1 hour ago, hangar said:

About how fast can she cruise at low alts under 10k msl?

Top of green arc is 175 knots and it sits there all day with no issues, 2400 rpm 24 manifold..

You are are on the edge of yellow arc and not far off Vne cruising that fast though,  you need to be careful or you will break it.  170 IAS  is probably a more sensible cruise TBH, more leeway for error.

 

 

 

Edited May 10, 20215 yr by Glenn Fitzpatrick

3 minutes ago, Glenn Fitzpatrick said:

  170 knots is probably a more sensible cruise TBH.

 

 

 

I agree... I just tend to push it in flightsim.... free gas and zero cost annuals HAHA

not too shabby though, for a piston single.

26 minutes ago, hangar said:

not too shabby though, for a piston single.

A laminar flow design and 280 horsepower fuel injected 6 cylinder Continental IO-550 will do that for you 😄

It is worth noting that the twin turbo Mooney M20TN Type S ( not in game at present)  was good for up around 230 - 240 knots, well into turbo-prop twin territory,

Edited May 10, 20215 yr by Glenn Fitzpatrick

50 minutes ago, Glenn Fitzpatrick said:

A laminar flow design and 280 horsepower fuel injected 6 cylinder Continental IO-550 will do that for you 😄

It is worth noting that the twin turbo Mooney M20TN Type S ( not in game at present)  was good for up around 230 - 240 knots, well into turbo-prop twin territory,

That sounds like the old Mooney TLS which was in a much earlier flight sim.  Several of us flew it around the world in the "Round the World Buzz".

Mooney Acclaim was the fastest production piston single and the Lancair Legacy is the fastest piston single of all.  The Mooney gets it's top speed up high but the Legacy can do it down low too.

Edited May 10, 20215 yr by ryanbatcund

4 hours ago, Glenn Fitzpatrick said:

Top of green arc is 175 knots and it sits there all day with no issues, 2400 rpm 24 manifold..

You are are on the edge of yellow arc and not far off Vne cruising that fast though,  you need to be careful or you will break it.  170 IAS  is probably a more sensible cruise TBH, more leeway for error.

 

 

 

Isn't that EGT way too high?
Should be down in blue arc area?

1 hour ago, gboz said:

Isn't that EGT way too high?
Should be down in blue arc area?

That was rich of peak so fine for a power cruise.  You can actually go lean of peak at lower power settings for economy cruise. Some people just lean till they hit peak.

The blue arc is for sustained climb and descents as a guide to ensure adequate cooling in climb and slow enough cool down when descending.  

OK ... found a good article on the Turbo Arrow III and IV and what the Turbo version does and does not give you compared to the non turbo Cherokees .

 

https://www.aopa.org/news-and-media/all-news/1992/april/pilot/piper-turbo-arrow

 

Quote

We've discussed the Turbo Arrow's engine foibles, but just what do 200 turbocharged horses do for the PA-28's performance? As with other makes where a nonturbo analog exists, the blown brother is no more fleet below about 8,000 feet. Above that, though, the Turbo airplane begins to make tracks, culminat- ing in a 75-percent cruise speed of 168 knots at 18,000 feet. (You're not likely to see that in a stock airplane, though, because to get 75-percent at Flight Level 180, you need to be spinning the engine to its 2,575-rpm redline. At more sane speeds, the TSIO-360 can produce 75 percent to about 12,000 feet, depending on temperature, where it will turn in 156 knots true.) By com- parison, the smaller Mooney 231 beats the Arrow by almost 20 knots at most altitudes, and the TR-182 Cessna, using 35 more horses to pull a larger cabin through the air, is slightly faster.

Climb performance of the Turbo Arrow is good, with 1,000 feet per minute available right up to 10,000 feet or so, and with 72 gallons of fuel aboard, endurance is excellent. Count on 4.5 hours with an hour's reserve at 75 percent; though the book says fuel flow at this setting should be 12 gal- lons per hour, this is based upon leaning to peak turbine inlet temperature, which few unmodified engines tolerate well. More conservative leaning proce- dures, like limiting TIT to 1,500 degrees F, well below the 1,650 degree F redline, result in about 13 gph at high cruise. Pull the power back to 65 percent, and you can lean a bit more aggressively, which will get you close to the book's estimate of 10.8 gph.

The Turbo Arrow's engine dominates most discussions of the model and for good reason; the airframe is basically the same as the venerable Arrow. Piper fitted the tapered wing to the Arrow at the Turbo's introduction, boost- ing slightly the nonturbo model's performance and dramatically adding to fuel supply, up from 48 gallons to 72 gallons. Two years later, in 1979, Piper added the much-maligned T-tail to all of the retractable PA-28s. In most flight regimes, you can hardly tell the difference in tails, but the T-tail versions, christened the Arrow IV and Turbo Arrow IV, come up a bit lacking in pitch authority at low airspeeds. You roll along until rotation speed and then, bang, the high-mounted stabilator takes hold, and up goes the nose. This makes the Turbo, which already is a bit awkward due to the throttle jug- gling required during the takeoff roll, particularly graceless on departure.

 

Edited May 16, 20215 yr by Glenn Fitzpatrick