Piper PA-28 Cherokee: The Complete Guide
By Renzo, CPL · Updated March 2026
The Piper PA-28 Cherokee family is one of the most successful aircraft lineages in general aviation history, with over 32,000 built since 1960. From the original Cherokee 140 to the modern Archer DX, the PA-28 has trained hundreds of thousands of pilots and remains a cornerstone of flight schools worldwide. Whether you are a student pilot deciding between a Piper and a Cessna, an owner shopping for a used Warrior or Archer, or a commercial student stepping into an Arrow, this guide covers everything: specifications, V-speeds, performance data, the full PA-28 vs Cessna 172 comparison, operating costs, common maintenance issues, and the complete history of the Cherokee family.
1. The PA-28 Family Overview
The PA-28 type certificate covers a wide range of models that share the same basic airframe but differ in engine power, wing design, and landing gear configuration. Understanding the family tree is essential when shopping for a PA-28 or choosing one for training.
PA-28-140 Cherokee
1964-1977150 HPLycoming O-320-E2A
The original entry-level Cherokee. Two-seat trainer variant (Cherokee 140/B) and four-seat version. Hershey Bar wing. Over 10,000 built. Economical to operate, still widely available on the used market.
PA-28-180 Cherokee 180
1963-1975180 HPLycoming O-360-A3A
The four-seat step-up model. Same Hershey Bar wing as the 140 but with 180 HP for better payload and performance. Popular as a personal airplane and cross-country machine. Replaced by the Archer.
PA-28-151 Warrior
1974-1977150 HPLycoming O-320-E3D
Introduced the semi-tapered wing that replaced the Hershey Bar planform. Better stall characteristics and improved roll rate over the Cherokee 140. The wing redesign defined all subsequent PA-28 models.
PA-28-161 Warrior II
1977-1994160 HPLycoming O-320-D3G
Upgraded to 160 HP with the semi-tapered wing. Became the dominant primary trainer of the 1980s. Tens of thousands of student pilots earned their certificates in this exact variant.
PA-28-161 Warrior III
1995-present160 HPLycoming O-320-D3G
Current production model. Updated interior, improved paint and corrosion protection, modern avionics options including Garmin G1000 NXi. The most common PA-28 in flight school fleets today.
PA-28-181 Archer II / III / DX
1976-present180 HPLycoming O-360-A4M
The 180 HP four-seat model with the semi-tapered wing. Better payload and cruise performance than the Warrior. The Archer DX (2020+) features a diesel engine option. Popular for cross-country flying and personal ownership.
PA-28R-200 Arrow / Arrow II / III / IV
1967-present200 HPLycoming IO-360-C1C6
Retractable gear, constant-speed propeller, 200 HP. The go-to complex-aircraft trainer for commercial pilot training. Arrow III introduced the semi-tapered wing (1977). Arrow IV had a T-tail (1979-1982, discontinued due to handling concerns).
PA-28-236 Dakota
1979-1994235 HPLycoming O-540-J3A5D
The biggest, most powerful fixed-gear PA-28. 235 HP six-cylinder engine, 1,218 lb useful load. Excellent for heavy loads and high-altitude operations. Discontinued but highly sought after on the used market.
In total, the PA-28 family encompasses trainers (Warrior), personal aircraft (Archer), complex trainers (Arrow), and heavy haulers (Dakota). This versatility within a single type certificate means that a pilot who learns in a Warrior can transition smoothly to an Archer or Arrow with minimal additional training.
2. History & Development
The PA-28 story begins in the late 1950s when Piper Aircraft tasked engineer John Thorp with designing a modern, all-metal, low-wing monoplane to replace the fabric-covered PA-22 Tri-Pacer. Thorp's design emphasized simplicity, manufacturability, and low cost of ownership. The result was the PA-28-150 Cherokee, which first flew in 1960 and entered production in 1961.
The original Cherokee was an immediate commercial success. Its low-wing configuration gave it a distinctive look compared to the dominant high-wing Cessna trainers of the era. The cabin was wider than the Cessna 172, the low wing made fueling and boarding easier, and the aircraft was priced competitively. Piper quickly expanded the line with higher-horsepower variants.
