1977, the combination looked like one made in heaven, rather than Vero Beach. In that same year, Piper made a turbocharged version of the Arrow. Lastly, we require our members to watch a video on turbocharged engine operations. I currently have over 1300 hours on the engine, and compressions and oil consumption have remained relatively constant. Sorting through the plethora of changes in the Arrow models to find the one with the best combination of performance, comfort and price is enough to confuse the most determined shopper. In the normal category all aerobatic maneuvers including spins are prohibited. Meanwhile, in an effort to prevent bootstrapping on the Turbo Arrow and other aircraft with the TSIO-360 engine, Merlyn Products (www.merlynproducts.com) has taken an even more dramatic step and come up with an automatic upper deck controller that looks like the answer to a prayer for Turbo Arrow owners. A few quirks aside, though, some version or vintage of the Piper Arrow may be the right airplane at the right time for a prospective owner. My experience is that the Turbo Arrow is a high density-altitude, go-anywhere Colorado aircraft. However, once slowed, the aircraft has the sink rate of a typical Arrow. This occurs because the stabilator sits up out of the propwash, and so is less effective at low airspeeds. The Piper Arrow handles much like any PA-28, which is to say it’s fairly benign. The primary reason is that the Arrow is a simple retractable to fly. Alas, the engine wasn’t as bulletproof as Continental intended or Piper hoped. Since all Cherokees share the same basic airframe, the company was also able to realize some manufacturing economies. The interior refurbishment included all-new plastic trim, overhead console and headliner, along with leather-wrapped control wheels. It sold kits to do so, and told customers it wouldn’t provide parts to repair the existing system. Soon, however, the engine began earning a reputation as tricky to operate and prone to self destruction. The -C1C engine was more costly in other ways, too—it had a 1200-hour TBO, compared to 2000 for the 180. The mechanism prevents the gear from being retracted on takeoff until a safe climb speed is reached and automatically lowers the gear when power and airspeed are reduced below a certain point. Others, who don’t try to fly the Arrow IV like the earlier models, look more favorably upon the T-tail. Piper also increased the wingspan, enlarged the stabilator, dressed up the interior, changed the wing planform and introduced a T-tail model. It was every bit a Cherokee, from the fat, constant-chord Hershey Bar wing to the stabilator. Photo: Mike Berry In high-power, low-airspeed configurations, the system could either delay retraction or lower the gear at an unwanted time. Cruise speeds range from 130 (180-HP) to 143 knots (normally aspirated 200-HP T-tail) and as high as 170 knots for a turbocharged version flown in the teens. Owners report few vices. Buy and sell planes and helicopters online at GlobalPlaneSearch.com. Owners say they get a higher critical altitude with the intercoolers, along with lower operating temperatures. Piper chose long ago to put the engine gauges near the power controls, which makes a certain amount of sense except when setting and monitoring power on takeoff. Starting with the 1972 model year, the airplane was redesignated the Arrow II. Still, the Arrow was considerably faster than the carbureted, fixed-gear, fixed-prop (but otherwise identical) Cherokee 180. For model years 1988, 1989 and 1990, conventional tail, normally aspirated Arrows were made alongside T-tailed turbo models. Piper anticipated that most of the people who would be flying Arrows would have little or no experience in retractables. In the mid-1970s, Piper revamped its line of metal singles (leaving the Super Cub alone), starting with the bottom of the PA-28 line. The ostensibly nifty benefits of this system are much lower turbo speeds, lower engine RPM settings at all altitudes and generally allowing lower engine operating temperatures. So easy, tiny movements on the throttle are required. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 91 or F.A.R 135. The PA-28R-180 came with a constant-speed prop turned by a Lycoming IO-360-B1E engine. The Piper Arrow is a sensible, well-behaved, moderate airplane that never goes out of style. Already a member? The Arrow III lasted only two model years. The new panel consists of a custom metal upperpanel with instrument bezel lighting, replacing the old plastic overlays. The original Cherokee did well, and was soon joined by the 180 and 235, giving Piper a strong lineup of fixed-gear singles meeting many missions. The majority of the checkout flight is routine. Also the Piper Arrow’s automatic gear extension system is a good example of how safety features can spawn new hazards even while eliminating old ones. I am the chief instructor for the Aspen Flying Club at Denver Centennial Airport. Turboplus offer intercoolers. A Cessna Cardinal RG, Cutlass RG or Grumman Tiger will go as fast, while burning less fuel. Alas, the system isn’t perfect, and didn’t prevent landing gear-related mishaps in the Arrow. After two years and sales of almost 1100 airplanes, Piper came out with a 200-HP version of the Arrow. The extra money—the average 1977 Turbo Arrow III went out the door costing around $4600 more than its non-turbo’d sibling—boosted book max cruise speed from 149 KTAS to a whopping 177 at altitude. It all began in 1960 with the Piper PA-28 Cherokee. The Mooney is second, up a little over 18 percent. The base price was $16,900, some $1350 less than the Mooney M20C Mark 21 (according to the Aircraft Bluebook Price Digest). Photo: James Lawrence Photo 06: The Piper Arrow III. A Turbo Arrow costs several hundred thousand dollars less to acquire, is just a couple of 10s of knots slower and burns two-thirds the fuel. We have had some maintenance issues due to improper operation of the airplane, so we may need to increase those times. One five-year printout of FAA Accident and Incident Reports for the Turbo Arrow disclosed no fewer than 54 instances of powerplant failures. Sticking with their high-quality assurance from other aircraft, it is clear to see that not a penny went to waste when modelling an accurate rendition of the Piper Turbo Arrow’s cockpit, which was made using plans from the real world counterpart! (Earlier reviews looked at the Cessna P210, 182 Skylane, and the Bonanza/Debonair series. 