Piper PA-28R-201 Arrow III / IV

Piper introduced the PA-28R-201 Arrow III in 1977 as the tapered-wing successor to the PA-28R-200 Arrow II. The Arrow III used a refined Lycoming IO-360-C1C6 engine (the C1C6 variant has minor improvements over the Arrow II's C1C) and the tapered wing first introduced on the Warrior and Archer. Same 200 hp output as the Arrow II. The change to the tapered wing was the major engineering refinement and delivered slightly better cruise efficiency at the cost of more complex manufacturing.

Piper introduced the Arrow IV (PA-28R-201T in some references but designated PA-28RT-201T for the turbo variant) in 1979 with the addition of a T-tail. The T-tail was a styling and aerodynamic experiment that was popular in the late 1970s and early 1980s. The T-tail Arrow IV ran in parallel with the conventional-tail Arrow III through 1982. The Turbo Arrow IV (PA-28RT-201T) used a Continental TSIO-360-FB turbocharged engine and was Piper's answer to the Mooney M20K 231 for retractable-gear turbo capability.

Production ran continuously through 1982 with limited late production into the 1990s. About 1,300 Arrow IIIs and 1,100 Arrow IVs were built. The Arrow line evolved into the modern T-tail and conventional-tail Arrow variants that Piper continues to produce in limited runs for flight schools. Most Arrow IIIs and Arrow IVs in the used market are in private hands or in flight school complex-trainer service. Piper Owner Society covers both variants.

The Arrow III and Arrow IV cruise at about 142 to 145 KTAS at 75% power, burning 10.5 gph of 100LL. At long-range cruise (65%), the airplane drops to about 132 KTAS on 9 gph. The tapered-wing Arrows are 4 to 7 knots faster than the hershey-bar Arrow II at similar fuel burn due to aerodynamic refinements. The T-tail Arrow IV is essentially identical in cruise to the conventional-tail Arrow III, with handling differences that owners report variably.

Useful load on an Arrow III or IV is about 1,000 to 1,100 pounds. Full fuel (72 gallons usable) leaves about 670 to 770 pounds for people and bags. Four adults of typical weight plus moderate luggage fit comfortably within gross. The tapered-wing Arrows have slightly less useful load than the Arrow II due to the longer fuel system and minor airframe changes. Range with reserves is about 900 nm at long-range cruise. Service ceiling is 16,200 ft on paper.

The Lycoming IO-360-C1C6 is the engine on every Arrow III and Arrow IV. It's a four-cylinder, horizontally opposed, fuel-injected, direct-drive piston rated at 200 hp at 2,700 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The C1C6 variant has minor improvements over the Arrow II's C1C but is mechanically similar.

Field overhauls at Penn Yan, Gann Aviation, or other reputable Lycoming shops run $33,000 to $46,000 in 2026 prices. The IO-360-C1C6 has excellent parts availability and is one of the most-supported variants in the IO-360 family. The Turbo Arrow IV uses a Continental TSIO-360-FB instead (see the variant section), which has different overhaul economics.

Oil consumption on a healthy IO-360-C1C6 runs about 0.15 to 0.25 quarts per hour. The engine reaches TBO routinely when operated regularly. The constant-speed propeller on the Arrow III and IV requires overhaul concurrent with the engine. Hartzell two-blade overhauls run $2,500 to $4,000.

Plan on $180 to $250 per flight hour at 100 hours a year of utilization, all-in. The Arrow III and IV's operating economics are similar to the Arrow II with slightly higher acquisition cost driving slightly higher insurance and reserves. Fuel and oil run about $58 to $74 per hour at 10.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $17 to $23 per hour. Prop reserve adds $1.25 to $2.00 per hour. Airframe maintenance reserve is $25 to $40 per hour due to gear-system maintenance and the slightly more complex tapered-wing structure.

Annual fixed costs (hangar, insurance, annual inspection) add another $55 to $100 per hour at 100 hours a year of utilization. Insurance is slightly higher than the Arrow II due to higher hull values. First-time retract owners pay $3,200 to $5,800 a year typically. Established Arrow pilots with 200+ hours in type pay $2,000 to $4,000.

Acquisition cost in mid-2026: Arrow IIIs (1977-1982) trade $95,000 to $160,000 depending on engine, hours, and panel. Arrow IVs (1979-1982) trade $100,000 to $170,000. Turbo Arrow IVs (1979-1989) trade $130,000 to $200,000. The T-tail Arrow IV is preferred by some buyers for its aesthetic and slightly easier nose-gear loading. Others prefer the conventional-tail Arrow III for the more predictable handling.

Piper Owner Society covers the Arrow III and IV. Annual dues are about $80. The Arrow family has accumulated 45+ years of fleet experience and most parts and pre-buy questions benefit from POS consultation.