Piper arrow 3 poh pdf

I have flown the T tail and the handling difference is almost undetectable. Altitude does improve speed considerably. Below ', its basically and NA arrow. I usually can see kts true at I do agree that the POH is problematic when it comes to performance charts.

And recommended engine settings are very different from the Seneca and the Mooney I basically fly it by the book with some alterations that is easily noticed by performance indications. It is easy to dial it in and sometimes its off a bit from the book. One thing I can agree with is it is not a short field airplane. It likes the runway when heavy. And Gross weight is felt in performance in climb and cruise. Almost 2 different airplanes when topped off and when you have fuel to the tabs 50 gallons.

Good news is 50 gallons is a little more than 4 hrs. Thanks for the owner feedback. In the article the other owners were also positive about capabilities and realistic about limitations.

Perhaps the author had an axe to grind? You make an excellent point on performance light and heavy. I would strongly recommend pilots transitioning into faster planes with big useful loads do some transition training at gross. It is not unmanageable but it is better to experience the delta in performance with an instructor vs on your own. This is also true for twins and one of the valuable benefits of simulation training. What was easy is now stressful. Excellent lesson on not loading up twins to gross in the mountains Probably 0 or less in a turn and you would need to circle as you could not hit the min climb per nm for any of the departure procedures.

If you offloaded lbs the performance would be close to double. I have experience in a T-tail Piper Lance but not the turbo Arrow. The T-tail does not get as much airflow over it from the prop wash so the airplane has to be moving much faster before there is enough control authority to rotate. The other big difference is that the T-tail is the only airplane I have flown where I had to pull back on the yoke during go around.

When I add full power in most airplanes, they pitch up and I have to push forward. The T-tail Lance keeps going in the same direction, only faster when power is applied so it takes a pull on the yoke to get it climbing. You also have to be a little careful not to get too slow during flare because you can run out of control authority. I enjoy flying the T-tail Piper Lance and found it to be a great airplane. Just slightly different to fly than a conventional tail.

If you are not going to fly above 8, ft, you are probably better off with a non-turbo Arrow 3 or 4. I think both planes are good planes with slightly different low speed handling characteristics. I would also recommend an electronic ignition. The big negative the Turbo Arrows have has been pilots running the engine way too hot and too high a manifold pressure, shortening cylinder life. The above setup goes a long way to eliminating these negatives. I agree totally.

But when you dont have to pay the mx bills, it sure was a nice office. NineThreeKilo , Jul 17, Joined: Jan 26, Messages: 14, Display name: weilke. Maintenance and expense wise, the TA is similar to a Mooney , just at considerably slower of a speed. In addition to changing to a different manufacturer, you are also dealing with more cylinders, spark plugs, EGT probes etc. The closest NA bird is probably the I understand the TA to be Pipers answer to the griping from their dealers and customer base after they discontinued the Comanche line.

I fly a turbo plane, dont really need the turbo for my flying and the speed difference to the NA bird is not that great, but I sure enjoy the ability to climb above the bumps in a hurry or the ability to keep climbing on top in the winter.

My partners are die-hard turbo flyers, when I asked at the meeting whether going to a newer model but NA I was met with a incredulous 'why would anyone want to do THAT? Wayne's right. Why do you need it? If you're just puttering around the pattern or flying low, the turbo will be of no benefit.

My choice was to go turbo I have a Commander, not an Arrow. I've not been displeased. When I got it, I was doing a lot of long-distance, IFR over the weather business travel, including flying out west.

It was also helpful in Texas during the summer to more quickly get above the blistering heat down low. But it's of no benefit if you stay down low. As for maintenance, yes, it's a bit more maintenance, but in my case that hasn't been significant.

The only real exhaust issue I've had was a hard to find crack at exhaust joint before the wastegate that torched a few of the probe wires. My engine has a mechanically-linked wastegate, so there isn't the tubing, etc of an upper deck controller - but that limits some flexibility and means you have to be gentle applying power. You do have to be a bit more attentive of engine temperatures.

I have a Lyc. My plane has a cruciform tail - not quite a T-tail, and certainly not a low tail. Ground roll is not exceptionally long saving for high-DA airports where all planes have a longer roll. Full T-tail is a bit different, but I personally wouldn't let that scare me off. Clark , Jul 17, It depends entirely on how you operate it.

It's like the safety argument: "Can GA be as safe as an automobile? Pilawt , Jul 17, Ted , Jul 17, I've spent a fair amount of time studying the T relm, apparently LOP ops can see bootstrapping as low as 14, on warmish days.

How does that compare? The Turbo Arrow 4 I now fly is a dog! I cannot get more than fpm no matter what airspeed I try. Might be worth investigating the price of certain turbo components if they break, most notably the turbo and the exhaust. I'll stick to naturally aspirated. I have to echo many of the comments. I flew a Turbo Arrow for a few years and it was a complete money pit. Of course, the truth of the matter is, you don't want to be over the mountains, at those altitudes, in IMC, so I'm flying a NA Arrow right now.

Huge difference - I don't actually NEED an on-field mechanic to troubleshoot the engine after every ten hours of flight. Maintenance costs are lower, by far. And I have no problem getting over the Sierra mountain passes, even on a hot day. That's why you see so many Turbo Arrows for sale.

Sac Arrow , Jul 17, Skylane81E , Jul 17, After reading about all the grief Kareem endured with his plane I remembered why my old partner was so anxious to sell his and buy back into my that I had bought from him several years earlier.

JHW , Jul 17, Maybe its just my experience with what are probably crooked beat up flight school arrows I cannot stand flying the PA28R Feels underpowered, heavy, ovens on hot days and just doesnt do anything for me? Just my two cents, my experiences in them havn't been great.

CaptLabrador , Jul 18, Ted , Jul 18, Joined: Mar 19, Messages: 33, Display name: Everskyward. I did most of the training for my commercial in a Turbo Arrow, then when it came time to do the checkride it was down for engine maintenance. I liked the Arrow but the turbo was overkill in MO. Subsequently almost all my piston time was with turbocharged big Continentals in Cessnas.

I thought they were fine for the job but I was doing mapping, mostly based in Idaho, then years in Colorado. I find the engine control feedback with Clark's Turbo Dakota to be much touchier than the Continentals I was flying. Of course it could very well be that I am just not used to piston engine response any more.

I am also not left-handed so I think making fine movements is harder for me from that side. Weirdly I am more cautious about touching the Frankenkota's throttle than the yoke. Everskyward , Jul 18, I'm not real surprised that find myself in disagreement with most.

For that price it effectively doubles the flight envelope. Who wouldn't want that? I use the Rocket Engineering oxygen boom's. Makes O2 a non-issue. Leave somewhere like North Las Vegas on a summer afternoon with a ramp temp of about Push all the knobs forward climb at FPM to 17k not touching the engine. Cruise home in smooth cold air. What could be easier? Top a winter storm system full of misery at 20k and ride in perfect conditions on top, it never gets old. Any flying in the summer southwest thermals and I want to be at 16 minimum.

On the tail wind days climb up and get a real push often knots. This can mean a lot at certain times. Climb high and increase glide range, 20k over a swamp, cold water, etc. Mountains of course. The real issue is many pilots have a mental service ceiling of 10k. In that case, I agree a turbo offers nothing. Alexb , Jul 18, Joined: Apr 3, Messages: 5, Display name: hindsight Joined: Jun 29, Messages: 1, Display name: Taters.

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