The PA-28-180/1 series, of course, can trace its roots back to the basic Cherokee 140 and point to close relatives like the Arrow, Cherokee Six/Lance/Saratoga and even the Seminole twin. All owe their existence to the first Cherokee airframe originally designed by the late John Thorp, best known for the crank-winged Thorp T-18 homebuilt, among his many other designs. He reportedly considered the PA-28 among his favorites and, if viewing an original copy in plan form, one can easily see the resemblance between the first Cherokee and the Thorp T-18.

And this Pipers lineage highlights something Piper has always done well, perhaps better than everyone else: Build a good basic model and evolve it into improved follow-on products without greatly increasing manufacturing costs. First rolled out in 1963, the original Cherokee 180 has been upgraded considerably but is fundamentally still the same airframe, with some 10,000 flying.

The first Cherokee 180 had the constant-chord Hershey-bar wing (span 30 feet)-so-named because of its resemblance to the confection-and a Lycoming O-360-A3A engine. That early engine had a TBO of only 1200 hours, mainly due to a weak valve-train design, including 7/16-inch exhaust valves, which was far from Lycomings best effort. Later, those engines were switched to -inch valves, which increased the TBO in part by eliminating chronic issues with excessive wear and heat-induced damage. The smaller valves long ago should have been flushed entirely from the market by overhaul or remanufacture, but prudent buyers will check anyway if looking at an older engine.

The newer engines all carry Lycomings more-or-less standard 2000-hour TBO, and the overall engine has a well-earned reputation as one of the companys-if not the industrys-more bulletproof designs. In fact, the engines reputation is one of the reasons for the Archers ongoing popularity. Throughout its history, the PA-28-180/1 has used essentially the same Lycoming O-360-still 180 HP-with only minor variant changes.

After five years of production and few airframe changes, the instrument panel was modernized and a third, trapezoidal window was added to each fuselage side in 1968. This resulted in the airplanes current ramp presence while admitting more light into the cabin. A longer wing came along in 1973-still with a constant chord, though-accompanied by a bigger stabilator and a five-inch fuselage stretch. The extra inches made a noticeable difference on cabin space.

At the same time, a modest, 50-pound boost in gross weight (to 2450 pounds) improved the airplanes payload by half a person while a larger door, more-crashworthy seats and additional panel improvements rounded out the cosmetic improvements.

For 1973, the Cherokee 180 became the Challenger, but that wasnt a Native American name, so Piper quickly changed it again-to Archer, beginning with the 1974 model year-continuing its ongoing theme. (Neither of those strictly are Native American names either but despite the illogic, Pipers are easier to follow than Mooneys. )

It wasnt until 1976 that the new tapered wing-still the standard configuration today-was introduced to the 180-HP airframe, resulting in the type-designation change to PA-28-181, which also continues with the current model. This change was so significant the model received yet another name: Archer II. Current-manufacture PA-28-181s are known as Archer IIIs.

The basic tapered wing first was installed on the then-new 1974-era Warrior and, after a few tweaks involving the aileron control system, was added to the companys other PA-28 models and, eventually, to the PA-32. The new wings inner panels were still constant-chord, while the outer panels were both lengthened and tapered. Wing-mounted fuel tanks remained in the same location, although total unusable fuel increased to two gallons.

The Archer II got a powerplant change as well, to the -A4M version of the 180-HP Lycoming O-360. That same engine is installed in new Archers today. These changes, of course, brought escalating prices. An original, 1974 PA-28-180 Archer with average equipment brought in $23,495 to Pipers coffers while a typically equipped 1980 Archer II sold for $47,610. There was no 1991 Archer, as Piper became ensnared in the light-aircraft industrys overall economic troubles but by 1995, a reinvigorated and re-branded company-New Piper-rolled out the Archer III. It sold for $181,700, again with average equipment installed.

By then, the New Piper Archer III had gone through numerous changes, including an upgraded cowl, an all-metal instrument panel, factory-installed Garmin GNS430/530 navigators, new paint schemes, air conditioning, better seats and an improved exhaust system. A 2010 model retails for $299,500, and comes standard with an Avidyne Entegra glass panel, an S-TEC 55X autopilot, air conditioning, two Garmin 430W s.

Any would-be owner wanting to upgrade from a basic trainer-or even looking for an affordable entry-level airplane to use as a trainer, then as a platform with which to perform the weekend getaway-always should at least consider an Archer. Its a bit faster than a Cessna 172, it climbs better and it carries a smidge more, all without gulping fuel the way a 182 does. Maintenance costs are on the low side of reasonable. On the flip side-at least when compared to the Skyhawk-there’s only one door and passengers may not like clambering up on the wing to gain entry.

