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. After many years, and I really mean many, PA-28 versions were made. The primary reason is that the Arrow is a simple retractable to fly. Get the latest news on coronavirus impacts on general aviation, including what AOPA is doing to protect GA, event cancellations, advice for pilots to protect themselves, and more. Piper also gets crashworthiness kudos for installing a thickly padded glareshield. This allowed 50 pounds more gross weight, and the addition of the long-awaited manual gear-extension override. The throttle is very touchy on the Turbo Arrow, and what you may think is a minimal change will actually be a huge change. Photo: James Lawrence Photo 05: The Piper Arrow III panel. 1979 PIPER PA-28RT-201 Arrow IV - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Piper’s original Arrow compared well with the Mooney in some departments, such as roominess and cost, but fell short in terms of speed. 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. 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 ) 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. Advertisement 1982 Piper T-Tail Turbo Arrow Base/used Price: $67,000-$93,000 Engine make/model: Cont. 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. 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. Heating and ventilation are both quite good, unlike some other airplanes in the class, with lots of overhead and floor vents. It’s a relatively ubiquitous airplane, available in many flavors ranging from the original, relatively sedate 180-HP version with its short, stubby wings to a fire-breathing, T-tailed, turbocharged version perhaps best known for heat-management and runway-hogging issues: Even Piper has a bad day. When the Arrow was introduced, its only real competition came from Mooney’s early M20s. Soon, however, the engine began earning a reputation as tricky to operate and prone to self destruction. Cessna had no comparable airplane at all, and Piper’s Comanche would go out of production in the mid-1970s. An electric fuel pump serves as a back-up feature. I currently have over 1300 hours on the engine, and compressions and oil consumption have remained relatively constant. 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. Two are significant: intercoolers and an automatic wastegate. 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. In high-power, low-airspeed configurations, the system could either delay retraction or lower the gear at an unwanted time. Still, the Arrow has a roomier interior than all but the Cardinal, and its useful load is the greatest: 1200 pounds. The Arrow II had a … In my opinion, the PA-28 201RT is one of the best airplanes for the money. Fuel is stored in two 38.5 gallon tanks, one in each wing. 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. Turboplus (www.turboplus.com) and Airflow Systems (www.airflow-systems.com) offer intercoolers. 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 200-HP Piper Arrow was sufficiently more popular than the 180 that the latter was dropped in 1971. Again, as the gear is retracted, keep an eye on the manifold pressure. 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. 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). Most structures are of aluminum alloy. Through longevity and numbers, it may have replaced the Bonanza as the ubiquitous retractable single. Secondary power is provided by a 12-volt, 35-ampere hour battery. : 1800 Fuel type: 100/100LL … Read More "1982 Piper T-Tail Turbo Arrow" The empty weight is 1,692 lbs and the gross weight is 2,900 lbs. First introduced in 1967 with a 180-hp Lycoming, Piper offered a 200-hp Arrow in the latter half of 1969. When the user loads an aircraft for the first time, they are always planted right where the magic happens… in the cockpit. 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. This article originally appeared in the January 2013 issue of Aviation Consumer magazine. 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. Owners report few vices. 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. Today’s version—known simply as the “Arrow,” without any Roman numerals—is essentially an Arrow III, arguably the best of the bunch. Piper did not fit the Turbo Arrow with cowl flaps — unlike in the Seneca, where the TSIO-360 has a marginally better reputation. 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. 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. The Arrow’s most unique feature is the automatic gear. 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