1979 PIPER PA-28RT-201 Arrow IV - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation The Arrow’s interior is quite comfortable. The original PA-28 owes its existence to three pioneering designers, John Thorpe, Karl Bergey and Fred Weick, who were charged with developing an airplane that would compete with the Cessna 172. Regardless, some who have flown both report the T-tailed version also demands more attention to pitch trim when changing airspeeds. Engine management was probably the largest burden I faced in my transition from a rental Cessna 172 to my purchased Turbo Arrow. However, that’s also a benefit during landing. Many pilots and insurance underwriters embraced the “foolproof” gear system with some insurers even assigning lower rates. It seems there’s always a Piper Arrow on the ramp as well as a good selection of them on the used market. Because of the capabilities of this aircraft, we include at least one high-altitude flight. The 200-HP Piper Arrow was sufficiently more popular than the 180 that the latter was dropped in 1971. The cruise speed is 138 kts and the stall speed is 55 kts. Current production numbers are over 32,000. Cruise was pegged at 141 knots, compared to 158 for the Mooney. A high polygon count ensures that this aircraft is modelled down to th… The 200’s TBO is now also 2000 hours. The Arrow has undergone a long evolution, but there have been four improvements that have had the most significant effects on performance, utility and comfort: The introduction of a 200-horsepower model in 1969, a five inch stretch of the fuselage in 1972, 77 gallon tanks in 1977 and the introduction of a turbocharged model that year. The was dubbed “Arrow IV.” Predictably, performance suffered. Piper did not fit the Turbo Arrow with cowl flaps — unlike in the Seneca, where the TSIO-360 has a marginally better reputation. Oops, in flight … what does that mean?I welcome you on-board of the brand-new ported Piper Arrow III created by Just Flight in corporation with Thranda Design although I need to make some corrections to clarify the word “ported”.According to Just Flight “The starting point was a Microsoft Flight Simulator FSX model, but the aircraft was not ported from FSX to X-Plane 11 as that isn’t actually possible as it would be from say FSX to P3D. Current models are the Arrow, Archer TX and Archer LX. Little maintenance is typically required between annuals. Piper anticipated that most of the people who would be flying Arrows would have little or no experience in retractables. Beech’s offering was the rather lackluster (though roomy) Sierra, while Cessna weighed in first with the Cardinal RG, then the Cutlass RG. As they started out in two-seat trainers, pilots were encouraged to step up into similar four-place, fixed-gear models, then to retractables from the same blood line. Do that with the Piper Turbo Arrow, though, and you’d get a red “overboost” light very soon, often followed by your mechanic’s bill for the subsequent inspection. Over the years, I thought many times about upgrading again to a Bonanza F33 or Mooney J model. Piper also gets crashworthiness kudos for installing a thickly padded glareshield. Read honest and unbiased product reviews from our users. The cruise speed is 172 kts and the stall speed is 56 kts. Instead, the favored technique was to run up the MAP to no more than 30 or so inches early in the takeoff roll, then forget about it while monitoring the other engine gauges and keeping the centerline straddled. In my opinion, the PA-28 201RT is one of the best airplanes for the money. I think the Arrow is great for efficient, low-cost, cross-country transportation. Check the manifold pressure as you retract the flaps. The Piper Arrow is a member of the Piper Cherokee family of light aircraft designed for air taxi, fliaght training, and personal use and is built by Piper Aircraft. But it is reasonably good at a lot of things—a great combination of acceptable speed, decent payload, efficiency and low operating costs. When the user loads an aircraft for the first time, they are always planted right where the magic happens… in the cockpit. As you feel the turbo “kick in,” ease the throttle forward to achieve recommended takeoff manifold pressure. I know that I would not recover the cost of my recent upgrades if I were to sell, but I have decided this Arrow is a keeper. Between legs i decided to film my friend Greg act at PIC of this 1973 Piper Arrow II over the skies of South Florida. With the speed mods, I file for a true airspeed of 140 knots. The only drawback I have found is the 48-gallon useful fuel capacity of the Arrow II—an issue that was rectified in the Arrow III with the adoption of the tapered wing and 68 gallon tanks. Piper Arrow CHECKLIST Revision 1.5 Bountiful Flight, LLC Piper Arrow II Aircraft Checklist PA-28R-200 This is an abbreviated checklist. Procedures in red/bold text in this checklist should be committed to memory. Students, instructors, and passengers alike will welcome the comfortable, 200 HP Arrow with the Garmin G500 TXi cockpit. Rated horsepower compressions and oil temperatures significantly -C1C engine was more costly in other ways, too—it had runaway... 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