The big loser is the Sierra, which has lost considerable value. 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. 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. The Arrow’s most unique feature is the automatic gear. The new wing improved performance somewhat, most notably in terms of glide. It increases the critical altitude by 5500 feet while boosting cruise climb and speed slightly, and lowering CHT and oil temperatures significantly. It is longer than it's predecessors and has a third window along the side over the luggage compartment. I have never had to cancel a planned flight due to maintenance issues. It was designed to be an easy step up for pilots transitioning from a trainer to a single with retractable landing gear and controllable-pitch propeller. Lastly, we require our members to watch a video on turbocharged engine operations. The Piper Arrow is not a STOL airplane, but it doesn’t eat up runway, either. The 200’s TBO is now also 2000 hours. 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). Since it’s little more than a retractable Cherokee, the Piper Arrow is a logical step-up airplane for pilots accustomed to Piper’s fixed-gear four-seaters. ©2020 Aircraft Owners and Pilots Association, Avg. Egress is not the best, we don’t like the single cabin door, especially when compared to the double-doored Cardinal RG, Cutlass RG, Commander 112 and the Beech Sierra. It was every bit a Cherokee, from the fat, constant-chord Hershey Bar wing to the stabilator. Piper Arrow Turbo Mods . Little maintenance is typically required between annuals. With respect to costs of ownership, my annual insurance premium is around $1300 for $1 million smooth liability and $115,000 hull value. 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. The Arrow is faster, has a little more oomph on takeoff but in most respects feels much like the Archer. Cessna had no comparable airplane at all, and Piper’s Comanche would go out of production in the mid-1970s. 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. That short TBO has since been lengthened by fitting new exhaust valves, and it’s highly unlikely that any of the 1200-hour mills remain. There were enough “misunderstandings” by mid-1987 that Piper, then owned by Lear-Siegler, ordered the system deactivated because of concern over liability suits. Photo: James Lawrence Photo 05: The Piper Arrow III panel. 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. This article originally appeared in the January 2013 issue of Aviation Consumer magazine. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. But I can still get four hours plus reserves—which is plenty for my usual flights. Heating and ventilation are both quite good, unlike some other airplanes in the class, with lots of overhead and floor vents. Check the manifold pressure as you retract the flaps. I upped the hull value after the panel upgrades—insurance for the average Arrow would be much less. It is fast enough as a short- to medium-range cross-country airplane. Later, starting with the 1984 models, additional cooling louvers appeared on the bottom of the cowling, which helped … Piper also gets crashworthiness kudos for installing a thickly padded glareshield. The Cherokee Arrow line was introduced in 1967 and featured a … Piper anticipated that most of the people who would be flying Arrows would have little or no experience in retractables. When Piper hung a 200-HP turbocharged Continental TSIO-360-F onto an Arrow III in 1977, the combination looked like a perfect match: the world’s premier economy retractable single and a powerplant promising high-tech performance at low-tech prices. 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. The 1967 Piper PA-28R-180 Arrow was fitted with a fuel-injected LycomingIO-360-B1E engine, retractable gear, and a variable-pitch constant speed propeller. Then-FAA Administrator Donald Engen rejected the request. Students, instructors, and passengers alike will welcome the comfortable, 200 HP Arrow with the Garmin G500 TXi cockpit. Thanks to larger bearing dowels, the old 1200-hour TBO was boosted to 1400 hours. The Mooney is second, up a little over 18 percent. Most structures are of aluminum alloy. 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. Taper-wing Arrow owners report as much as 6.5 hours’ endurance, while Arrow II owners sometimes wish for larger tanks. The Piper Arrow is a sensible, well-behaved, moderate airplane that never goes out of style. Beech’s offering was the rather lackluster (though roomy) Sierra, while Cessna weighed in first with the Cardinal RG, then the Cutlass RG. If you want an all around amazing complex trainer that is gentle, has predictable flight characteristics, you want an arrow. It has the same predictable handling as the Cherokee line of singles in which many pilots have learned to fly, but it's a little faster and sexier, thanks to its retractable gear. I encourage anyone considering one to buy. Two are significant: intercoolers and an automatic wastegate. But it is reasonably good at a lot of things—a great combination of acceptable speed, decent payload, efficiency and low operating costs. The Arrow may be a good choice for a pilot with little complex aircraft experience or one who does not fly often. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. The Piper Arrow III is powered by a Lycoming IO-360-C1C6 engine and has a range of 695 miles. Again, as the gear is retracted, keep an eye on the manifold pressure. New ASF review analyzes safety record of Piper Cherokees, Arrows The second in a series of four AOPA Air Safety Foundation Safety Highlights studies validates both fixed-gear Piper Cherokees and retractable-gear Piper Arrows as reliable, sturdy favorites among aircraft owners. I currently have over 1300 hours on the engine, and compressions and oil consumption have remained relatively constant. Our club checkout process isn’t that difficult. 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. It all began in 1960 with the Piper PA-28 Cherokee. The Piper Turbo Arrow III is powered by a Continental TSIO-360-F engine and has a range of 760 miles. 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. After many years, and I really mean many, PA-28 versions were made. Major accessories include a starter, a 60-amp 14-volt alternator, shielded ignition, vacuum pump drive, fuel pump, propeller governor and a dry automotive type induction air filter. 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. The result was a handful on the runway: The T-tail’s tendency to encourage overrotation, coupled with the engine’s need for attention on the takeoff roll meant a busy time, especially on high-elevation fields. Piper did not fit the Turbo Arrow with cowl flaps — unlike in the Seneca, where the TSIO-360 has a marginally better reputation. Piper folded the gear on its Cherokee 180 and in 1967 unveiled the first Arrow. However, the average equipped price of an Arrow, as delivered, was actually about $2000 more than the Mooney. Piper Arrow III Aircraft Information. 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. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. Decades later, and more than 6,000 units after the Piper Arrow was introduced, it is still in Piper’s new-product lineup. While the tapered wing Arrow III is generally considered more desirable, having flown both I have noted little difference in performance or handling. Photo: James Lawrence Photo 06: The Piper Arrow III. Current models are the Arrow, Archer TX and Archer LX. This new wing found its way onto the Piper Arrow in 1977, creating the Arrow III. It seems there’s always a Piper Arrow on the ramp as well as a good selection of them on the used market. Parts are plentiful and inexpensive compared to Beech or Mooney parts, and the Lycoming IO-360 is bulletproof. Having decided to keep the aircraft rather than replace it, I have had it completely updated over the last two years, including new custom paint and interior by Central Aviation in Watertown, Wisconsin, and a new panel by JA Air Center in Aurora, Illinois. 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. While not as fast as a Mooney or Bonanza, it is more efficient and more comfortable. Two years later this aircraft would receive a little extra horsepower with the PA-28R-200, adding one hundred pounds to the maximum gross weight. 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. 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. However, that’s also a benefit during landing. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. The Piper PA-28R Arrow III has a very solid appearance, from the stubby nose through to the large pivoting stabilator. Reliability is due in part to simple mechanical systems and design. And a Mooney 201, on the same fuel, goes the fastest. 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. This allowed 50 pounds more gross weight, and the addition of the long-awaited manual gear-extension override. (Earlier reviews looked at the Cessna P210, 182 Skylane, and the Bonanza/Debonair series. Many pilots and insurance underwriters embraced the “foolproof” gear system with some insurers even assigning lower rates. This occurs because the stabilator sits up out of the propwash, and so is less effective at low airspeeds. 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. 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. Fuel Burn at 75% power in standard conditions per hour. 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. For the extra few knots a Mooney might deliver, the Arrow is a more comfortable and pleasurable plane to fly. An electric fuel pump serves as a back-up feature. There is a second pitot tube, located on the left side of the cabin, for the automatic gear system. Further, the double-latch system can confuse passengers, particularly in an emergency: Be sure to brief them. The aircraft has been a joy, with no extraordinary, massive expenses, other than the paint, avionics and interior, which were my choices. The marketplace has declared the Arrow the runaway winner in terms of non-adjusted appreciation: That same 1977 airplane has increased in value by 21 percent. This took a little adjustment at first. The 200-HP Piper Arrow was sufficiently more popular than the 180 that the latter was dropped in 1971. The Arrow II had a … In high-power, low-airspeed configurations, the system could either delay retraction or lower the gear at an unwanted time. While the market has changed, the Arrow soldiers on. My only complaint is that it would be nice to have a 180- or 200-knot aircraft, but I don’t see that happening any time soon. 