The Piper Arrow occupies a unique niche in general aviation: it's the canonical 'first complex aircraft'. Retractable gear, constant-speed propeller, four seats, IFR capable — and available used for under $100,000. For instrument students building hours, weekend fliers wanting a meaningful speed upgrade from a Skyhawk, or buyers making their first foray into complex ownership, the Arrow is almost always on the shortlist.

We tracked 1,654 real Arrow sales to cut through the speculation and show you what buyers actually paid, how long aircraft stayed on the market, and what to watch out for before you wire a deposit.

Four Generations, Very Different Aircraft

The Arrow PA-28R family ran from 1967 to 1984 in its original form, then resumed limited production in the late 1990s (Arrow III) continuing into the 2010s. Each generation made meaningful changes — not just cosmetic updates — so picking the right variant matters.

Arrow I — PA-28R-180 (1967–1971)

The original Arrow used a 180 hp Lycoming IO-360, making it the least powerful variant in the family. It introduced the electro-hydraulic retractable gear, constant-speed propeller (a first for the PA-28 line), and the infamous Automatic Gear Extension system. Cruise speed sits around 130–135 knots.

These are the cheapest entry points into Arrow ownership. Our data shows prices from $50,000 to $135,000, with the market average around $95,000 for airworthy examples. If the price looks attractive, the reason is usually hours — many of these aircraft have accumulated 4,000–7,000+ total time on the airframe.

Arrow II — PA-28R-200 (1969–1977)

Piper bumped the engine to 200 hp (Lycoming IO-360-C1C) mid-production, and the Arrow II became the standard. The airframe is essentially identical to the Arrow I, but the extra 20 hp improves climb and cruise to around 148 knots. TBO on the IO-360 is 2,000 hours.

Arrow IIs trade in the $75,000–$150,000 range. Well-maintained low-time examples (under 3,500 hours total time) with recent engine overhauls fetch $110,000–$140,000. High-time airframes in need of work can be had for $75,000–$90,000 — but budget for the work before you budget for the aircraft.

→ Browse Piper Arrow IIs for sale on Sprinkle

Arrow III — PA-28R-201 (1977–present)

The Arrow III brought the most significant visual and handling change: Piper replaced the original 'Hershey bar' constant-chord wing with a semi-tapered planform, improving slow-speed handling and reducing adverse yaw. Engine remained the 200 hp IO-360, but the new airframe is noticeably nicer to fly — particularly on approach.

Pricing depends enormously on age. Vintage Arrow IIIs (1977–1984) trade at $60,000–$165,000. Modern Arrow IIIs produced from the late 1990s through 2016 fetch $115,000–$250,000, with the newest examples commanding premiums not dissimilar to light sport aircraft prices.

Our data shows 2003–2015 Arrow IIIs averaging around $200,000 — a significant jump over the vintage variants, but you get airframe hours in the 3,000–9,000 range rather than 50+ years of accumulated history.

→ See current Piper Arrow III listings

Arrow IV — PA-28RT-201 (1979–1987)

Piper's T-tail experiment. The Arrow IV moved the horizontal stabiliser to the top of the fin, ostensibly to improve pitch stability and reduce tail buffet at low speeds. In practice, most pilots find the T-tail a handling downgrade: the stabiliser sits outside the propeller slipstream, reducing pitch authority at low airspeeds, particularly on takeoff. Longer takeoff rolls and a more demanding go-around technique are common complaints.

Arrow IVs trade at $87,000–$195,000. Unless you specifically want the T-tail aesthetics or find an exceptionally well-maintained Arrow IV at a sharp price, most buyers prefer the conventional-tail Arrow III.

Turbo Arrow III and IV (1977–1984)

The turbocharged variants use a Continental TSIO-360 instead of the Lycoming, adding meaningful performance at altitude — cruise speeds of 167–172 knots versus 138–148 knots for the normally aspirated variants.

The catch: the Turbo Arrow III's Continental TSIO-360-F has a TBO of just 1,400 hours. The Arrow IV's -FB engine improved this to 1,800 hours with stronger internals, but it still lags the normally aspirated Lycoming's 2,000-hour TBO. At $25,000–$35,000 for an engine overhaul, TBO matters.

Turbo Arrows trade at $115,000–$250,000, with the average around $150,000. The turbo adds complexity, overhaul cost, and if you're not regularly flying above 10,000 feet, most of the performance advantage evaporates.

What Our Data Shows on Pricing

Across 1,654 transactions tracked on Sprinkle, here are the real price bands:

Variant	Typical Range	Data Average
Arrow I (1967–1971)	$50k–$135k	~$95k
Arrow II (1972–1977)	$75k–$150k	~$103k
Arrow III vintage (1977–1984)	$60k–$165k	~$115k
Arrow IV (1979–1984)	$87k–$195k	~$128k
Turbo Arrow III/IV	$115k–$250k	~$150k
Modern Arrow III (2003–2016)	$115k–$250k	~$200k

Pricing is strongly influenced by engine time since overhaul (SMOH), total airframe time, avionics stack, and whether the aircraft is IFR current with a current transponder. Garmin G5 or G500 TXi upgrades add $15,000–$40,000 to asking prices but rarely recover full cost at resale.

→ View the Piper Arrow price guide

How Fast Do Arrows Sell?

Of the 1,654 Arrows we tracked, 49% sold in under 30 days. The median time from listing to sold was 32 days. Well-priced, IFR-equipped examples at fair market value move in two to three weeks. Overpriced aircraft or those with obvious deferred maintenance sit for months.

This is a liquid market. If you find an Arrow at a fair price, don't assume you have weeks to decide.

