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?"
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.
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
"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!
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.
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.
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!
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! 😀
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!
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.
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.
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.
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.
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
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.
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.
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🤔🤔
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
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
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.
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.
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!
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.
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.
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
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.
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.
@@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.
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.
@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
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?
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!
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.
That is 5 years before I was here.
With all the narrated and indicated information while showcasing a different aircraft each time; your channel is a treasure for us enthusiasts! Thank you.
Glad you like them!
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?"
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.
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
I flew the Arrow when I was a member of the Fort Richardson Aero Club. Very reliable, solid airraft. Mark did a great job with this video.
Thanks.
I'm not a pilot but I love airplanes and watching your video's. Please keep them coming.
One of the best aviation channels. Lots of good info.
Glad you like them!
"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!
I know, I need a lot more subscribers. Any tips are gratefully received.
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.
Thanks.
Your presentations are so informative and such a joy to watch!!!
Thank you so much!
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.
Brown Field? That’s where I am based at.
Ya til the wings fall off
@@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.
Love the Arrow! As always, great video, Mark!
Had some time in a 1970 Arrow back in the 90s with a hartzell 3 blade conversion, 200 hp. Very good performance.
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!
Thanks.
The bolts & labor were inexpensive but I was charged about $700 for the AD compliance inspection though.
As always excellently done, very informative
As always, very informative n interesting. Tks Mark 👍
Beautiful specimen! Thanks for the walk around.
Greetings from Portugal. I recently discovered your channel. One of a kind teaching us the differences between GA aircraft.
Welcome aboard!
Another beautiful video! Thank you so much for explaining all that stuff. And what a beauty of a plane!
Thanks.
Love the technical details. Very interesting.
As always, very informative n interesting. Tks Mark . Beautiful specimen! Thanks for the walk around..
Glad you enjoyed it
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! 😀
Thanks.
And as usual, the telephone ring while he is speaking. 😂😂😂. Thanks Mark!
Always!
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!
Thanks for watching!
Easy thumbs UP. Good looking ship, thx Mark AND DON!
And Don, yes, quite right.
Wait. Am I famous? - Don the Camera Guy
@@skywagonuniversity5023" ...the whole is greater than the sum of the parts."
great video, thanks
Very nice airplane.
Many thanks!
Hi Mark
Again thank you Great Work
cheers David
Thank you.
Love the rotating camera and the insturments on the video
That is all Don the Cameraman.
5:44 great story! Made me chuckle
And me.
Wow, what a nice plane. If it were here in Aus I might have been interested. Don't forget to show the interior, back seats etc. Cheers
OK, Will do. It is all tan leather in there.
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
The 201 distinguished the tapered wing from the 200 Hershey bar
@@bigstickpilot I'm just referring to Mark calling it 201HP and not sure if that's where he got that from.
Slip of the tongue. That engine in a hawk XP is 195 HP or 210 HP and in a Seneca III it is 220 HP. It's all about compression and RPM.
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.
Agree, all the panel upgrades and not IFR, sacrilege....
It's certified to 20k feet, it's IFR over 18k. He got it wrong, see my other comment.
@@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.
For the starters, it’s Dynon, so you know he’s cheap. There’s your answer.
Great review they just look right.
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.
True.
If I could afford it, I'd but it. Very nice craft.
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.
Is the T tail a problem ? I think T tails look cool unless you forget to grease the jack shaft on a 727....🤣
T tails are fine, it is just a slightly different feel and look.
@@maxgood42 Love my T-tail
I learned a lot - thanks!
Glad it was helpful!
nice landing mark 👌
Every now and then I get away with one.
Very nice.
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.
👏👏👏
Thanks. I hope that is all that it needs!!
Aircraft Spruce?
Nice aircraft.
I have over 200 hours in Arrows. Just a solid aircraft
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.
Thank you. This is very interesting information from a longtime owner operator.
You just answered a lot of questions. I also have a Turbo Arrow III without the intercooler. Thanks for that!
@@JohnnyBeeMusic glad it's helpful. It's hard to find real information on these birds.
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.
Much appreciated!
Nice Arrow.
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
Grew up flying around the country in a 78 Turbo Arrow 3.
Many fun adventures.
Sadly the NEXT owner broke it up in a storm.
In flight?
Yes. Thunderstorm in OK.
Looking at buying into one of these so cool there’s a new video out
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.
That was funny. Thank you.
I've never heard of an Arrow III with a T-tail. I've got a few hundred hours in a Turbo Arrow IV
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.
Apparently, I really liked this song, because I didn't realize I had used it twice! Getting Hot. - Don the Camera Guy.
Its perfect.. 😁
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🤔🤔
You could be a salesman with that knowledge ….🤔
What a great plane… for a piper !
Another nice video Mark! Quick question, how do you get the flight info at the bottom of the flying portion?
It's telemetry from the GoPro. Don the camera-guy does it.