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. 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 non-turbo’d Arrows consume nine to 12 gallons per hour, with the “blown” versions using around 14 GPH when pushed. The club has owned and operated a Turbo Arrow for several years. The Mooney runs away from the rest in speed and efficiency, which have great value. 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! 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). The empty weight is 1,692 lbs and the gross weight is 2,900 lbs. The Piper … It didn’t help much when, in 1979, Piper combined its T-tail airframe with the turbo’d engine, even if the powerplant got a different suffix and much-needed TBO extension (from 1400 to 1800 hours). After years of renting various Cessnas, Pipers, Beachcraft and even a Grumman or two, it was time to own something. Not a member? The cruise speed is 138 kts and the stall speed is 55 kts. The Arrow III lasted only two model years. 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. 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. There is a front door on the right side … Read honest and unbiased product reviews from our users. The PA-28R-180 came with a constant-speed prop turned by a Lycoming IO-360-B1E engine. When the user loads an aircraft for the first time, they are always planted right where the magic happens… in the cockpit. The base price was $16,900, some $1350 less than the Mooney M20C Mark 21 (according to the Aircraft Bluebook Price Digest). Each tank is equipped with a filler neck indicator tab to aid in determining fuel remaining when the tanks are not full. More on the Arrow’s gear system in a moment. Very nice 1973 Piper Arrow II with the 200HP Lycoming engine. Most explanatory items, notes, cautions, and warnings have been omitted for brevity. Aircraft Owners & Pilots Association Find it free on the store. Unfortunately, some forget to override the automatic extension system. Current production numbers are over 32,000. One five-year printout of FAA Accident and Incident Reports for the Turbo Arrow disclosed no fewer than 54 instances of powerplant failures. The empty weight is 1,637 lbs and the gross weight is 2,750 lbs. Still, the Arrow was considerably faster than the carbureted, fixed-gear, fixed-prop (but otherwise identical) Cherokee 180. The new retractable gear was electro-mechanical (compared to Mooney’s distinctive manual “Johnson bar” arrangement), and had a unique feature designed to enhance safety: an auto-extension mechanism that would lower the gear if the airplane slowed below a certain airspeed. These days, things have calmed way down with the Turbo Arrow. Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on the instrument panel. Starting with the 1972 model year, the airplane was redesignated the Arrow II. Turboplus offer intercoolers. In my opinion, the PA-28 201RT is one of the best airplanes for the money. Procedures in red/bold text in this checklist should be committed to memory. Furthermore, the engine stoppages weren’t the result of typical pilot errors such as fuel mismanagement, fuel exhaustion, etc. Our review of the 100 most recent Arrow accidents didn’t give us any reason to argue with that rep. First introduced in 1967 with a 180-hp Lycoming, Piper offered a 200-hp Arrow in the latter half of 1969. 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. All rights reserved. We’d rather see the gauges up in the pilot’s line of sight where they’re hard to miss. 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. 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. An extra $500 bought pilots a Lycoming IO-360-C1C engine, a few knots and a 100-pound boost in gross weight, though that was eaten into by a 79-pound increase in empty weight. In the normal category all aerobatic maneuvers including spins are prohibited. To ease their transition into complex aircraft, Piper designed a system that, operated properly, makes it extremely difficult to land wheels-up. 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. Alas, the engine wasn’t as bulletproof as Continental intended or Piper hoped. Engine management was probably the largest burden I faced in my transition from a rental Cessna 172 to my purchased Turbo Arrow. I am the chief instructor for the Aspen Flying Club at Denver Centennial Airport. However, once slowed, the aircraft has the sink rate of a typical Arrow. After rotation, double check manifold pressure and adjust as needed. 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. My recommendation is to force yourself to get in the habit of checking the engine instruments often. The PA-28RT-201 Arrow IV seats up to 3 passengers plus 1 pilot. 