The most significant engineering change came in 1974 when Piper replaced the constant-chord “Hershey Bar” wing with a semi-tapered planform on the new PA-28-151 Warrior. The tapered wing improved stall characteristics significantly — the stall now progressed from root to tip, giving the pilot aileron authority throughout the stall. Roll rate improved, and drag decreased slightly. This wing became standard on all subsequent PA-28 models.
The Arrow series (PA-28R) added retractable landing gear and a constant-speed propeller, creating the most popular complex-aircraft trainer in aviation history. Thousands of commercial pilot students have earned their complex endorsement in an Arrow. The Dakota (PA-28-236) pushed the airframe to its limits with a 235 HP six-cylinder engine.
Today, the Warrior III and Archer DX remain in production at Piper Aircraft in Vero Beach, Florida. Modern production models feature Garmin G1000 NXi glass cockpits, making them competitive with any training aircraft on the market. The PA-28's six-decade production run and 32,000+ airframes make it second only to the Cessna 172 in total production numbers.
| Year | Event |
|---|---|
| 1960 | Piper introduces the PA-28-150 Cherokee, designed by John Thorp as a modern replacement for the Tri-Pacer |
| 1962 | PA-28-180 Cherokee 180 introduced with more power for four-seat utility |
| 1964 | PA-28-140 Cherokee 140 enters production as the entry-level trainer variant |
| 1967 | PA-28R-180 Arrow introduced — first retractable-gear PA-28, aimed at commercial training |
| 1972 | PA-28R-200 Arrow II with 200 HP IO-360 engine replaces the original Arrow |
| 1974 | PA-28-151 Warrior debuts the semi-tapered wing, replacing the Hershey Bar planform |
| 1976 | PA-28-181 Archer introduced with 180 HP and the new semi-tapered wing |
| 1977 | PA-28-161 Warrior II with 160 HP becomes the standard trainer. PA-28R-201 Arrow III gets the tapered wing |
| 1979 | PA-28-236 Dakota introduced with 235 HP O-540 engine — the most powerful fixed-gear PA-28 |
| 1979 | PA-28RT-201T Turbo Arrow IV with T-tail introduced (discontinued 1982) |
| 1994 | Cherokee 140, Dakota, and several other PA-28 variants discontinued |
| 1995 | PA-28-161 Warrior III enters production with updated interior and systems |
| 2005 | Garmin G1000 glass cockpit becomes available on new-production PA-28 models |
| 2014 | PA-28-181 Archer TX introduced with Garmin G1000 and diesel engine option |
| 2020 | Wing spar AD 2020-26-17 issued, requiring inspection of high-time PA-28 airframes |
| 2024+ | Warrior III and Archer DX remain in production with G1000 NXi avionics |
3. PA-28-161 Warrior III Specifications
The PA-28-161 Warrior III is the most common PA-28 variant in active flight training today. The following specifications are for a standard Warrior III at maximum gross weight. Always reference the specific Pilot's Operating Handbook (POH) for your individual aircraft, as equipment and modifications can change these numbers.
| Parameter | Value |
|---|---|
| Designation | PA-28-161 Warrior III |
| Engine | Lycoming O-320-D3G |
| Horsepower | 160 HP |
| Propeller | 2-blade, fixed-pitch Sensenich |
| Max Takeoff Weight | 2,440 lbs (1,107 kg) |
| Empty Weight | ~1,531 lbs (694 kg) |
| Useful Load | ~909 lbs (412 kg) |
| Fuel Capacity | 50 gal (48 usable) |
| Max Speed (Vne) | 160 KIAS |
| Cruise Speed (75%) | 126 KTAS |
| Range | 514 nm (952 km) |
| Service Ceiling | 13,000 ft |
| Rate of Climb | 710 fpm |
| Wingspan | 35 ft 0 in (10.7 m) |
| Length | 23 ft 9 in (7.2 m) |
| Height | 7 ft 3 in (2.2 m) |
| Wing Area | 170 sq ft |
| Wing Type | Low-wing, semi-tapered |
| Seats | 4 |
| Avionics | Garmin G1000 NXi (current production) |
Need to calculate weight and balance for a PA-28 or any other aircraft? Use our Weight & Balance Calculator with built-in aircraft presets to verify your loading is within CG limits before every flight.