Despite the tapered wings better looks and-as many pilots confirm-its improved roll response, the market hasnt always treated the Archer II well. In fact, there’s not much difference in performance between the Hershey-bar-winged versions and the tapered wing. The original Archer wings span of 32 feet increases to 35 feet, five inches on the Archer II after its tapered, while service ceiling decreases and takeoff ground roll increases. Distance to clear a 50-foot obstacle is markedly reduced by tapering the wing, however, as is stall speed.

Those numbers-and perhaps the ability to use a smaller hangar-probably explains why early Archers-the 1974 and 1975 models-today sell in the $45,000 range, according to a recent Aircraft Bluebook Digest, while their slightly younger brethren fetch less, on average. The deficit isn’t overcome until the 1980 model but-all things being equal-prices start escalating from there. By comparison, a 1980 Cessna 172 retails for about $40,000 while a Grumman/American General Tiger of about the same vintage sells for around $50,000. Archer IIIs start out at around $80,000.

Given the wide range of model years and histories of used Archers, it should be expected they will vary widely in installed equipment. Unlike Cessna-which only installed its house-brand ARC avionics in new piston singles until selling the unit in 1983-Piper put into its Cherokees either King or Narco products for quite some time. A recent scan of Trade-A-Plane revealed quite a few earlier Archers with motley panels in which an old Bendix/King KX-170B was replaced with a newer digital KX-155 or, occasionally, a Garmin GNS430. Some have mid-1980s upgrades with Bendix/King Silver Crown stacks. Many still have ADFs. Clearly, some Archers have gone through extensive upgrade cycles but if owners lavish big bucks on these airframes, they probably tend to keep them and not flip them into the used market.

For 180-HP airplanes, Archers haul respectable loads. Empty weights vary by year and example, of course, but one owner told us his PA-28-180s empty weight was 1452 pounds on a gross weight of 2400 pounds. With full tanks, that allows 650 pounds of people and stuff, or three husky people and a bit of baggage. Not bad.

Later Archers allow a 2550-pound gross but empty weights are often higher, so payloads are lower. A 2010 Archer III with standard equipment, says Piper, weighs in at a hefty 1688 pounds empty and comes with a ramp weight of 2558 pounds, for a useful load of 870 pounds. Older Archers might beat that by 75 pounds or more. With four people in the airplane and, say, 50 pounds of baggage, a typical example has room for 35 to 40 gallons of gas, or about three hours endurance with 45-minute reserves. Again, not bad for a modest airplane. If the passengers are light, full fuel and full seats may be possible.

Performance-wise, the Archer is respectable, but no one will mistake its numbers for a Bonanzas, or even an Arrows. How fast you go on 180 HP depends on the year of manufacture and the equipment. Specifically, the semi-tapered wing on the 1976 and later Archers yielded benefits at both ends of the airspeed spectrum. The stall dropped by four knots and cruise speed went up by about the same amount. The large wheel pants available in 1978 add another four knots or so to cruise speed.

Even so, a late-model Archer with wheel pants will cruise at only about 120 knots, although some owners insist they see 125 to 130 knots. (We suspect erroneous airspeed indicators or tachometers.) The airplane gives up 10 knots to a Tiger but pulls ahead of a Cessna 172. Climb rate, while better than a 172, isn’t stellar. According to the POH, the airplane will climb out from sea level at about 740 FPM but, by the time it reaches 6000 feet MSL, upward mobility has trended off to around 450 FPM. As noted earlier, original Archers with the Hershey-bar wings eke out slightly better rate-of-climb numbers than later models with tapered wings. The nosewheels are steerable on the ground, and the rudder pedals come with conventional toe brakes. Parking or emergency braking is controlled by a meaty handle and locking mechanism just to the left of the center console and easily manipulated with the pilots right hand.

Unless the airplane is air-conditioned, summertime cooling of the occupants can be a problem on the ground and at low altitude. Fresh-air ventilation is via wing-root inlets with outlets above the floorboards, supplemented by fan-driven overhead vents getting fresh air from an inlet at the top of the vertical stabilizer. Neither works we’ll on the ground, requiring an open-door policy until right before takeoff. The good news is the Archers heating system usually works well. Piper long ago abandoned its overhead pitch trim control-pilots never could remember which way to turn it to get what they wanted-and put a conventional wheel on the center console, between the seats. Below the instrument panel, in a center pedestal, is a reliable rudder trim knob, though its not always necessary.

Early airplanes came with a double stack of avionics, with less-critical boxes mounted in a second column to the right of center. Again, many of these airplanes have since seen an avionics shop for upgrades, but many others havent. Reaching to the far side of the panel isn’t a chore, but its surely an inconvenience and something you should consider when inspecting a potential purchase. Recent upgrades may have eliminated boxes from the right stack, but unless the entire panel was redone, cosmetics may suffer.