The Gear System: What Every Buyer Needs to Know

The Arrow's landing gear is the most misunderstood and maintenance-intensive part of the aircraft. Before you buy any Arrow, you need to understand three things:

1. It's electro-hydraulic, not mechanical. The gear operates via an electric pump pressurising a hydraulic system. It's more complex than a simple electric motor and cable system. Actuators, seals, pressure switches, and door-linkage hardware all require periodic attention.

2. The Automatic Gear Extension (AGE) system is controversial. The original Arrow included a bellows-based system that senses airspeed and automatically extends the gear below approximately 95 mph. In theory, it prevents gear-up landings. In practice, the secondary pitot tube feeding the bellows is vulnerable to icing during IMC descents through cloud layers — causing the gear to auto-extend unexpectedly at cruise, creating a loud bang and significant drag. Bellows also develop leaks over time.

Piper issued a deactivation kit in the late 1980s (approximately 1,400 kits distributed) after liability concerns mounted. Many current Arrows have the AGE deactivated. Check AGE status during pre-purchase. If it's active, have the bellows inspected and the secondary pitot tube carefully examined.

3. AD 97-01-01 R1 requires compliance. This airworthiness directive mandates replacement of main gear side brace assemblies. Verify logbook compliance before purchase — non-compliance is a grounding event.

Common gear squawks in pre-purchase inspections:

Nose gear not fully seating in the up-lock (microswitch misalignment)
Gear doors out of rig (common after any gear work)
Squat switch fouling or misadjustment on the left main — causes intermittent gear warnings
Missing nose gear restrictor (allows nose gear to slam down on emergency extension)

Budget an extra $500–$1,000 per year over fixed-gear alternatives purely for gear-related maintenance.

Engine Reliability

Lycoming IO-360 (Arrows I, II, III): Generally reliable with TBO at 2,000 hours. Key watch-outs:

Calendar limit: Lycoming recommends overhaul at 12 years or 2,000 hours, whichever comes first. Many Arrow buyers focus on hours and ignore that an engine overhauled in 2008 at 800 hours is now calendar-expired regardless of time remaining.
Camshaft wear: The cam sits high in the crankcase and relies on splash lubrication. Engines flown infrequently (under 40 hours per year) are at highest risk of cam lobe wear from moisture corrosion. Request oil analysis records going back at least two years.
Exhaust valves: The hollow-stem sodium-filled valves erode over high hours. At overhaul, replace all cylinders new rather than relying on unknown-history cylinders.

Continental TSIO-360 (Turbo Arrows): More complex, shorter TBO, higher overhaul cost. Mixture management matters — lean of peak operation helps longevity but requires careful monitoring. Turbocharger condition should be inspected during pre-purchase.

What Does It Cost to Own?

For a private owner flying 75–100 hours per year, realistic annual operating costs:

Cost Item	Typical Annual
Annual inspection	$1,500–$3,000
Deferred maintenance	$0–$5,000
Hangar / tie-down	$2,400–$7,200
Insurance	$2,500–$5,000
Fuel (75 hrs @ 10 GPH @ $6.50/gal)	$4,875
Engine reserve ($12/hr to overhaul)	$900–$1,200
Total	$12,000–$26,000

The Arrow burns approximately 9.5–11 gallons per hour depending on power setting. That's meaningfully more than a Cessna 172 (~8 GPH) but broadly similar to other 200 hp retractables.

Insurance for a newly complex-rated pilot can run significantly higher than the figures above — expect $5,000–$8,000 in year one until you've built Arrow-specific time. Transitioning from a fixed-gear aircraft, most insurers require 10–25 hours dual in type before solo.

→ Browse all Piper Arrow listings currently available

The Arrow Today

At the time of writing, Sprinkle lists 18 active Arrow listings across the US and Europe. Prices range from $72,500 (a 1976 Arrow II in Spain) to $180,000 (a 2004 Arrow IV). The US market is deepest, with the majority of listings in the $100,000–$165,000 range for well-maintained vintage examples.

The modern Arrow III (post-1999 production) has become the benchmark for buyers who want the Arrow's handling characteristics without the 50-year maintenance history. These trade at a premium but offer significantly lower airframe time and modern avionics compatibility.

For buyers on a budget, a 1977–1984 Arrow II or III with 4,000–5,500 hours total time, a mid-time Lycoming, and a basic but IFR-current panel can be found in the $75,000–$100,000 range. Budget $5,000–$10,000 for the pre-purchase inspection and any immediate squawks, and expect annual operating costs of $15,000–$20,000 per year.

Pre-Purchase Checklist Summary

AGE system status (active or deactivated?) and bellows condition if active
AD 97-01-01 R1 compliance (main gear side brace assemblies)
Engine logbook: date of last overhaul (calendar limit), oil analysis history
Cam and cylinder history — any documented wear or failures?
Gear rigging: doors, nose gear up-lock, squat switch, restrictor present
Turbo Arrows: turbocharger condition, intercooler integrity, TSIO-360 variant (F vs FB)
Avionics currency: transponder cert, IFR currency if applicable
Annual inspection records — any multi-year gaps?
Title and lien search (AOPA Aviation Finance or similar)

Finding Your Arrow

The Arrow market is healthy and liquid — nearly half of all listings sell within 30 days. The best buying strategy is to identify your variant and budget, set a saved search, and move quickly when a well-maintained example appears at fair value.

Sprinkle tracks real-time Arrow listings from major marketplaces alongside our historical price database, giving you the clearest picture of what similar aircraft have actually sold for.

→ Search current Piper Arrow listings on Sprinkle

→ View the full Piper Arrow price guide with all historical sales data