I am requesting comments, both good and bad, primarily about the handling characteristics, but also about other noteworthy items associated with operating the Turbo Arrow IV.
Background: I have a few hundred hours in PA28's including (about 15 hours) the normally asperated Arrow III. I've always enjoyed the PA28 both hershey bar wing and tapered wing. My flying is almost all IFR. I am stepping over from a Beechcraft Baron that I flew for 5 years. I've been looking for a Mooney 201 (or possibly a 252) but an opportunity has presented itself for a very nice 81 Turbo Arrow IV.
"the operating all-inclusive cost is about $120.00 per hour. This includes tie-down @ $110.00 per month, Ins. @ $1668.00 per year, annuals of approx. average $3500.00 per year, engine reserve @ $24.00 per hour. This is based on approx. 100 hours per year hours flown.
It has been a great airplane."
I have a 1979 Turbo Arrow IV, Purchased in 1981 with 850 hours time. Now have 4650 hours. Business use. Very reliable airplane. You do have to keep on top on maintaining the airplane or your annual can be expensive. Basic annuals run approx. $2500 to $3200. I usually do extra preventive maint. Gear bolts and bushings and things like that. Some preventive things could wait but wear only increases with time. Upgrades to my Arrow are 220 HP, Turbo-Plus intercooloer, Merlin Wastegate, (engine runs cooler and critical alt. for the turbo is now 18,600 feet instead of 12000 ft with standard factory set-up. $120.00 to $140.00 hourly operating cost pretty well covers everything I do. Usually, major OH at 1400 hours as a plan. TBO is 1800 but again a preventive attitude. Basically a corporate maint. schedule for the airplane to hopefully reduce down time. T-Tail likes good air flow to make smooth landings. Very stable IFR and approach airplane.
A major overhaul @ 1400 seems overly conservative. If you do soap samples at every oil change and monitor the trend for anomalies you should be fine. I now have 1700 hours on my engine (TSIO360FB), and it runs as strong as ever.
I fly mountains often. High alt. works the engine and turbo a little harder as will the increase HP. Engine RPM is 2800 for takeoff. Things are a little different than a regular Arrow 4.
I live in Colorado. I didn't realize the turboplus 220 HP conversion uses 2800 RPM, Is the additional HP worth the extra wear and tear. Oh, we have Mtns here too.
RPM on takeoff is 2800 rpm for 5 min. Top of green is 2600 rpm. The fuel injectors and fuel system is also altered. More like the Mooney 231 and Turbo Seneca engine. Intercooling reduces the manifold pressure off the Piper chart numberwise but the cooler air gives you the equivilent of the higher chart numbers. For each 10 degree C reduction you subtract approx one inch off the Piper chart. 2400 rpm, 28.5 inch manifold pressure and 13.2 gph fuel gives 69% to 71% HP and 154kts true airspeed. FL190 I usually true around 184 to 189kts true. I have had 194kts true at FL190. I usually lean to 100F to 125F degrees rich of peak. I think the conversion is a worth while mod. I also have the Merlin Wastegate system. Very worth while the Merlin system is and runs the engine cooler. I installed all these mods back in the early 1990's.