Wing flaps are controlled with a Johnson-bar handle between the seats, including detents. Its an easy system to deploy smoothly, while also affording the ability to immediately retract or extend flaps, depending on your needs, without having to wait for an electric motor. And, of course, theyre fully available even in the event of an electrical failure. Deploying flaps does result in an upward pitching moment, but its relatively easy to counteract with forward pressure on the yoke. Most crosswinds

are easy to handle, thanks to the low wing and relatively wide main gear.

Early airplanes mounted the circuit breakers to the far right of the instrument panel, about as far from the pilot as possible. Same with the heat/defrost controls. On the up side, frequently needed switches-master, fuel pump, beacons and the like-are mounted just above the engine controls. Systems gauges are just below the flight instruments, with an idiot-light annunciator panel above them. The tachometer is mounted in front of the pilots right knee, which often makes for unnecessary head motion during takeoff.

Occupants should have no trouble remaining comfortable during a three-hour leg, although pre-1973 back seats-before the five-inch fuselage stretch-are somewhat tight. Pipers have decent but not exceptional front seats with an S-shaped frame designed to absorb energy in a crash. The height adjustment uses a gas-assisted spring and when this wears out, the seat automatically falls to its lowest setting, giving a short pilot a good view of the glareshield, but little else.

The seat stuffing tends to compress with use, causing sags, and the plastic back trays on the seats arent at all durable and fall apart with use. The aftermarket is your friend, as relatively inexpensive solutions exist for both well-known issues. There’s an adequate baggage compartment behind the rear seats thats accessible in flight. A lthough the baggage door can be opened from the inside, the back windows cant.

Cabin appointments can range from the original avocado green or bright orange upholstery and sub-panels dating from the 1970s to more tasteful and less-jarring designs, including what seems to be the new industry standard: light gray fabric or leather. Later models came with all-metal instrument panels-the Royalite plastic overlays were finally banned.

The Piper Cherokee didnt get to be an industry-standard airplane by having handling quirks; it simply has none. Its flight controls are relatively we’ll balanced, with roughly equivalent pressures required in all three axes. The Archers are safe, stable and predictable and easy to land, even on short runways. In slow flight, the airplane has no bad habits, nor does it build speed in unusual attitudes.

Archers don’t have much AD baggage. It was the target of a controversial AD in 1987 calling for an expensive inspection of the wing spar for cracks. This procedure required de-mating the wings and cost some $1200 at the time. In typical FAA overreaction, it was an emergency measure brought about by the crash of a 7000-hour Archer used for pipeline patrol. That AD was rescinded when the expected rash of cracked spars failed to materialize.

However, in reviewing recent service difficulty reports, we noted that mechanics are finding evidence of corrosion in the spars, at least one of which required replacement. This corrosion is often discovered when leaking fuel tanks are removed for repair. Make sure a pre-buy includes an inspection and check the wing-attach fittings, too. Check the baggage door for a leaking seal; the tell-tale sign is wet or waterstained carpet on the baggage floor. By now, early Archers should have been through at least one interior refurbishment, so pulling up the floorboards in that area to inspect for corrosion is a good idea.

While youre back there, take a few extra moments to inspect the battery box just aft of the baggage compartment. Piper placed it there, presumably to help with loading. But in a misguided effort to save weight, the company at one time equipped its airplanes with aluminum battery cables, which proved susceptible to corrosion. Given the lengthy cable run from the battery box to the engine compartment, many owners have encountered starting issues. Aftermarket kits and a Piper service bulletin are available to help replace the aluminum cables with copper, which isn’t as prone to corrosion and high resistance.

Another problem is leaky fuel tanks, particularly on older airplanes. An airworthiness directive (AD 79-22-02) addresses peeling tank sealant, with which owners long ago should have complied. Its not much of a problem any more, certainly nothing like the hassle of owning a Mooney. The vents are also a source of maintenance trouble. One SDR found they had been installed incorrectly.

Otherwise, maintenance hotspots have to do with typical Lycoming issues, such as cracked cylinders, corroded cams and problems with Bendix and Slick magnetos. Also, on older airframes, the stabilator bushings may need work. Have them checked during pre-buy. Another area to look at, according to the SDR database, is cracking in the skins of the forward wing walk. One SDR submitter reported six high-time airframes with this damage.

Various aerodynamic mods are available from LoPresti Speed Merchants (www.speedmods.com, 877-565-1731) and Met-Co-Aire (www.metcoaire.com, 800-814-2697). LoPresti has flap gap seals, wheel pants and flap hinge fairings. Met-Co-Aire offers replacement wingtips, tailcones and dorsal fins. LoPresti also offers its BoomBeam landing-light enhancement.

Knots 2 U (www.knots2u.com, 262-763-5100) also sells a range of Cherokee mods, including gap seals, wingtips and wheelpants. The company also offers upgraded strobe lights, engine air filters, speed brakes (!) and aftermarket control wheels, among other products.