4. V-Speeds Reference (PA-28-161 Warrior III)
These are the critical V-speeds for the PA-28-161 Warrior III at maximum gross weight of 2,440 lbs. Maneuvering speed (Va) decreases at lighter weights. Commit these to memory for your checkride and daily flying.
| V-Speed | KIAS | Description |
|---|---|---|
| Vs0 | 49 | Stall speed, landing configuration (full flaps, gear down) |
| Vs1 | 57 | Stall speed, clean configuration (flaps up) |
| Vr | 60 | Rotation speed |
| Vx | 63 | Best angle of climb |
| Vy | 79 | Best rate of climb |
| Va | 111 | Maneuvering speed (at max gross weight 2,440 lbs) |
| Vfe | 103 | Max flap extended speed (full flaps) |
| Vno | 126 | Max structural cruise speed (top of green arc) |
| Vne | 160 | Never exceed speed (red line) |
| Vglide | 73 | Best glide speed (at max gross weight) |
Study Tip: The PA-28 V-speeds are tested extensively on the private pilot knowledge exam and oral. Key differences from the Cessna 172 to remember: the PA-28 has a higher Vs0 (49 vs 40 KIAS), a higher Vx (63 vs 62 KIAS), and a higher Vy (79 vs 74 KIAS). Practice these with our free practice quiz.
5. Performance Data
Performance figures for the PA-28-161 Warrior III at sea level, standard atmosphere (ISA), maximum gross weight. Actual performance varies with altitude, temperature, humidity, and aircraft condition. High density altitude significantly degrades takeoff and climb performance.
| Metric | Value | Notes |
|---|---|---|
| Takeoff Ground Roll | 1,065 ft (325 m) | Sea level, standard day, max gross |
| Takeoff Distance (50 ft) | 1,490 ft (454 m) | Over 50-ft obstacle |
| Landing Ground Roll | 595 ft (181 m) | Sea level, standard day |
| Landing Distance (50 ft) | 1,115 ft (340 m) | Over 50-ft obstacle |
| Rate of Climb | 710 fpm | At sea level, max gross weight |
| Service Ceiling | 13,000 ft | Density altitude |
| Max Range | 514 nm | At 55% power, 45 min reserve |
| Endurance | ~5.2 hours | At economy cruise |
| Fuel Burn (cruise) | ~8.5 GPH | 75% power, 8,000 ft |
| Fuel Burn (economy) | ~7 GPH | 55% power, best range |
| Best Glide Ratio | ~10:1 | At 73 KIAS, clean |
| Crosswind Component | 17 kts | Maximum demonstrated |
Planning a cross-country flight? Use our Density Altitude Calculator to adjust these sea-level figures for your departure airport conditions, and our Fuel Burn Calculator to estimate fuel stops and costs.
6. Piper PA-28 vs Cessna 172: The Complete Comparison
This is the most searched comparison in flight training. The PA-28-161 Warrior III and the Cessna 172S Skyhawk SP are the two most common training aircraft in the world. Here is a side-by-side comparison across 17 factors that matter to student pilots, renters, and buyers.
