Thought I recognized that airport. I took my first flying lessons from there. I soloed out of Placerville back in 86. Brought back some memories. Great video.
With all the narrated and indicated information while showcasing a different aircraft each time; your channel is a treasure for us enthusiasts! Thank you.
I had the same reaction about prices when I did the fuel cap gaskets on my Cherokee at last annual. "$3.50? You sure you have the decimal in the right place?"
Hey Mark, I have a 1978 Turbo Arrow III like the one you are showing and yes they are the PA28R-201T but dont let the 201 part fool you. It's 200HP therefor no HP endorsement
You gotta wonder what happened here, all that panel work and no IFR gps and no AP. It is a truly beautiful Arrow though, with the added panel work it will be an amazing aircraft for someone.
@@wadeh9124 So someone put 50k into the panel but didn't spend an extra 10k for an IFD440 to enable RNAV approaches? It makes no sense at all. The auto pilot I can understand they would want to wait for the avidyne ap to get certified (though with the speed of progress so far, it would likely be a very long wait).
@capilot3635 yeah I agree. this is where I'm fuzzy on but they can add the ifr gps module from garmin or avidyne which isn't panel mounted and can be displayed on the Dynon. They do it in Experimental but not sure about Certified.
200 horsepower…not 201…the extra “1” is a taper wing identifier on Pipers. The aircraft was originally delivered with a fixed wastegate…allowing overboost…the Merlyn conversion is an automatic wastegate that will dump excess boost.
I enjoyed many hours flying the Arrow III back in the 80's. Great performer, easy to fly, and nice looking. This plane has some great upgrades, inter cooler, 3 blade prop, and new panel. Must have been taken great care by the owner to have survived 46 years of flying. Anyone that purchases this airplane will not be disappointed! Love to own the plane, but I'm going to build an Van's RV plane.
I instructed for a Piper dealer in my early years and then flew Hershey Bar wing, Lyc 180/200 HP arrows as an instructor for Japan Airlines student pilots both at Brown Field and Napa, CA. Solid, dependable airplane. I don’t recall any issues and we put a lot of hours on them. Enjoyable airplanes, although the 180 was a bit anemic. This looks like a fine example.
@@embededfabrication4482 you can say that about 172, 182, 206, 210 ect as well. ALL have spar ADs on them. Spar issues usually show up on high hour trainers.
"We're going to follow the air through the system to see where it all ends up. It all, very sadly, ends up being burnt." 😆 Love this channel and the dry humor! I get to geek out and laugh, too. I do not understand why you don't have a quarter million subscribers!
A very nice Arrow III with a great panel. I guess the owner was only VFR rated perhaps, so stopped pouring money into something he didn't require? Back in '97 I flew around the North Island of New Zealand with my wife, to the very top while building my CPL cross country time in my Aeroclub's Arrow II, ZK-DUY. - Just loved it. 135kts on a good day, but with steam gauges and no GPS back then! Would have loved to have done that trip in this machine. For non-wastegated turboed engines, try handling a Sceneca II turbo and watching for the overboost light on the takeoff roll... Never quite enjoyed flying the Sceneca as much as I would have thought. Maybe because I was always under IFR training and not just enjoying a long trip somewhere to get comfortable! White and bergundy underneath is definitely a great colour scheme! Thanks for taking me back in time, Mark! 😀
Spent 35 hours in a Arrow II building retractable time before I bought my Comanche. Beautiful plane to fly and probably the easiest plane I’ve flown to land. Nice ride
Mark provides a very detailed and comprehensive review. The ambiguity regarding the gps and ifr capability is handled transparently. Anyone interested in purchasing this airplane should be able to suss it out.
So enjoyable and a true step above any others. Every time I watch these I want to buy the aircraft. At least I can afford the $2.60 for the wing bolts. A job well done!
No memories about this particular aircraft, but there was a turbo in my father's 210. Most of the time it did not work, but the two times I remember that it did work provided memories from the 1970s over the Rocky Mountains that I still cherish today. The first memory was when my father asked me to keep an eye on a bonanza which was slightly ahead and to our right. Later he asked about where it was and I said it was now behind us. He replied, "That is impossible because bonanzas are fast. (pause) Unless he doesn't have a turbo." Then he smiled, slapped me on the knee and said "Well we do!" He was happy for the next 30 minutes, the longest I have ever seen him continually happy flying. The second memory was when we were on oxygen at 15,000 feet over the Rockies and there was about three inches left on the throttle for manifold pressure. I was used to having full throttle at 9,000 to 10,000 feet. We were so far above even the Rockies that I remember thinking at this altitude you did not need to know mountain flying techniques because we were so far above them. I felt almost like an astronaut and we were halfway to heaven.