Laminar Flow Systems (www.laminarflowsystems.com, 888-327-8140) offers a wide range of gap seals, wheel fairings and other aerodynamic clean-up kits for the Cherokee. For fiberglass parts to replace broken or cracked plastic exterior fairings, of which the Cherokee has many, try Globe Fiberglass (www.globefiberglass.com, 800-899-2707).

There are two type clubs serving the Piper Archer models. The Piper Owner Society (POS, www.piperowner.org) consolidated its efforts with the Cherokee Pilots Association (CPA) a few years back. The Piper Owners Society serves all Piper products; the CPAs popular Cherokee Chat Line, an online community at members4.boardhost.com/piperowner, continues (members only). Meanwhile, the Piper Flyer Association (PFA, www.piperflyer.org) offers services similar to POSs.

We have operated Warriors and Archers since 1977. Our Archer II has about 14,000 hours while our Archer III is approaching 7000 hours and is our most popular private-hire aircraft. The Archer III is quieter and smoother, but it is 180 pounds heavier than the Archer II and is definitely only a three-person aircraft for all but the shortest flights. Its disappointing the 100-pound gross weight increase made available to the Warriors did not apply to the Archer. Now the Warrior has a better range/payload envelope than the Archer.

Maintenance is less than the Archer II probably because the III is 20 years younger. However, the price of some components is eye-watering (e.g., the 24-volt battery, the 24-volt boost pump, the back-up vacuum-pump/manifold/regulator, which are life-limited components). The O-360-A4M has not been as good as the O-320 in the Warriors, but the one installed in the III is now 1000 hours into its fourth overhaul and is still on its original crankcase and crankshaft.

Like all the Warrior/Archer/Arrow aircraft, cabin noise can be kept to moderate levels because of well-fitting doors and seals, and on our uneven grass taxiways there is no creaking and rattling of the airframe, and the doors never come open in flight, unlike Brands C and B.

We do find that the Archer propellers incur more stone damage because they are longer than the Warrior ones, and the nose strut is usually more compressed because of the greater load on it. The main gear legs behave much the same as do those on the Warriors. All of them suffer because of the uneven grass. We have to replace the leg at about 10,000 hours. Wing walks usually run 4-to-5000 hours.

The Archer III has a decent alternator, whereas the one fitted to the Archer II and the Warriors is a disgrace. They are supposed to run the life of the engine (2000 hours), but we average about 250 hours and have had brand new ones fail in as little as 20 minutes. Same thing for starter motors. In both cases, the maintenance strategy is to replace it when it breaks, which makes a mockery of the concepts of safety in an aviation environment.

On balance, I think that the Archer III probably costs a little less to run than Brand C, but out here in Oz, we miss the free sunshade. The Warriors and Archers are easier to land; however, there is one serious fault with the control column. It tends to be gripped by the sleeve where the column comes out of the panel. The binding occurs at about the position of the column during the flare and is erratic.

If it grips then the aircraft lands heavily because the pilot will not have pulled back hard enough. Next time he pulls a little harder and the column doesnt grip, and the aircraft balloons. Lubrication helps but it dries out and makes black marks on hands and clothing. This does not happen with brands B and C.

Name withheld by request

I have owned a 1979 Archer II since 1998. I just sent it in for engine overhaul, after putting about 500 hours on it. It has been a pleasure to own. A few small problems have been persistent-bleeding the brakes, shimmy in the nosewheel-but all in all quite reliable. The engine made about 100 hours beyond TBO but was using some oil. It is insured for $50,000, but with the new engine I will increase that. Insurance has been about $900, but this year was reduced to $600!

Ive had a commercial ticket with instrument rating for over eight years and no damage claims. It will haul four adult men and full fuel on a winter day without difficulty, which I learned before I owned and flew the airplane. Mostly fuel burn is 9-10 gal/hr. As the engine became older, I slowed down to around 70-percent power and saw about eight GPH when routinely flying at 120-125 knots.

I thought for a while about moving up to a retractable, or even down to an LSA, but decided instead to overhaul my friend and keep flying it. For the money, performance, and the cost of maintenance and operation, this is probably the best I can do.

Martin Dixon,
Via e-mail

I own a 1980 Piper Archer II, which has been a great aircraft for me in both business and pleasure for the past 12 years. Cost of operation has been within reason.

Annuals average less than $1000 without much more than normal maintenance items. Insurance has been about the same, but I now fly less than 50 hours/year. I flight plan for 10 GPH, but I can get it down to eight at altitude and leaned back to cruise, indicating 120 knots.

The engine has slightly more than 1600 hours on it, but compressions still run in the upper 60-to-mid-70 range. Im starting to notice oil leaks where the crankcase halves meet.

The aircraft has been hangared for the most part, and tied down when on a business trips. The original paint is showing wear mainly due to the canopy cover rubbing.

Mark H.,
Via e-mail