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. Because of the capabilities of this aircraft, we include at least one high-altitude flight. Photo: Mike Berry This same basic design is used in the JAARS bush-plane seat. Climb performance is competent, but unremarkable. Stalls are a non-event. The -C1C engine was more costly in other ways, too—it had a 1200-hour TBO, compared to 2000 for the 180. For model years 1988, 1989 and 1990, conventional tail, normally aspirated Arrows were made alongside T-tailed turbo models. 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. Soon, however, the engine began earning a reputation as tricky to operate and prone to self destruction. Each renter is expected to become familiar with the functions of these components. This will smooth the effects of P Factor and you will not require as much rudder input as you would if you just threw the throttle into position. Consider the comparison of a Cirrus SR22 vs. a Turbo Arrow. During letdowns, the Arrow’s gear serves as an effective speed brake. We have a document created by the owner of the airplane—it’s on leaseback—that discusses the particularities of the Turbo Arrow. Advertisement 1982 Piper T-Tail Turbo Arrow Base/used Price: $67,000-$93,000 Engine make/model: Cont. I first started flying 180-HP Arrows in the 1970s and flew an Arrow to Alaska from Chicago, camping out beside the aircraft. It's time to start working toward my Commercial Pilot Certificate, and that means transitioning to a complex airplane. A year later—then owned by M. Stuart Millar—the company withdrew its deactivation order, provided that pilots “take the necessary actions to assure that any pilot flying these aircraft are fully advised of the system and its proper operation.” In part, Piper was responding to the complaints of irate owners who believed the system worked often enough to be desirable. It is a four cylinder, direct drive, horizontally opposed, fuel injected engine. 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. The Arrow has no handling quirks or bad habits and is a joy to fly. TSIO-360-C1C6 Horsepower@rpm@altitude: 200@2575@SL Horsepower for takeoff: 200 TBO hrs. We will do slow flight, approach and departure stalls and recoveries, simulated engine failure and a handful of touch-and-goes. Then there are Arrow pilots who lose their engines and decide to ditch with the gear up. 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. The next year marked the development of a redesigned camshaft and another TBO increase—to 1600 hours. Today’s version—known simply as the “Arrow,” without any Roman numerals—is essentially an Arrow III, arguably the best of the bunch. Welcome to the Piper Arrow The perfect combination of durability, reliability, comfort and technology – the Arrow is the ideal training platform. 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. Things got so bad that the National Transportation Safety Board in 1985 called for an airworthiness design review of the engine, citing a litany of component failures. Piper emerged from bankruptcy in 1995 as New Piper, a moniker dropped in 2006. I can't remember what year Wing's Arrow is, but the one I flew a few times was a '72 with the Hershey bar wing, and it dropped out of the sky like a rock with the gear down when you cut the power. Piper’s original Arrow compared well with the Mooney in some departments, such as roominess and cost, but fell short in terms of speed. It had never been used as a trainer and was therefore in very good condition, which can be hard to find in this model. The Arrow’s most unique feature is the automatic gear. When the Arrow was introduced, its only real competition came from Mooney’s early M20s. Piper anticipated that most of the people who would be flying Arrows would have little or no experience in retractables. Review by AVSIM Staff Reviewer Maxim Pyankov Piper Arrow Aircraft Overview Over the last month and a half I have been learning and enjoying JustFlight’s newly released Piper PA-28R Arrow III. The Piper Arrow handles much like any PA-28, which is to say it’s fairly benign. Two are significant: intercoolers and an automatic wastegate. Alas, the system isn’t perfect, and didn’t prevent landing gear-related mishaps in the Arrow. 91 or F.A.R 135. This is food for thought, since the Piper Arrow is no faster than, say, a Grumman/AGAC Tiger, an airplane that delivers this performance on 20 less horsepower with a fixed-pitch prop and fixed landing gear. A high polygon count ensures that this aircraft is modelled down to th… Since buying the airplane, I’ve upgraded the paint, avionics and interior and had to replace the prop because of an AD. It’s worth noting the used marketplace doesn’t like the T-tailed Arrow much, either: A 1979 PA-28RT-201 has not yet recovered its new average equipped price, while a 1978 Arrow III is worth about 10 percent more than its new cost. 2 navcomm along with the original Narco DME. 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