Actually, both are correct, but I need to add some information to this. The average equipped prices of these airplanes when new in 1977 (the first year all of them were offered at once) ran as follows: Arrow III: $50,320; Cessna Cardinal RG: $50,095; Rockwell Commander 112: $61,295; Beech Sierra: $53,594 and Mooney 201: $57,420. However, I realized that the Arrow was really perfect for my typical 300-mile or shorter mission. 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. 1979 PIPER PA-28RT-201 Arrow IV - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Cessna had no comparable airplane at all, and Piper’s Comanche would go out of production in the mid-1970s. The Arrow’s most unique feature is the automatic gear. The wing loading is lower than higher-performance retractables like the Bonanza/Debonair and Mooney, which means a less solid ride in turbulence and lower speeds. : 1800 Fuel type: 100/100LL … Read More "1982 Piper T-Tail Turbo Arrow" Include them in your scan, and look at them after every configuration change. I think that you can readily find them in a variety of conditions and diversely equipped. By the mid-1960s, Piper began considering the PA-28 as a candidate to compete in the light four-place retractable market, then dominated by Mooney with Beech’s least expensive retractable—the Debonair—costing a third again as much as a Mooney. 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. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. ©2020 Aircraft Owners and Pilots Association, Avg. Piper also increased the wingspan, enlarged the stabilator, dressed up the interior, changed the wing planform and introduced a T-tail model. Unfortunately, some forget to override the automatic extension system. TSIO-360-C1C6 Horsepower@rpm@altitude: 200@2575@SL Horsepower for takeoff: 200 TBO hrs. The Piper Arrow is not a STOL airplane, but it doesn’t eat up runway, either. But I can still get four hours plus reserves—which is plenty for my usual flights. Cruise was pegged at 141 knots, compared to 158 for the Mooney. The 200’s TBO is now also 2000 hours. It has been a very reliable and relatively inexpensive airplane to maintain. As with any personal airplane, we strongly recommend joining a type club. The tanks are attached to the leading edge of the wing with screws and are an integral part of the wing structure. Photo: James Lawrence Photo 06: The Piper Arrow III. It all began in 1960 with the Piper PA-28 Cherokee. Flight schools have long sworn by them as relatively economical complex trainers, and owners report happy relationships with their combination of useful load and range. One of the reasons for the Turbo Arrow’s recent reliability may be the aftermarket mods available. Again, as the gear is retracted, keep an eye on the manifold pressure. The only caveat would be to try and find one that has not spent its life being beaten on as a trainer or rental, which can be a challenge since Arrows are very popular for those uses. A Cherokee 180 from the same year had a base price of a mere $12,900. Two are significant: intercoolers and an automatic wastegate. Thanks to larger bearing dowels, the old 1200-hour TBO was boosted to 1400 hours. Starting with the 1972 model year, the airplane was redesignated the Arrow II. The Arrow II had a … 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. On the good side: The engine’s fixed wastegate introduced legions of pilots to the term “bootstrapping.” For pilots transitioning from a normally aspirated Arrow, it was too tempting to run the throttle to its stop early in the takeoff roll, just as one would with the non-turbo’d version. A variety of aerodynamic mods are available for PA-28s, from the usual flap and gap seals (Knots-2U, www.knots2u.com) to shoulder harnesses (AeroParadise, www.aeroparadisellc.com) to the high-spiff-factor LoPresti (www.speedmods.com) cowling. Today’s version—known simply as the “Arrow,” without any Roman numerals—is essentially an Arrow III, arguably the best of the bunch. 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. They occurred from failed connecting rods or rod bolts, broken crankshafts and damaged pistons. The first two Arrows had somewhat limited range, thanks to their 48-gallon fuel capacity. Compared to a Mooney, it can carry plenty of weight fully fueled—fill the tanks and you can still carry four average adults or two adults and plenty of baggage, and it is far cheaper to operate. The base price was $16,900, some $1350 less than the Mooney M20C Mark 21 (according to the Aircraft Bluebook Price Digest). Piper Arrow Turbo Mods . While 140 knots is possible at max power, I typically flight plan 135 knots at 65-70 percent power on 10 GPH. Flight schools have long sworn by them as relatively economical complex trainers, and owners report happy relationships with their combination of useful load and range. Each tank is equipped with a filler neck indicator tab to aid in determining fuel remaining when the tanks are not full. We will do slow flight, approach and departure stalls and recoveries, simulated engine failure and a handful of touch-and-goes. For the extra few knots a Mooney might deliver, the Arrow is a more comfortable and pleasurable plane to fly. A Piper Arrow III or Piper PA-28 Cherokee Introduction. Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on the instrument panel. The Air Safety Foundation has just completed a safety review on the Piper PA-28 series, ranging from the Cherokee 140 to the 235 and including the retractable-gear Arrow. If it is equipped with pitot heat, it should be checked, along with the primary pitot tube before flight, as more than one pilot making a high-speed, IFR descent through a thin stratus layer has had the gear suddenly extend because that second pitot froze over. The throttle is very touchy on the Turbo Arrow, and what you may think is a minimal change will actually be a huge change. Our review of the 100 most recent Arrow accidents didn’t give us any reason to argue with that rep. The Arrow’s interior is quite comfortable. Piper Arrow III Aircraft Information. Secondary power is provided by a 12-volt, 35-ampere hour battery. Fuel is stored in two 38.5 gallon tanks, one in each wing. After years of renting various Cessnas, Pipers, Beachcraft and even a Grumman or two, it was time to own something. In my opinion, the PA-28 201RT is one of the best airplanes for the money. More on this variant in a moment. One of the reasons for the Turbo Arrow’s recent reliability may be the aftermarket mods available. 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. Photo: James Lawrence Photo 05: The Piper Arrow III panel. First introduced in 1967 with a 180-hp Lycoming, Piper offered a 200-hp Arrow in the latter half of 1969. Each renter is expected to become familiar with the functions of these components. The Arrow has no handling quirks or bad habits and is a joy to fly. Rockwell got into the small retractable business with the Commander 112, and Mooney upped the ante with the landmark 201. Reliability is due in part to simple mechanical systems and design. I currently have over 1300 hours on the engine, and compressions and oil consumption have remained relatively constant. The aircraft is powered by a Lycoming IO-360-C1C6 and is rated at 200 horsepower. The primary electrical power source is a 14-volt, 60-amp alternator, which is protected by an alternator control unit that incorporates a voltage regulator and an overvoltage relay. Climb performance is competent, but unremarkable. Like many T-tail airplanes, the Arrow IV flies differently than Arrows with conventional tail feathers. A new cowling rounded out the deal and announced to the ramp rats your bird was turbocharged. Fuel Burn at 75% power in standard conditions per hour. Piper deserves mention for its seat design in later aircraft, which have a crashworthy S-tube design meant to progressively collapse and absorb energy during an impact. Further, the double-latch system can confuse passengers, particularly in an emergency: Be sure to brief them. 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! It costs about 15 to 20 percent less to buy, and less to maintain. I find that I need to plan ahead to slow the aircraft from cruise, unlike the Arrows I flew without the mods. I installed a new Aspen PFD and replaced the aging King radios with a new Garmin stack, including GMA 340 audio panel, GTN 650 GPS/Nav/Comm, GTX 330 Mode S transponder with TIS traffic, S-Tec 60-2 autopilot wired through the Aspen for GPS roll steering and a panel-mounted, hardwired Garmin Aera 560 that displays XM datalink weather and plays XM radio through the audio panel. Over the years, I thought many times about upgrading again to a Bonanza F33 or Mooney J model. Stalls are a non-event. It also gave pilots a healthy 24-gallon increase in fuel capacity. The interior refurbishment included all-new plastic trim, overhead console and headliner, along with leather-wrapped control wheels. Procedures in red/bold text in this checklist should be committed to memory. The Mooney is second, up a little over 18 percent. Already a member? 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. The last three Turbo Arrow IVs were 1990 models; subsequent Arrows through current production all have conventional tails and lack turbos. Arrow owners have two excellent organizations from which to choose: the Cherokee Pilots Association (www.piperowner.com) and the Piper Owner Society (www.piperowner.org). Welcome to the Piper Arrow The perfect combination of durability, reliability, comfort and technology – the Arrow is the ideal training platform. This new wing found its way onto the Piper Arrow in 1977, creating the Arrow III. Furthermore, the engine stoppages weren’t the result of typical pilot errors such as fuel mismanagement, fuel exhaustion, etc. It was every bit a Cherokee, from the fat, constant-chord Hershey Bar wing to the stabilator. Read honest and unbiased product reviews from our users. 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. That’s no accident, of course: Offering a full line of airplanes was the basic marketing model for all of the major manufacturers in the 1960s and 1970s. 