Piper Arrow

As simple as an Arrow is, get an insurance quote and look hard at previous inspections and maintenance before buying it.

In the world of budget retracs, the sweet spot for speed is around 130 knots, a four-hour range (plus IFR reserves) and enough payload to reasonably haul four adults and bags, even if that means sacrificing some fuel. Enter Piper’s PA-28R.

It’s as convincing today as it was in the early days. The Arrow (it’s really a retractable PA-28) has very few ADs, one of Lycoming’s more-bulletproof engines (the IO-360, with a 2000-hour TBO) and an airframe for which there are a wide variety of cleanup mods available. It’s comfortable, handles well, mechanics are familiar with it and parts are readily available. For more speed, you can buy a turbocharged model, though that adds complexity and potentially more maintenance.

The Arrow fleet is aging and that means reasonable prices, but ones with recent refurbishments that haven’t served hard on flight lines sell for a premium.

Foolproof retrac?

Well before its introduction, Piper envisioned the successful fixed-gear PA-28 Cherokee as a retrac, and eventually in 1967 outfitted the Cherokee 180 with folding gear. The PA-28R Arrow was born. The 180-HP Arrow was indeed every bit a Cherokee, from the fat, constant-chord Hershey Bar wing to the stabilator. The base price was $16,900 (roughly $160,000 in 2024 bucks). The typical equipped price of an Arrow was actually about $2000 more than the Mooney M20C. The current 2024 Aircraft Bluebook suggests $79,000 on average as a retail starting price for a 180 Arrow.

These first Arrows—slightly underpowered—came with a constant-speed prop and Lycoming IO-360-B1E engine. The retractable gear was electromechanical (compared to Mooney’s distinctive manual arrangement) and had a unique automatic extension feature that turned out to be more complicated than it needed to be. The system would automatically lower the gear if the airplane slowed below a certain airspeed, using a dedicated pitot mast on the fuselage. Piper touted the Arrow as the perfect airplane for pilots transitioning to high-performance, retractable-gear airplanes. The Arrow is still that. But watch that gear.

In high-power, low-airspeed configurations, the system might either delay retraction or lower the gear at an unwanted time. Plus, use caution when deciding to make a forced landing with the landing gear retracted. Don’t forget to override and verify the automatic extension system before ditching or the gear could drop seconds before splashdown. Some owners “pin” (overriding the lever) the system to keep the gear retracted when doing any sort of max-performance work.

Piper actually ordered the system deactivated around 1987 because of concern over liability suits. It sold mod kits and told customers it wouldn’t provide parts to repair the existing system. Piper sold around 1400 kits to the aftermarket, so you’ll likely find one that’s been modded in your market search. But a year later, the company withdrew its deactivation order, provided that pilots “take the necessary actions to ensure that any pilots flying these aircraft are fully advised of the system and its proper operation.” Bottom line—we suggest understanding exactly how the landing gear system in your Arrow works—and keep it well maintained, including rigging.

More power

After two years and sales of almost 1100 airplanes, Piper came out with a 200-HP version. 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. The -C1C engine was more costly in other ways, too—it had a 1200-hour TBO, compared to 2000 for the 180. That short TBO has since been lengthened by fitting new exhaust valves.

Model year 1972 ushered in the Arrow II, powered with a 200-HP IO-360, plus a stretched fuselage that added more legroom for rear seaters. The Arrow got a new wing, too, with 26 inches added to the span by widening the Hershey Bar design. The stabilator got larger, too, and the combination allowed for 50 pounds more gross weight. And, the Arrow II got the addition of the long-awaited manual gear-extension override. The 180 model was dropped around 1971. Worth mentioning is that the first two Arrows had somewhat limited range, no thanks to their 48-gallon fuel capacity.