| Factor | PA-28 Warrior III | Cessna 172S | Verdict |
|---|---|---|---|
| Wing Configuration | Low-wing | High-wing | Preference. Low-wing is easier to fuel and board; high-wing offers better downward visibility. |
| Engine (Standard) | 160 HP (O-320) | 180 HP (IO-360) | Cessna 172S has 20 more HP. Older 172s (150/160 HP) are closer to the Warrior. |
| Cruise Speed | 126 KTAS | 124 KTAS | Comparable. The PA-28 is slightly faster despite less horsepower due to its lower-drag airframe. |
| Useful Load | ~909 lbs | ~870 lbs | PA-28 wins by about 40 lbs. Both struggle with four adults plus full fuel. |
| Fuel Capacity | 50 gal (48 usable) | 56 gal (53 usable) | Cessna 172 carries 5 more usable gallons, giving it an edge on long cross-countries. |
| Fuel Burn (75%) | ~8.5 GPH | ~10 GPH | PA-28 is more fuel efficient. Lower hourly fuel costs over time. |
| Range | 514 nm | 640 nm | Cessna 172 wins on range due to larger tanks, despite higher fuel burn. |
| Stall Speed (Vs0) | 49 KIAS | 40 KIAS | Cessna 172 has a significantly lower stall speed, a plus for short fields and safety. |
| Rate of Climb | 710 fpm | 730 fpm | Nearly identical. Both are adequate for training but unimpressive for mountain flying. |
| Landing Gear | Free-castering nosewheel | Steerable nosewheel | Different feel. PA-28 requires differential braking for ground steering; 172 has direct nosewheel control. |
| Cabin Width | 42.5 inches | 39 inches | PA-28 has a wider cabin. More shoulder room for pilot and copilot. |
| Visibility | Better forward and up | Better below and in turns | Both have trade-offs. Low-wing sees more sky; high-wing sees more ground. |
| Stability | Positive, slightly heavier controls | Positive, lighter controls | Both are stable trainers. The PA-28 feels more solid in turbulence; the 172 is lighter on the yoke. |
| Used Price (similar vintage) | $35,000 - $100,000 | $40,000 - $120,000 | PA-28 is typically 10-20% cheaper. Cessna 172 commands a premium due to higher demand. |
| Insurance (student pilot) | $1,800 - $4,000/yr | $1,500 - $3,500/yr | Cessna 172 insurance is slightly cheaper on average due to accident data and fleet size. |
| Parts Availability | Good | Excellent | Both have good parts supply. The 172 has a slight edge due to 44,000+ airframes vs 32,000+ Cherokees. |
| Resale Value | Good | Excellent | Cessna 172 holds value better due to relentless training demand. PA-28 depreciates slightly faster. |
Bottom line: Both aircraft are outstanding trainers with decades of proven service. The PA-28 offers better fuel efficiency, a wider cabin, and a lower purchase price. The Cessna 172 offers a lower stall speed, longer range, better resale value, and the largest support network in general aviation. Train in whichever is available and affordable. The skills transfer directly. Read our full Cessna 172 Guide for the other side of the comparison.
7. Training in a PA-28
The Piper PA-28 is an excellent primary trainer and has produced hundreds of thousands of certificated pilots since the 1960s. If your flight school operates PA-28 aircraft, here is what to expect and how the experience differs from training in a high-wing Cessna.
Advantages of Low-Wing Training
- Forward and upward visibility — The low wing does not obstruct your view ahead or above, making it easier to scan for traffic in the upper hemisphere and to see the runway on straight-in approaches.
- Ground effect awareness — Low-wing aircraft enter ground effect more dramatically than high-wing types. This teaches students to manage the float during landing flare, developing finer pitch control skills that transfer well to larger aircraft.
- Easier fueling and boarding — The fuel caps are on top of the wing at waist or chest height, making visual fuel checks and fueling straightforward. Passengers enter by stepping on the wing walkway rather than ducking under a high wing.
- Wider cabin — At 42.5 inches between armrests, the PA-28 cabin is wider than the Cessna 172 (39 inches). This makes dual instruction more comfortable, especially with larger pilots.
- Better crosswind handling on the ground — The low wing and lower center of gravity make the PA-28 less susceptible to being rocked by gusts while taxiing and parked.
Adjustments from High-Wing Training
- Free-castering nosewheel — This is the biggest difference. The PA-28 nosewheel is not connected to the rudder pedals. You steer on the ground using differential braking (pressing the top of the rudder pedal on the side you want to turn). This takes 2-3 flights to become comfortable with. Avoid riding the brakes.
- Fuel management — No BOTH fuel selector option. You must switch tanks periodically. Develop a habit: switch every 30 minutes or at each waypoint. Set a timer if necessary.
- Reduced downward visibility in turns — In a left turn, the low wing blocks your view of the ground below. You must actively clear the area before turning by lifting the wing first (a brief opposite-direction bank).
- Stabilator vs elevator — The PA-28 uses an all-moving stabilator rather than a fixed horizontal stabilizer with a hinged elevator. The stabilator is more sensitive in pitch. Students sometimes over-control initially. The anti-servo tab provides feel and trim function.