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. The empty weight is 1,692 lbs and the gross weight is 2,900 lbs. The T-tail, depending on airspeed, is either very effective or far less effective than a conventional tail (which isn’t as prone to abrupt transitions between different flying regimes). Piper also gets crashworthiness kudos for installing a thickly padded glareshield. So easy, tiny movements on the throttle are required. Its fuselage was stretched five inches, providing more rear-seat room; its wingspan increased 26 inches by widening the Hershey Bar design and the stabilator’s span increased. Please login below for an enhanced experience. Introduced in 1962 as the Cherokee 150 and 160, the PA-28 gave Piper a badly needed shot in the arm in the low-end market. The 2012 model’s base price is $414,900, which includes a Garmin G500 avionics suite, but no autopilot. It had never been used as a trainer and was therefore in very good condition, which can be hard to find in this model. For model years 1988, 1989 and 1990, conventional tail, normally aspirated Arrows were made alongside T-tailed turbo models. However, the average equipped price of an Arrow, as delivered, was actually about $2000 more than the Mooney. 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. Parts are plentiful and inexpensive compared to Beech or Mooney parts, and the Lycoming IO-360 is bulletproof. Engine management was probably the largest burden I faced in my transition from a rental Cessna 172 to my purchased Turbo Arrow. 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. Beginning in 1975, the airplane that had been the Cherokee 140 became the Warrior, sporting a new, semi-tapered wing of higher aspect ratio than the familiar Hershey Bar and a 150-HP engine. 91 or F.A.R 135. Their expertise can save real money when tracking down common problems. 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. The 200-HP Piper Arrow is an unremarkable performer; the 180-HP version is, well, doggy. It is fast enough as a short- to medium-range cross-country airplane. With these upgrades, my aging Arrow is now a reliable, capable, modern aircraft that is efficient and functional for both local and cross-country flying. The Piper Arrow’s automatic landing gear extension system was intended as a safety feature; Piper touted the Arrow as the perfect airplane for pilots transitioning to retractables. Decades later, and more than 6,000 units after the Piper Arrow was introduced, it is still in Piper’s new-product lineup. There is a front door on the right side … Taper-wing Arrow owners report as much as 6.5 hours’ endurance, while Arrow II owners sometimes wish for larger tanks. The club has owned and operated a Turbo Arrow for several years. No Arrows of any flavor carry 1991 or 1993 model designations; this was the time when Piper was on the rocks, searching for a buyer. Starship Completes High-Altitude Test Flight, Explodes During Landing (Updated), Vaccine Passport: Stop Crying, Get Your Shot, Even A Numbskull Like Me Can Learn To Fly A Gyroplane, AVweb Profile: Aviation Photographer Steve Zimmermann, Top Letters And Comments, December 18, 2020, Unwanted Flight Test: The FAA’s 709 Ride, EAA Aviation Museum To Offer Webinar Series, WAI Announces 2021 Pioneer Hall Of Fame Inductees, Frasca To Develop Epic E1000 GX Simulator, Hill Helicopters Unveils New Turbine Engine, Canada Mandates 406 ELTs, Foreign Aircraft Need Beacon. Still, the Arrow has a roomier interior than all but the Cardinal, and its useful load is the greatest: 1200 pounds. 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. To start, the policy requires all pilots to have a total time of 125 hours with 25 hours of retractable gear time or 10 hours in make and model and a checkout flight after passing a written aircraft checkout quiz. Annuals usually run in the range of $2000-$2500. The cruise speed is 172 kts and the stall speed is 56 kts. 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. Lastly, we require our members to watch a video on turbocharged engine operations. The gear extension limit is close to the cruise speed (which really says more about the cruise speed than it does about the gear), so descents aren’t the problem they are in slick airplanes like the Mooney. This allows the pilot to understand the use of supplemental oxygen as well as turbo operation where it matters. Each renter is required to read this and sign it before the checkout. The PA-28R-180 came with a constant-speed prop turned by a Lycoming IO-360-B1E engine. The empty weight is 1,637 lbs and the gross weight is 2,750 lbs. While the market has changed, the Arrow soldiers on. It is longer than it's predecessors and has a third window along the side over the luggage compartment. Owners report few vices. This article originally appeared in the January 2013 issue of Aviation Consumer magazine. It was a perfect match: the worlds premier economy retractable single and a K-Mart kind of powerplant that promised high-tech performance at low-tech prices. 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