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The empty weight is 1,692 lbs and the gross weight is 2,900 lbs. The 200-HP Piper Arrow is an unremarkable performer; the 180-HP version is, well, doggy. Most explanatory items, notes, cautions, and warnings have been omitted for brevity. Parts availability and factory support is a given. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. As you feel the turbo “kick in,” ease the throttle forward to achieve recommended takeoff manifold pressure. While not as fast as a Mooney or Bonanza, it is more efficient and more comfortable. Each tank is equipped with a filler neck indicator tab to aid in determining fuel remaining when the tanks are not full. The aircraft has been a joy, with no extraordinary, massive expenses, other than the paint, avionics and interior, which were my choices. The majority of the checkout flight is routine. When the Arrow was introduced, its only real competition came from Mooney’s early M20s. The Piper Arrow handles much like any PA-28, which is to say it’s fairly benign. This occurs because the stabilator sits up out of the propwash, and so is less effective at low airspeeds. The ostensibly nifty benefits of this system are much lower turbo speeds, lower engine RPM settings at all altitudes and generally allowing lower engine operating temperatures. The 200’s TBO is now also 2000 hours. Photo: Mike Berry Owners say they get a higher critical altitude with the intercoolers, along with lower operating temperatures. It has been a very reliable and relatively inexpensive airplane to maintain. Please login below for an enhanced experience. 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. 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. Later, starting with the 1984 models, additional cooling louvers appeared on the bottom of the cowling, which helped â¦ Then there are Arrow pilots who lose their engines and decide to ditch with the gear up. The -C1C engine was more costly in other ways, too—it had a 1200-hour TBO, compared to 2000 for the 180. It also gave pilots a healthy 24-gallon increase in fuel capacity. Again, as the gear is retracted, keep an eye on the manifold pressure. TSIO-360-C1C6 Horsepower@rpm@altitude: 200@2575@SL Horsepower for takeoff: 200 TBO hrs. During takeoff roll, ease the throttle forward to increase RPM, allowing the turbo to spool up. One of the reasons for the Turbo Arrowâs recent reliability may be the aftermarket mods available. Decades later, and more than 6,000 units after the Piper Arrow was introduced, it is still in Piper’s new-product lineup. The Piper Arrow is a sensible, well-behaved, moderate airplane that never goes out of style. The gear plops out seconds before splash down—sending the Arrow head over heels. Like many T-tail airplanes, the Arrow IV flies differently than Arrows with conventional tail feathers. Cessna had a runaway success on its hands with the 172, and Piper’s competition—the Tri-Pacer—was downright dowdy by comparison. Turboplus (www.turboplus.com) and Airflow Systems (www.airflow-systems.com) offer intercoolers. 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 Arrow II had a â¦ Piper Arrow III, if you do not already know this, is â¦ This took a little adjustment at first. 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