- Higher stall speeds — The PA-28 stalls at 49 KIAS (flaps down) vs 40 KIAS for the Cessna 172. Approach speeds and pattern speeds are correspondingly higher. Maintain 75-80 KIAS on final with full flaps in the PA-28.
Regardless of which aircraft you train in, the fundamentals of aerodynamics, navigation, regulations, and airmanship are identical. A private pilot certificate earned in a PA-28 is no different from one earned in a Cessna 172 — you are certificated in the ASEL category, not in a specific make and model.
Preparing for your knowledge exam? Our free practice quiz covers the aerodynamics, systems, and V-speeds you need to know for both Piper and Cessna aircraft. Test yourself before the checkride.
8. Cost to Buy a PA-28
The PA-28 family offers a wide range of price points depending on model, year, engine time, and avionics. In general, PA-28 aircraft sell for 10-20% less than comparable Cessna 172 models due to lower demand and slightly lower resale value. This makes them an excellent value proposition for buyers.
| Model / Era | Price Range | Notes |
|---|---|---|
| 1964-1977 Cherokee 140 | $25,000 - $50,000 | Hershey Bar wing. Great value trainer. Check for corrosion and AD compliance. |
| 1974-1977 Warrior (PA-28-151) | $30,000 - $55,000 | First semi-tapered wing. 150 HP. Fewer available than Warrior II. |
| 1977-1994 Warrior II (PA-28-161) | $40,000 - $85,000 | 160 HP, semi-tapered wing. The sweet spot for value. Huge supply on used market. |
| 1976-1994 Archer II (PA-28-181) | $50,000 - $110,000 | 180 HP, better payload. Good personal airplane. Higher demand than Warriors. |
| 1995-2010 Warrior III | $80,000 - $140,000 | Updated interior, better corrosion protection. Steam gauges or Avidyne. |
| 2010+ Warrior III / Archer III (G1000) | $140,000 - $280,000 | Glass cockpit. Training fleet demand keeps prices high. |
| New Archer DX (2024+) | $350,000 - $400,000+ | Factory new with Garmin G1000 NXi. Diesel option available. |
| Arrow (PA-28R, any year) | $50,000 - $180,000 | Complex aircraft. Retractable gear adds maintenance cost. Check gear system closely. |
| Dakota (PA-28-236) | $80,000 - $160,000 | 235 HP. Discontinued but sought after. Low supply drives premium pricing. |
Pre-Buy Tip: Before purchasing any used PA-28, hire an independent A&P/IA for a thorough pre-buy inspection. Budget $500-$1,500. Pay special attention to wing spar condition (AD 2020-26-17 compliance), fuel tank integrity (integral wet wing tanks), engine compression and oil analysis, landing gear bungee condition, and corrosion in the lower fuselage and wing spar areas. For the Arrow, add a complete gear system inspection to the list.
9. Cost to Operate & Rental Rates
The PA-28 is one of the most economical four-seat aircraft to operate. Its lower fuel burn compared to the Cessna 172 (8.5 GPH vs 10 GPH at 75% power) saves approximately $8-$10 per hour in fuel costs alone. Over a year of 100+ hours of flying, that adds up to meaningful savings.
| Item | Cost | Notes |
|---|---|---|
| Fuel (8.5 GPH avg) | $47 - $60/hr | Avgas at $5.50-$7.00/gal. PA-28 burns less than comparable 172 |
| Oil | $2 - $4/hr | Oil changes every 50 hours, ~8 quarts capacity |
| Engine Reserve | $18 - $25/hr | TBO 2,000 hrs, overhaul $22K-$35K for O-320 |
| Annual Inspection | $1,500 - $3,500/yr | Lower wing makes inspection access easier. Budget extra for older airframes |
| Insurance | $1,800 - $4,500/yr | Varies by pilot experience, hull value, and training use |
| Hangar / Tiedown | $200 - $800/mo | Low-wing aircraft are more vulnerable to hail damage than high-wing types |
| Avionics Updates | $500 - $2,000/yr | Database subscriptions, G1000 updates, transponder checks |
| Total Owner Cost | $110 - $165/hr | All-in, assuming 100-150 hrs/yr. Lower fuel burn offsets slightly higher insurance |
| Wet Rental Rate | $140 - $180/hr | FBO/flight school rental, fuel included. Typically cheaper than 172 rental |
Rental Rates in Detail
PA-28 Warrior rental rates at flight schools and FBOs typically range from $140 to $180 per hour wet (fuel included). This is generally $10-$30 per hour less than a comparable Cessna 172 at the same location. The Archer (180 HP) commands a $10-$20 premium over the Warrior. Arrow (complex) rentals run $180-$240 per hour due to higher insurance, maintenance, and fuel costs.
