33 Piper Arrow Aircraft for Sale Worldwide. 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. However, once slowed, the aircraft has the sink rate of a typical Arrow. 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. Piper’s Cherokee Arrow series airplanes established a reputation early on as “Just the facts, Ma’am” plain vanilla airplanes that were reliable and easy to fly. Photo: James Lawrence Photo 05: The Piper Arrow III panel. In 1979, Piper made a controversial design decision, opting to follow the T-tail design fad. The Piper Arrow was a perfect step-up plane for me. 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. Moving from one cockpit to the other, everything will be familiar, from gauge placement to systems to handling and procedures. 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. Our club checkout process isn’t that difficult. Many pilots and insurance underwriters embraced the “foolproof” gear system with some insurers even assigning lower rates. Then there are Arrow pilots who lose their engines and decide to ditch with the gear up. Piper sold 1400 kits. As with any personal airplane, we strongly recommend joining a type club. The cruise speed is 172 kts and the stall speed is 56 kts. I first started flying 180-HP Arrows in the 1970s and flew an Arrow to Alaska from Chicago, camping out beside the aircraft. We have had some maintenance issues due to improper operation of the airplane, so we may need to increase those times. 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. For model years 1988, 1989 and 1990, conventional tail, normally aspirated Arrows were made alongside T-tailed turbo models. 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. Beech’s offering was the rather lackluster (though roomy) Sierra, while Cessna weighed in first with the Cardinal RG, then the Cutlass RG. Again, as the gear is retracted, keep an eye on the manifold pressure. They occurred from failed connecting rods or rod bolts, broken crankshafts and damaged pistons. And a Mooney 201, on the same fuel, goes the fastest. 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 Arrow’s most unique feature is the automatic gear. 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. Because of the capabilities of this aircraft, we include at least one high-altitude flight. The first two Arrows had somewhat limited range, thanks to their 48-gallon fuel capacity. 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. Then-FAA Administrator Donald Engen rejected the request. My recommendation is to force yourself to get in the habit of checking the engine instruments often. Fuel is stored in two 38.5 gallon tanks, one in each wing. Decades later, and more than 6,000 units after the Piper Arrow was introduced, it is still in Piper’s new-product lineup. 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. This same basic design is used in the JAARS bush-plane seat. 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. Heating and ventilation are both quite good, unlike some other airplanes in the class, with lots of overhead and floor vents. Cruise was pegged at 141 knots, compared to 158 for the Mooney. To ease their transition into complex aircraft, Piper designed a system that, operated properly, makes it extremely difficult to land wheels-up. The PA-28RT-201 Arrow IV seats up to 3 passengers plus 1 pilot. This airplane is certified in the normal category. The next year marked the development of a redesigned camshaft and another TBO increase—to 1600 hours. More on the Arrow’s gear system in a moment. In high-power, low-airspeed configurations, the system could either delay retraction or lower the gear at an unwanted time. Owners say they get a higher critical altitude with the intercoolers, along with lower operating temperatures. However, that’s also a benefit during landing. All rights reserved. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. Piper also gets crashworthiness kudos for installing a thickly padded glareshield. 1979 PIPER PA-28RT-201 Arrow IV - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Before leaving; my CFI, John, reminded me to be sure to review the emergency procedures in the Arrow II as well as be sure to take some time to go through the maintenance logs of the Arrow II so that I would be ready to point out the the checkride examiner where all required inspections and maintenance had been completed as required by regulation. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. The Arrow is faster, has a little more oomph on takeoff but in most respects feels much like the Archer. 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. But it is reasonably good at a lot of things—a great combination of acceptable speed, decent payload, efficiency and low operating costs. Advertisement 1982 Piper T-Tail Turbo Arrow Base/used Price: $67,000-$93,000 Engine make/model: Cont. ©2020 Aircraft Owners and Pilots Association, Avg. Piper anticipated that most of the people who would be flying Arrows would have little or no experience in retractables. The Piper Arrow is not a STOL airplane, but it doesn’t eat up runway, either. It seems there’s always a Piper Arrow on the ramp as well as a good selection of them on the used market. Alas, the engine wasn’t as bulletproof as Continental intended or Piper hoped. Reliability is due in part to simple mechanical systems and design. Procedures in red/bold text in this checklist should be committed to memory. We’d rather see the gauges up in the pilot’s line of sight where they’re hard to miss. Most explanatory items, notes, cautions, and warnings have been omitted for brevity. In my opinion, the PA-28 201RT is one of the best airplanes for the money. Since all Cherokees share the same basic airframe, the company was also able to realize some manufacturing economies. 2 navcomm along with the original Narco DME. 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. Check the manifold pressure as you retract the flaps. Piper also increased the wingspan, enlarged the stabilator, dressed up the interior, changed the wing planform and introduced a T-tail model. It was the fourth study in a continuing sequence of popular aircraft. Over the years, I thought many times about upgrading again to a Bonanza F33 or Mooney J model. Other manufacturers soon realized the viability of the market segment, however, and it wasn’t long before other competitors appeared. It is a four cylinder, direct drive, horizontally opposed, fuel injected engine. It also gave pilots a healthy 24-gallon increase in fuel capacity. 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. Cessna had a runaway success on its hands with the 172, and Piper’s competition—the Tri-Pacer—was downright dowdy by comparison. In the normal category all aerobatic maneuvers including spins are prohibited. A high polygon count ensures that this aircraft is modelled down to th… 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. 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! A Cessna Cardinal RG, Cutlass RG or Grumman Tiger will go as fast, while burning less fuel. 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. The Piper Arrow handles much like any PA-28, which is to say it’s fairly benign. One of the reasons for the Turbo Arrow’s recent reliability may be the aftermarket mods available. 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. The Piper Turbo Arrow III is powered by a Continental TSIO-360-F engine and has a range of 760 miles. Piper did not fit the Turbo Arrow with cowl flaps — unlike in the Seneca, where the TSIO-360 has a marginally better reputation. In that same year, Piper made a turbocharged version of the Arrow. 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