@@skywagonuniversity5023 Thanks!
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
Juan Browne has one, an early tuna-tank one. Let's do that one?
@@skywagonuniversity5023 thanks don i hope to see one . i am trying to get my class 3 medical again and plan to buy a 59 or 60 model D 310.
that instrumentation overlay is glorious, how did you do that? Somehow downloaded from the Dynons and added in post production?
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
I like using the word "Telemetry"
@@skywagonuniversity5023 Makes you feel like it's a spacecraft! 😁😁
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.
bolts for $2! amazing. So 201hp means it needs a high perf endorsement?
21:30 what's the yellow section on the belly?
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.
@@skywagonuniversity5023 thanks for the answer!!! I will search the video in your page...
I’ve always been interested in this exact setup Turbo Arrow as well as a turbo normalized F33 Bonanza
Both would be great.
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!
It's just something you get used to.
"It's like a Mooney 231/252". Except a lot slower.
True.
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.
That is what a new owner will probably do.
Mark - what is the apparent streak down the belly? Is it just an artifact of the 360° camera, or maybe exhaust soot?
IFR GPS like a Avidyne IFD would suffice. And Avidyne interfaces pretty seamlessly to Dynon PFD/MFD displays.
good idea
I’ve always wonder why piper has never put two door on there AC 😊
One IFR approved Navigation source is all that’s needed…you could put in a used KN53 nav and theoretically be IFR capable.
Thanks.
Your little animated airspeed indicator Vne is like 105kts. I'm sure this airplane is a little faster than that.
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.
never understood why piper did not put the Lycoming o-540 in the arrow that they put in the dakota pa28-236
Now that would have been great, a 260 HP Arrow with no turbo and a Lycoming 540.
Can an autopilot be installed with that Dynon setup?
Yes it can.
excuse my ignorance but can you explain what "AD" is?
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.
21:00 | The airspeed markings (Va, Vne, etc) seem a bit low.
Yes ... it is a representation and I forgot to make the adjustments. - Don the Camera Guy.
Not sure why you keep saying Arrow III means T-Tail, that was Arrow IV in beginning in 78. All Arrow IIIs have the conventional tail as far as I know.
Did I really say III. I meant Four for the T tails. III's are this one and the Lycoming 200 HP.
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 on screen gauges seemed to lag, especially the AS.
They are "advisory' at best. They come from the GoPro GPS info.
@@skywagonuniversity5023 Keep doing what you do. Thank you.
What's with the 105Kt redline?
Probably gear speed. It is sold so I cannot look at it now. Sorry.
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 love. EVERY. ONE. OF. YOUR. VIDEOS. But why on a busy road? J/k....
That road is an unused access road to hangars that have not been built yet.
Get Flap-Hinge Covers .... Lopresti kit. Will give you 3 kts better cruise from a simple add-on. ;)
Is your on screen telemetry accurate? It show a redline of 106 knots!!
In all the editing, I forgot to adjust the airspeed indicator for this aircraft. It was not accurate. - Don the Camera Guy
Bad Telemetry.
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.
I don't understand something. How did these engine's not over boost from the factory without a waste gate?
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.
Exactly, it is all manual.
What does it have for an autopilot?
There is no Autopilot in it.
@@skywagonuniversity5023 So a Garmin 430WAAS and GFC500 would be just the thing then.
@@skywagonuniversity5023 circling back, how much did it sell for?
🤤 ....
What airport is this?
Placerville in Northern California. KPVF. 3900 feet long and 2570 feet elevation.
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.
The turbo allows you to burn 30% more fuel and go 5% faster.
It allows you to go high.
@@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.
You want a turbo if you fly over mountains and when you get bad weather and need to klimb 1300ft a min this is the plane you want to be in @@ldmax
What’s the price on this one?
It sold for about $150,000.
@@skywagonuniversity5023 just saw one for about that. Wondering if they’re decent to get one.
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.
Normally I hate the piped in over amped youtube music overlays but...not this time
@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
T-Tails, keep Ur speeds up, & “fly it to the ground”…🤓
landing is not so unresponsive as the initial roll on take-off.
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?
I always say winG. Sorry.
Your brain is playing tricks on you. He says “wing”.
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!
That is very true. Great engine, bad operators.
I wonder why those idiots at Piper screwed up a good thing and put a T tail on it.
You are wrong ! It’s just 200 ho mkt 201
The correct way to say that is "those are 200 HP"
“Electrical” - 🫤
The Alternator is a bit enthusiastic and the Dynon has not been told of it's acceptable parameters.
@@skywagonuniversity5023 I was going to say, you should be able to configure the EMS alerts to keep that from happening.
90 KT cruise speed?..are you kidding me?
No ... sorry. I didn't adjust the airspeed indicator for this aircraft. The aircraft can obviously cruise much faster. - Don the Camera Guy
These have similar performance to a Mooney 231.