Flying club memberships can reduce PA-28 hourly costs to $90-$130 per hour. If you plan to fly more than 50 hours per year, a flying club is almost always the most economical option short of ownership. Many clubs operate PA-28 aircraft specifically because of their lower acquisition and operating costs.
Use our Fuel Burn Calculator to estimate fuel costs for any flight based on distance, power setting, and current avgas prices.
10. Common Issues & Maintenance
The PA-28 is a robust and well-understood airframe, but 60+ years of production and extensive training use mean certain failure modes are well-documented. Knowing these issues helps you evaluate a used PA-28 and prioritize maintenance spending.
Wing Spar AD (AD 2020-26-17)
Piper issued a mandatory wing spar inspection for certain PA-28 and PA-32 models after fatigue cracking was discovered. Applies to aircraft with more than 8,000 total flight hours or that have accumulated significant training use. Eddy current inspection of the lower wing spar cap is required. This AD has grounded some high-time airframes. Check compliance carefully on any pre-buy.
Fuel Tank Leaks
The PA-28 has integral wet-wing fuel tanks (fuel is stored directly inside the wing structure, not in bladder tanks). Over decades, sealant degrades and leaks develop at wing skin seams. Resealing a wing tank runs $3,000-$8,000 per side. Blue staining under the wings on preflight is the telltale sign. Common on 1970s-1980s airframes.
Nose Gear Shimmy
The free-castering nosewheel design is prone to shimmy if the oleo strut is improperly serviced or the steering damper is worn. Unlike the Cessna 172, the PA-28 nosewheel is not directly connected to the rudder pedals. Proper servicing of the nose oleo and shimmy dampener resolves most cases. A persistent shimmy can crack the nose gear mount.
Stabilator Trim System
The PA-28 uses a stabilator (all-moving horizontal tail) rather than a fixed horizontal stabilizer with elevator. The trim system can develop play and backlash over time, making trim feel sloppy. Worn trim barrel nuts, cables, and anti-servo tab hinges need periodic inspection. Never fly with a malfunctioning trim system.
Landing Gear Fairings and Bungees
The main gear on fixed-gear PA-28 models uses bungee cords as shock absorbers rather than oleo struts. Bungee cords deteriorate over time and lose their elastic properties. Expect replacement every 5-8 years or when the aircraft sits noticeably low. New bungee replacement is approximately $800-$1,500 including labor.
Exhaust System Cracking
Like all air-cooled piston aircraft, the PA-28 is susceptible to exhaust cracks from thermal cycling. The muffler and heat shroud are particularly critical because cabin heat is drawn from the exhaust. Cracks in the exhaust system can introduce carbon monoxide into the cabin. Thorough inspection at every annual is essential.
Magneto Wear (Slick or Bendix)
Standard 500-hour magneto inspections are required. Points, condensers, and distributor blocks wear and can cause rough running or hard starting. Many PA-28 owners upgrade to electronic ignition (SureFly, E-MAG) for better reliability, smoother operation, and slight fuel savings.
Control Cable Tension and Pulleys
The PA-28 uses a cable-and-pulley system for flight controls. Cable tension must be checked annually and adjusted for ambient temperature. Worn or frozen pulleys can cause stiff or binding controls. The aileron and stabilator systems have specific rigging tolerances that must be maintained for proper handling.
11. Checklist Highlights (Abbreviated Normal Procedures)
The following is an abbreviated summary of key checklist items for the PA-28-161 Warrior III. This is not a substitute for the official Pilot's Operating Handbook checklist. Always use the POH checklist for your specific aircraft. This section highlights items that are unique to or particularly important for the PA-28.
