The big loser is the Sierra, which has lost considerable value. 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. Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on the instrument panel. The Arrow’s most unique feature is the automatic gear. Annuals usually run in the range of $2000-$2500. For more great content like this, subscribe to Aviation Consumer. One Arrow is labeled as a 1994 model. It was every bit a Cherokee, from the fat, constant-chord Hershey Bar wing to the stabilator. 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. Because of the capabilities of this aircraft, we include at least one high-altitude flight. arrow iii Taking the Cherokee across the Pacific is more than enough time to appreciate its performance By Bill Cox , Photography by James Lawrence Updated February 6, 2016 Save Article Our review of the 100 most recent Arrow accidents didn’t give us any reason to argue with that rep. 1981 piper turbo arrow iv Piston Single Aircraft Price: USD $73,920 USD $73,920 + VAT = USD $85,008 ( VAT applies to users in South Africa ) ( Price entered as : ZAR R1 100 000 ) My recommendation is to force yourself to get in the habit of checking the engine instruments often. I find that I need to plan ahead to slow the aircraft from cruise, unlike the Arrows I flew without the mods. 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. Since all Cherokees share the same basic airframe, the company was also able to realize some manufacturing economies. This airplane is certified in the normal category. There is a front door on the right side … Photo 04: The Piper Arrow III. They occurred from failed connecting rods or rod bolts, broken crankshafts and damaged pistons. 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 cruise speed is 138 kts and the stall speed is 55 kts. The aircraft has been a joy, with no extraordinary, massive expenses, other than the paint, avionics and interior, which were my choices. If the base model PA-28 was a trainer for new pilots, then the PA-28R was the transition for pilots to complex aircraft. 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. Very nice 1973 Piper Arrow II with the 200HP Lycoming engine. It seems there’s always a Piper Arrow on the ramp as well as a good selection of them on the used market. Again, as the gear is retracted, keep an eye on the manifold pressure. 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. But I can still get four hours plus reserves—which is plenty for my usual flights. After many years, and I really mean many, PA-28 versions were made. However, that’s also a benefit during landing. It is longer than it's predecessors and has a third window along the side over the luggage compartment. One five-year printout of FAA Accident and Incident Reports for the Turbo Arrow disclosed no fewer than 54 instances of powerplant failures. Alas, the system isn’t perfect, and didn’t prevent landing gear-related mishaps in the Arrow. The empty weight is 1,692 lbs and the gross weight is 2,900 lbs. Many pilots complain that the Arrow IV has squirrelly low-speed performance, with a tendency to over-rotate on takeoff. 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. It sold kits to do so, and told customers it wouldn’t provide parts to repair the existing system. The PA-28R-180 came with a constant-speed prop turned by a Lycoming IO-360-B1E engine. Unfortunately, some forget to override the automatic extension system. Thanks to larger bearing dowels, the old 1200-hour TBO was boosted to 1400 hours. Later, starting with the 1984 models, additional cooling louvers appeared on the bottom of the cowling, which helped … Current production numbers are over 32,000. I bought my 1973 Arrow II with Knots2U speed modifications in December of 1999. Piper Arrow Turbo Mods . The 2012 model’s base price is $414,900, which includes a Garmin G500 avionics suite, but no autopilot. Piper did not fit the Turbo Arrow with cowl flaps — unlike in the Seneca, where the TSIO-360 has a marginally better reputation. Piper Arrow III Aircraft Information. A new cowling rounded out the deal and announced to the ramp rats your bird was turbocharged. This took a little adjustment at first. As with any personal airplane, we strongly recommend joining a type club. Climb performance is competent, but unremarkable. Cessna had no comparable airplane at all, and Piper’s Comanche would go out of production in the mid-1970s. We’d rather see the gauges up in the pilot’s line of sight where they’re hard to miss. It may not be an airplane that is really great at any one thing—there are faster planes and better load-hauling planes. Most explanatory items, notes, cautions, and warnings have been omitted for brevity. 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. 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. 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. I think that you can readily find them in a variety of conditions and diversely equipped. 1979 PIPER PA-28RT-201 Arrow IV - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Then there are Arrow pilots who lose their engines and decide to ditch with the gear up. 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. First introduced in 1967 with a 180-hp Lycoming, Piper offered a 200-hp Arrow in the latter half of 1969. 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. The aircraft is powered by a Lycoming IO-360-C1C6 and is rated at 200 horsepower. Actually, both are correct, but I need to add some information to this. Piper anticipated that most of the people who would be flying Arrows would have little or no experience in retractables. 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. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. 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. 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. For the extra few knots a Mooney might deliver, the Arrow is a more comfortable and pleasurable plane to fly. With the speed mods, I file for a true airspeed of 140 knots. It is fast enough as a short- to medium-range cross-country airplane. The airplane is a four-place, low wing, single engine airplane equipped with retractable tricycle landing gear, having a steerable nose wheel and two main wheels. As you feel the turbo “kick in,” ease the throttle forward to achieve recommended takeoff manifold pressure. Owners say they get a higher critical altitude with the intercoolers, along with lower operating temperatures. This occurs because the stabilator sits up out of the propwash, and so is less effective at low airspeeds. 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. Each renter is required to read this and sign it before the checkout. For the Commercial License, you need a minimum of 10 hours in a complex aircraft. More on the Arrow’s gear system in a moment. Since buying the airplane, I’ve upgraded the paint, avionics and interior and had to replace the prop because of an AD. This allowed 50 pounds more gross weight, and the addition of the long-awaited manual gear-extension override. The Piper Cherokee came to be one of the most popular general aviation aircraft in the world and is an ideal aircraft for touring and instrument training. Through longevity and numbers, it may have replaced the Bonanza as the ubiquitous retractable single. The primary reason is that the Arrow is a simple retractable to fly. 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. While not as fast as a Mooney or Bonanza, it is more efficient and more comfortable. Include them in your scan, and look at them after every configuration change. 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. 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). I purchased my 1976 Arrow II back in 1998 for $62,000—in the good old days of ever-increasing resale values—after earning my instrument rating. Photo: James Lawrence Photo 07: The Piper Cherokee Six: For those that have a bigger family or need to haul larger loads, the Cherokee Six can be a good bet. TSIO-360-C1C6 Horsepower@rpm@altitude: 200@2575@SL Horsepower for takeoff: 200 TBO hrs. “ foolproof ” gear system in a moment students, instructors, and Piper ’ s also benefit! 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