This is the ultimate Arrow! Period. One minor glitch, at least for me, that now is pretty common on retractable Pipers, no hubcaps. Why so? Otherwise, absolutely flawless. 👏👏👏
Couple notes for anyone in the market. My turbo arrow iii came with the merlyn waste gate (which should be mandatory) but not the intercooler. I assumed that I would need to install the intercooler. I've been delighted to discover that the engine runs plenty cool enough lean of peak even in the hot California summer that we've been having this year. Some people will rave about the improved power with the intercooler. Keep in mind what Mark said about having to reduce power settings after installing the intercooler. Anyone that's getting more power with the intercooler is over-spec'ing the engine and it's really a bad idea. See Mike Busch's lecture on turbocharging for more information. Also, that stuff about vapor lock is true but you don't need to mess with that procedure opening up the vents. Just open the throttle all the way, crank, and run the primer. Pull the throttle back as it's firing so it doesn't rev high. Works every single time and I hot start all the time. Hot starts were frustrating until i learned about this procedure.
Finally a turbo Arrow. Not the T-tail like mine but technically other than the Tail similar. Great planes good cross country machines. Thank you for the review.
I am so happy that I found your channel. Thank you for great reviews and insights into airplane details and differences. As a current student pilot I am looking at PA28 or PA32 for future family hauler. I appreciate all insights you did on the PA28 airplane model videos back and also compare with other models. Thank you!
Nice plane, looks like it was spared the fate of so many arrows to be used and abused complex trainers. I imagine arrow prices will stabilize maybe even come down a bit now that the TAA cutout exists for commercial training for a few years
Another great video! No need to make any changes to your format IMHO, so please don't get tempted to make any significant adjustments! I occasionally rent a 2002 Arrow II from a local flight school and very much enjoy the airplane. What a sweet ride this example is here and it seems like a decent asking price to me, not knowing the current market.
It's a pleasure watching and listening to your presentations Mark.. this one is no exception, with a really nice Arrow, to say the least! During the intro, after the classic opening, was some toe tapping southern rock? Who was that please., and thankyou.
mark you always make great videos of all aircraft and your the best but will you ever do one on the cessna 310, especially the early ones (1956 thru 1960). hope you do one on this great twin engine plane from cessna.
We have tried several times to get a 310 for a video and it just hasn't worked out. It is my favorite aircraft, and I owned a 310Q for several years before buying my Mooney. So, yes ... if we can make it work, we'll definitely make that video for you! - Don the Camera Guy
Wow, that turbo setup sounds very complicated to me. I had 100 hrs in a Cherokee 180-C and it was a stable flyer, but its just easier to get in & out of my 172 that I've had since then. But that's a really nice Arrow there!
Great informative video as usual. I loved hearing about the engine/turbo/cooler air giving more MP than indicated. Have never flown a turbo obviously. That’s one very nice Arrow, looks like the pick of them with the turbo 6 cyl Continental. Sold my 182Q ‘78 model last year, was a nice plane. We have a Cherokee 140 ‘67 model now because it’s easier for my wife to consolidate her flying, she has her PPL as well. Anyway I like the Piper’s after having the Cessna there are features that I like more on the Piper. We plan on getting a Dakota in a couple of years when my wife thinks the 140 is too slow. What I would love to own more than anything is the Beech F33A, very rare in Australia though. Next choice would be the Arrow in the configuration that you showed here, lastly but most likely it will end up being the Dakota, equivalent of the 182 but with an edge over it I believe.
Dakotas are great planes. In 1979 they had the option of this engine, the TSIO-360 Turbo Continental. Don't get that one, get the Dakota with the IO-540 Lycoming engine at 235 HP. It is very reliable and will never let you down.
@@skywagonuniversity5023 Thankyou yes. When I bought my 182 I regretted that I never test flew it in comparison to the retractable 182 because the retractable as you would know, has that Lycoming IO540. I liked the way the nose on the retractable 182 was more pointy, and of course had another 15 or so more knots. I still haven’t ridden in a retractable 182. Have you compared the 182 versus the retractable 182, I haven’t been subscribed very long.
Another fascinating video, love all the differences on a standardized theme👍😊 Lovely aeroplane. I saw a Piper the other day at my local airfield and I couldn't fathom what it was. A later model with a respray and few badges on display, six seater, turbo, retracts low tail (iirc) but the nose cone was very modern with two sculpted apertures either side of the prop. I'm guessing it was an Arrow🤔🤔
We use Telemetry Overlay, which takes the GPS data from the GoPro and translates it into the panel. It isn't 100% accurate, but a good depiction. - Don the Camera Guy
Very good video. I have a small question, where would the Dakota be located in the line of the PA-28? Here in Argentina the Air Force uses them in liaison tasks and it is a question that arose in my mind while watching the video because I did not see that you named them.
