CPL (A) The TSIO- 360 would prove to be the heart of the Turbo's new-found high-altitude performance and the soul of its maintenance troubles.Field experience has shown that the odds are against hitting TBO on an absolutely stock early Turbo; early being pre-1983, when improvements like pressurized mags and better cooling came aboard the Arrow. What further improvement the aftermarket holds for the airplane, time will tell.Overall, the airworthiness directive outlook on the various Turbo Arrow models isn't bad. Also, some pilots have resorted to running the low boost pump to force even more fuel through the engine in attempts to cool it; economy suffers predictably.Several modifications can be made to reduce heat. FI(A) / IR(A) Costs run from $3,300 for the Airflow arrangement to $4,500 for the Turboplus system, plus installation for either. The wastegate is mechanically linked to the throttle; the first portion of lever travel opens the carburetor and the last closes the wastegate. Already a member? In 1976, Rockwell brought out the 112TC, with a turbocharged, carbureted 210- horsepower Lycoming in place of the straight 112's IO-360. Please login below for an enhanced experience. Among the disad- vantages: difficulty in setting an exact manifold pressure, sensitivity to airspeed because of ram-air effect, and low critical altitude, or the altitude at which a certain percentage of maximum power can be maintained. MEP-SEP Home Strecken-IR Production ceased in 1982, resumed again in 1989 and ceased once more in 1992.

Pilots through the years have bemoaned the placement of power gauges at the lower edge of the panel, above the pilot's right knee. Schulungs-Angebot And the blame often is placed at the feet of what some call a primitive turbo system. MEP-SEP MEP-SEP As with other makes where a nonturbo analog exists, the blown brother is no more fleet below about 8,000 feet. Later models range from $46,500 for a 1979 model to $150,000 for one of the very last ones built in 1989. No single aspect of the landing gear system appeared more frequently than another, indicating that, by and large, the Arrow gear system has been sorted out since the original PA-28R bowed in 1967. Night VFR At more sane speeds, the TSIO-360 can produce 75 percent to about 12,000 feet, depending on temperature, where it will turn in 156 knots true.) The models made in the first two years — which seem to be holding their value better than the 1979-and-later airplanes because of the conventional tail, can be had for an average of $42,000 to $44,500, according to the Aircraft Bluebook-Price Digest. Description. By com- parison, the smaller Mooney 231 beats the Arrow by almost 20 knots at most altitudes, and the TR-182 Cessna, using 35 more horses to pull a larger cabin through the air, is slightly faster.Climb performance of the Turbo Arrow is good, with 1,000 feet per minute available right up to 10,000 feet or so, and with 72 gallons of fuel aboard, endurance is excellent. Piper did not fit the Turbo Arrow with cowl flaps — unlike in the Seneca, where the TSIO-360 has a marginally better reputation. In 1971, Piper released a Cherokee 140 variant called the Cherokee Cruiser 2+2. FI(A) / IR(A) More powerful turbocharged development of retractable PA-28R-200 Arrow 3 with T-tail. Single engine piston aircraft with retractable landing gear. Initial TBO was 1,400 hours, which was upgraded to 1,800 hours on the -FB engine, a result of stronger connecting rods. Though easier to manage than a second throttle system, much pilot interaction is required to maintain manifold pressure at a given mark.Piper and Continental chose an even simpler system for the Turbo Ar- row, a fixed wastegate. Piper still lists the Turbo Arrow as a current production airplane, incidentally.So, yes, it's true the Turbo Arrow was flawed, a result largely of cost-cutting. Die Maschine But as time seems to heal all wounds, it is working its magic on the Turbo Arrow. Piper service bulletin 1244c has been accomplished with no corrosion found. On the plus side, there's little to break, although there have been reports of the valve — a plug, actually, that partially blocks the passage that directs exhaust gas around the turbo — coming loose and backing out.Dollars saved on the wastegate systems seem to have cost owners money elsewhere. The Turboplus system includes a kit to pressurize the magnetos as well; pressurized mags became standard in 1985 and helped cure often severe high-altitude misfiring.
Suffice it to say that an automatic controller maintains a manifold pressure the pilot asks for through throttle position. The AD called for immediate inspection for the correct hold-down bolt tension.Landing-gear components were mentioned in several SDRS, with trouble spots ranging from broken or damaged nose-gear drag links to faulty switches.
A recent listing of service difficulty reports suggests that the airplane's top-end distresses — cracking cylinders, premature exhaust-valve wear, and other valve-train troubles — remain to haunt it. It's largely a set-and-forget system and reduces pilot work load tremendously. So, yes, it's true the Turbo Arrow was flawed, a result largely of cost-cutting.