New wing, turbo, T-tail

Keeping in line with improvements to other PA-28 models, in 1977 the Arrow III got a new, semi-tapered wing of higher aspect ratio than the familiar Hershey Bar. The new wing improved performance somewhat, most notably in terms of glide, which changed the way it flew in the pattern. Pull the power off a Hershey Wing Arrow and it will come down—now. Not so much with the longer wing. It also added a healthy 24-gallon increase in fuel capacity—much better for traveling. And for real traveling efficiency, 1977 brought turbocharging to the Arrow by way of a Continental TSIO-360-F. But the Arrow III was short-lived, replaced by the T-tailed Arrow IV.

We wouldn’t transition to a T-tail Arrow (or a turbo for that matter)without a thorough checkout from someone who knows the model. Moreover, if you’ve flown both, you’ll see that the T-tailed version demands more attention to pitch trim when changing airspeeds. Make sure the electric pitch trim system works well when shopping for these models as trim motors work hard. Garmin’s GFC 500 with autotrim is a good alternative to the old OEM systems, and expect to pay big for replacement trim servos.

During a downturn hiatus, the normally aspirated Arrow IV wasn’t built for model years 1983 through 1987—only the Turbo Arrow IV was available. For model years 1988, 1989 and 1990, conventional-tail, normally aspirated Arrows were made alongside T-tailed turbo models. The last three Turbo Arrow IVs were 1990 models; subsequent Arrows through the last of then all have conventional tails and no turbos. 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.

But the market saw New Piper in 1995 and a newer PA-28R, simply called the “Arrow,” without any Roman numerals. It’s about as close to an Arrow III as you can get. Having flown all vintages of Arrows, we think the III is really the best. Bluebook says the starting retail of a 2015 Arrow is around $400,000. Later models had factory-installed Garmin G500 TXi displays, dual GTN 650s, mini EFIS backup and S-TEC autopilot.

If you bought a 1977 Arrow III for $95,000, did an engine swap for $60,000, new paint for $20,000, new interior for $15,000 and fresh avionics for $80,000, you’d save some over buying a later model.

Flying them

The Arrow handles much like any PA-28, but pilots transitioning immediately notice its heavier feel, especially in the landing flare. Like any Cherokee, stalls are a nonevent. But, the wing loading is lower than higher-performance retractables like the Bonanza/Debonair and Mooney, which means a less solid ride in turbulence and at lower speeds. However, that’s also a benefit during landing; fly it by the numbers and it’s predictable.

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). This occurs because the stabilator sits up out of the propwash, and so is less effective at low airspeeds.

You generally don’t buy an Arrow for blistering speed. Realistic speeds range from 130 (180-HP version) to 143 knots (normally aspirated 200-HP T-tail version) and as high as 170 knots for a well-rigged, turbocharged model flown in the teens. The normally aspirated Arrows generally burn 9 to 12 GPH, while the turbocharged versions gulp about 14 GPH when pushed hard. 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. Owners say they get a higher critical altitude with aftermarket intercoolers, along with lower operating temperatures. Turboplus (www.turboplus.com) and Airflow Systems (www.airflow-systems.com) offer intercoolers.

From our experience flying stock Arrows both in the flatlands and in hot and high terrain, climb performance is competent, but unremarkable. The Arrow is not a STOL airplane, but it doesn’t eat up runway, either. But they’re easy to slow down because the Arrow’s gear serves as an effective speedbrake. The gear extension limit is close to the cruise speed, so gradual descents are easy—pull the power off slightly, lower the handle and trim it. It should be no problem slowing to flap extension speeds.

Utilitarian cabin

Arrows without high-end interior mods are simply utilitarian, though we think upgraded seats and fresh soundproofing are well worth the investment for a better cabin experience. The baggage area is like on most Cherokees, accessed through a hinged door on the right section of the aircraft.

The typical useful load of a Turbo Arrow III is around 1200 pounds and around 1100 pounds in earlier models, which beats the Mooney 201. For today’s standards, where we think Cirrus sets the high standard, the cabin heat and ventilation system is acceptable. And of course you enter and exit the cabin through one door on the right side of the aircraft. Be sure to brief passengers on operating that signature Piper double-latch door. In a panic, its operation might not be intuitive for unfamiliar passengers.