There is a video about the 235 and 236 (Dakota) It is a Cherokee 180 with a 540 Lycoming rather than a 360 Lycoming, 6 cylinders rather than four. Dakota's were al constant speed props while early 235's some had fixed pitch props on the 540 Lycoming like a Pawnee.
Yup. We were using a program that took GPS data from the GoPro and used it to create the instruments. The turn coordinator looked like it had a crack addiction and we finally just gave up on it. - Don the Camera Guy.
An AD is an Airworthiness Directive. Issued by the FAA after a series of similar faults on similar planes of a type. If they issue an AD, you then have to fix it at your own expense or the plane is not airworthy. It could be a wing spar or a fuse. Anything.
I fly an HDX equipped Archer, with an Avidyne IFD540 and the AeroCruz100 AP. The AP is the weak link for sure, but it’s still more helpful than not having an AP at all (how’s that for a ringing endorsement?). I’d love to have this plane, but would have to immediately put in an IFD and Aerocruz.
A GPS is not required for IFR flight or certification. IFR is pitot system, transponder and a few other basic systems listed in FAR 91.205. GPS is a luxury that has become standard and offers more direct nav options as well as approach options. This aircraft shown has gps. You can see the antenna @9:09 on top left of the door latch. As far as T Tail, i love the t tail and it doesn't fly any different. Nobody complains about the Seminole, Duchess, Pilatus or other T tall planes. Fly them by the book numbers as designed and you'll never know the difference.
On Dynons own website, they state it’s IFR only if coupled with an IFR GPS. My guess is their receiver doesn’t meet a related TSO. Doesn’t look like it has VOR by itself either.
@TheReadBaron91 only for IFR approaches and GPS navigating. However. The aircraft is still IFR certified. The FAR stands that GPS is not required. You can fly in IMC conditions but can't flight plan GPS routes or use GPS approaches.
How much more would someone expect to pay to insure an aircraft like this, as compared to a 180HP C-172? Is it mostly about replacement cost or more about high performance engine vs standard performance? I am still trying to decide about purchasing an aircraft to train with and figured a 172 would be a smarter, and cheaper, decision but it seems that a good 172 isn't that much cheaper than one of these.
It depends on the value of the plane and the experience of the pilot. High time pilot with all kinds of experience in type is about $1500 a year. Low time pilot with low hours in arrows, could be three times that.
The overlay is just a representation based on GPS data, and I did not correctly set the airspeed indicator. The indicated speeds were fairly accurate, but the airspeed zones were not. - Don the Camera Guy
I have a 78 Turbo Arrow III and you just dont firewall the throttle. Ever. Move it slowly and keep it under 41" on take off and once airborne you are generally under 33" but again you control it yourself and we have the Merlyn wastegate and you can still easily overboost past 41" if you're not paying attention. You just want to bring it back as soon as you can.
Would be great if you could get the planes up to altitude and discuss performance numbers. I’m not sure viewers care as much if the plane can make a loop in the patttern.
These are customer's planes that come here for sale. I ask if I can do a video on them, but taking off on a trip is a bit much. On a few I can but most a run around the pattern is all I do. Some are not insured for me and I cannot fly them at all.
They are very good planes but remember that the turbo Arrow has the 200 HP turbocharged IO-360 six cylinder Continental engine. The Non-turbo has the 200HP injected Lycoming four cylinder IO-360 engine.
@@skywagonuniversity5023 I’m a fan of lycomings. What are your thoughts? Also I think the cylinder issues are simply from running them too lean. Calm the EGTs down to 1300-1400 and never worry about it.
@@RaceMentally The Lycoming is more reliable because it is not turbocharged. Max manifold pressure is 35 inches or thereabouts. The Continental in those planes goes to 46 inches. They are working very hard and are easily abused. If you need the turbo, then you need it.
@@skywagonuniversity5023 True, but a turbo Arrow is still only about 10 knots faster than a normally aspirated Arrow and burns 3-4 gph more fuel. Normal Arrow: 137ktas on 10.5gph. Turbo Arrow: 148ktas on 14gph. A terrible tradeoff.
@pi.actual, Thanks! I spend hours (seriously!) auditioning music. Finding the right sound that fits the clip, especially with all the quality music out there, is difficult. I'm glad it didn't disappoint! - Don the Camera Guy
They have a bad rap because pilots screw them up. You have to have a degree of mechanical intellect to own a Continental TIO-360. As an A&P I have my own ‘thoughts’ on this sub marvel of aviation powerplant engineering!
I am in no way an English expert, nut I clearly hear you say «tapered winD», why so? You are talking about airplane's winG, no? Or is that some kind of jargon?