Preflight (Exterior)
- Fuel quantity — visually check both wing tanks with dipstick (do not rely on gauges alone)
- Fuel color — 100LL should be blue. Drain sumps (5 total: 2 wing, 2 fuel line, 1 gascolator)
- Oil level — check dipstick, minimum 6 quarts, max 8 quarts. Add if below 6
- Tire condition — check for wear, proper inflation, no flat spots on mains
- Propeller — check for nicks, cracks, and looseness. No oil leaks at hub
- Pitot tube and static ports — ensure clear and unobstructed
- Stall warning vane — check on leading edge of left wing, should deflect freely
- Control surfaces — check stabilator, ailerons, flaps for freedom and security
- Wing spar area — visually inspect lower wing skin for cracks, wrinkles, or popped rivets
Before Engine Start
- Seat and belts — adjusted and locked (verify seat pin engagement)
- Brakes — test and hold (PA-28 has toe brakes only, no parking brake lever on some models)
- Fuel selector — set to desired tank (LEFT, RIGHT, or OFF — no BOTH option)
- Mixture — full rich
- Carburetor heat — cold (pushed in)
- Master switch — ON (alternator and battery)
- Electric fuel pump — ON for start, check fuel pressure
- Primer — 2-6 strokes depending on temperature (more when cold)
Engine Start & Runup
- Throttle — open 1/4 inch
- Ignition — START, release when engine fires
- Oil pressure — check within 30 seconds (green arc)
- Electric fuel pump — OFF after start (engine-driven pump takes over)
- Runup at 2,000 RPM: magneto check (max 175 RPM drop, max 50 RPM differential)
- Carburetor heat — apply at runup, check for RPM drop (indicates carb heat working)
- Suction gauge — check in green arc (if vacuum instruments installed)
- Flight instruments — check set and operating
Takeoff
- Flaps — set as desired (0 or 25 degrees for normal takeoff)
- Trim — set for takeoff
- Fuel selector — fullest tank
- Mixture — full rich (lean for altitude as needed above 3,000 ft density altitude)
- Electric fuel pump — ON for takeoff
- Throttle — full open, check RPM and engine instruments
- Rotate at 60 KIAS, climb at Vy (79 KIAS) or Vx (63 KIAS) as appropriate
- Electric fuel pump — OFF above 1,000 ft AGL
Key PA-28 Differences: Remember that the PA-28 has no BOTH fuel selector (switch tanks manually), uses differential braking for ground steering (no steerable nosewheel), and requires the electric fuel pump ON for takeoff and landing. These are the three items most commonly missed by pilots transitioning from Cessna aircraft.
12. Frequently Asked Questions
What is the difference between a Piper Cherokee, Warrior, and Archer?+
They are all variants of the PA-28 family. The original Cherokee 140 (1964-1977) had a constant-chord "Hershey Bar" wing and 150 HP. The Warrior (PA-28-151/161) replaced it with a semi-tapered wing and 150-160 HP. The Archer (PA-28-181) is the 180 HP version of the Warrior with better payload and cruise speed. All share the same basic airframe, low-wing design, and cockpit layout. The names reflect different engine and wing combinations within the PA-28 type certificate.
How much does a Piper PA-28 cost?+
Used prices range from $25,000-$50,000 for 1960s-1970s Cherokee 140 models to $140,000-$280,000 for recent Warrior III or Archer III models with G1000 glass cockpits. A new Archer DX from the factory costs approximately $350,000-$400,000. PA-28 aircraft are generally 10-20% less expensive than comparable Cessna 172 models, making them a strong value proposition for owners and flight schools.
Is the Piper PA-28 a good trainer?+
Yes. The PA-28 family has trained hundreds of thousands of pilots worldwide since the 1960s. Its low-wing configuration provides excellent forward visibility, the semi-tapered wing has forgiving stall characteristics, and the cabin is wider than the Cessna 172. The main adjustment for students coming from high-wing aircraft is learning differential braking for ground steering (the PA-28 has a free-castering nosewheel). Many flight schools prefer the PA-28 for its slightly lower operating costs and fuel burn.
Piper Cherokee vs Cessna 172: which is better?+
Neither is objectively better — they are both excellent four-seat trainers with decades of proven service. The PA-28 offers a wider cabin, better fuel efficiency (~8.5 vs 10 GPH), lower purchase price, and slightly faster cruise. The Cessna 172 offers better downward visibility (high wing), a lower stall speed (40 vs 49 KIAS), longer range (640 vs 514 nm), better resale value, and slightly cheaper insurance. Train in whichever is available and affordable at your local flight school. The skills transfer directly between the two.
