Piper · 1977–1978
Piper Turbo Arrow III (1977-1978)
iSpecifications
Performance
Cruise
165KTAS
Range
880nm
Climb
940fpm
Ceiling
20,000ft
Fuel Burn
12gph
Fuel Cap.
77gal
MPG
15.8mpg
Stall (Vs0)
55KIAS
T/O roll
1110ft
Ldg roll
645ft
Size & weight
Seats
4
Useful Load
1145lbs
Full-fuel payload
683lbs
Max gross
2,900lbs
Wingspan
35.4ft
Length
27ft
Engine
Engine
Continental TSIO-360-FB
Power
200hp
TBO
1,800hrs
Overhaul
$55k
Owning it
Hull insurance
$2k/yr
Parts
good
Mechanics
common
Gear
Retractable
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,755 lbs
- Max fuel weight
- 462 lbs
- Height
- 8 ft
- Wing position
- low
Obstacle performance
- Takeoff over 50 ft
- 1,740 ft
- Landing over 50 ft
- 1,525 ft
Paperwork
- Type certificate
- 2A13
- Certification basis
- CAR 3
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$130k
Range
$95k – $175k
Annual all-in
~$30k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (12 gph)
- $7,800
- Engine reserve
- $3,056
- Propeller reserve
- $175
- Maintenance, parts & wear items ($22/hr)
- $2,200
- Insurance
- $2,150–$4,350
- Hangar
- $5,735–$14,337
- Annual inspection (labor only)
- $2,500
- Databases & subscriptions
- $700
- Total per year
- $29,716
- Per flight hour
- $297
- Miles flown / year (at cruise)
- 18,988 mi
- Cost per mile
- $1.57/mi
- Time in the air
- 1 hr 49 min
- Fuel burned
- 22 gal
- Out of pocket
- $241
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
Strengths
Weaknesses
Overview
The 1977-1989 Piper Turbo Arrow is the turbocharged variant of the Arrow III / Arrow IV -- the same tapered-wing airframe with a Continental TSIO-360 (replacing the NA Arrow's Lycoming IO-360) producing 200 HP through 20,000 ft. The Turbo Arrow targeted Cessna T210, Bonanza A36TC, and Mooney M20K buyers seeking high-altitude cross-country capability at sub-$200K acquisition cost.
Three variants spanned the run:
- PA-28R-201T Turbo Arrow III (1977-1978): Standard tail, TSIO-360-FB
- PA-28RT-201T Turbo Arrow IV (1979-1982): T-tail variant, TSIO-360-FB
- PA-28RT-201T Turbo Arrow IV (late) (1983-1989): T-tail, refined TSIO-360-KB
Approximately 1,500 Turbo Arrows were produced. Production ceased in 1989 as Piper consolidated production around the naturally-aspirated Arrow III.
The Continental Engine Choice
The Turbo Arrow's Continental TSIO-360 is mechanically unrelated to the Arrow III's Lycoming IO-360. Reasons for the engine switch:
- Continental's TSIO-360 was the only available 200 HP turbocharged 4-cylinder
- Lycoming did not produce a turbocharged 360 cubic inch variant
- Continental's TBO 1,800 hrs vs Lycoming's 2,000 hrs is a slight disadvantage
- Continental cylinder reliability is more dependent on operational technique
The engine switch creates parts complexity for owners -- Turbo Arrows do not share cylinders, accessories, or many systems with naturally-aspirated Arrow IIIs.
T-Tail (Arrow IV)
The Arrow IV's T-tail introduced in 1979 was a controversial design change:
- Aerodynamically refined (claimed +5 KTAS cruise)
- Distinctive appearance
- BUT: Reduced pitch authority at low speeds
- Susceptible to "T-tail lockout" in deep stall recovery
- Some pilots prefer Arrow III's conventional tail for handling
The T-tail era was short-lived -- Piper returned to conventional tails in late production. Arrow III (1977-1978) and post-1990 Arrows all have conventional tails; only 1979-1989 Arrow IV/Turbo Arrow IV have T-tails.
Performance
- Cruise (FL180): 165 KTAS at 75% power
- Climb: 940 FPM at sea level
- Fuel burn: 12.0 GPH cruise
- Service ceiling: 20,000 ft
- Range: 880 NM with reserves at 77 gal fuel
- Useful load: 1,145 lbs
The Turbo Arrow's 165 KTAS at FL180 approaches Bonanza A36TC speed (170-175 KTAS) at significantly lower acquisition cost.
1998 Piper Archer
Archer III · GNS 430W · Honest Trainer · Fresh Annual
Valuation Factors
| Variant | Condition | Price Range |
|---|---|---|
| Turbo Arrow III (1977-1978) | Well-maintained | $90,000-$135,000 |
| Turbo Arrow IV T-tail (1979-1985) | Well-maintained | $100,000-$155,000 |
| Turbo Arrow IV late (1986-1989) | Well-maintained | $120,000-$175,000 |
Turbo Arrows trade at $20,000-$55,000 premium over NA Arrow IIIs of comparable year.
2019 Cirrus SR22
One Owner · Platinum · FIKI · Low 690 Hours · Hangared
ADs & Common Problems
Universal Arrow concerns plus turbo-specific:
- TSIO-360 cylinder condition: Continental turbocharged engines run hot; high CHT history shortens cylinder life dramatically.
- Turbocharger condition: Inspect for shaft play, oil seepage. Turbo replacement: $5,000-$8,000.
- Exhaust system condition: Turbo exhausts crack more frequently; inspect welds and slip joints carefully.
- Wastegate operation: Verify smooth wastegate operation through full power range.
- Cool-down practice: 3-5 min cool-down essential. Inconsistent cool-down history = shorter turbo life.
- T-tail aerodynamics review (Arrow IV): Verify proper rigging; T-tail rigging issues can be subtle.
For sale (0)
No listings for this model right now.
Also worth looking at
What buyers usually weigh against the Piper Turbo Arrow III (1977-1978) — aircraft flown for the same kind of mission.