What are the V-speeds for a Piper Warrior III?+
Key V-speeds for the PA-28-161 Warrior III: Vs0 (stall, flaps down) = 49 KIAS, Vs1 (stall, clean) = 57 KIAS, Vx (best angle climb) = 63 KIAS, Vy (best rate climb) = 79 KIAS, Va (maneuvering) = 111 KIAS at max gross, Vfe (max flaps) = 103 KIAS, Vno (max structural cruise) = 126 KIAS, Vne (never exceed) = 160 KIAS, best glide = 73 KIAS. These speeds are for the PA-28-161 at maximum gross weight of 2,440 lbs. Always reference the specific POH for your aircraft.
How fast does a Piper Warrior fly?+
The PA-28-161 Warrior III cruises at approximately 126 KTAS (145 mph) at 75% power at 8,000 feet. At economy cruise (55% power), speed drops to about 105 KTAS but fuel burn decreases to approximately 7 GPH, extending range. The PA-28-181 Archer cruises about 3-5 knots faster at 128-130 KTAS due to its more powerful 180 HP engine.
What is the useful load of a Piper Warrior?+
The PA-28-161 Warrior III has a useful load of approximately 909 lbs. With full fuel (48 usable gallons = 288 lbs), that leaves about 621 lbs for passengers and baggage. This is slightly better than the Cessna 172S (870 lbs useful, 552 lbs after full fuel). However, most PA-28 flights do not require full fuel, so real-world payload planning depends on your specific mission and fuel requirements.
How much does it cost to rent a Piper PA-28?+
PA-28 Warrior rental rates typically range from $140-$180 per hour wet (fuel included). Older steam-gauge Warriors rent for $130-$160/hr, while G1000-equipped models cost $160-$185/hr. Archers (180 HP) are typically $10-$20/hr more than Warriors. PA-28 rental rates are generally $10-$30/hr less than comparable Cessna 172 rates at the same airport. Flight instructor fees ($50-$80/hr) are charged separately.
What is the Hershey Bar wing vs semi-tapered wing?+
Early PA-28 models (Cherokee 140, Cherokee 180) had a constant-chord rectangular wing unofficially called the "Hershey Bar" wing because of its resemblance to a candy bar. In 1974, Piper introduced a semi-tapered wing on the Warrior that tapers from root to tip. The semi-tapered wing improved stall characteristics (more gradual, root-first stall), increased roll rate, and slightly reduced drag. All PA-28 models from 1974 onward use the semi-tapered wing.
Does the Piper PA-28 have a fuel selector for BOTH tanks?+
No. Unlike the Cessna 172, which has LEFT/RIGHT/BOTH positions, the PA-28 fuel selector only has LEFT, RIGHT, and OFF. There is no BOTH option. Pilots must actively manage fuel by switching tanks periodically (typically every 30 minutes or hourly) to keep fuel balanced. Running a tank dry in flight is a real risk if you forget to switch. Fuel management is a critical skill specific to PA-28 flying.
Is the Piper Arrow a good complex trainer?+
The PA-28R Arrow is the most popular complex-aircraft trainer in the world. It has retractable landing gear, a constant-speed propeller, and 200 HP — meeting all requirements for the complex aircraft endorsement needed for the commercial pilot certificate. The Arrow's automatic gear extension system (triggered by low airspeed and low power) provides a safety net during training, though students must learn not to rely on it. Used Arrows cost $50,000-$180,000 depending on year and avionics.
What is the wing spar AD on the PA-28?+
AD 2020-26-17 requires repetitive eddy current inspections of the main wing spar lower cap on certain PA-28 and PA-32 aircraft. It was issued after fatigue cracking was discovered in the wing spar of a high-time aircraft. The AD primarily affects aircraft with high total time (8,000+ hours), particularly those used extensively in flight training. Some affected aircraft have been grounded because the inspection revealed cracks requiring expensive repairs or wing replacement. Always verify AD compliance before purchasing any PA-28.
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