2000 Piper PA-28R-201 Arrow III

This 2000 Piper PA-28R-201 Arrow III was delivered new to the University of North Dakota in January 2001 and has been in private hands since December 2010, with the seller owning it since September 2019 and, per the seller, currently operating it on leaseback to a flight school. Total time is listed at 8,390 hours by the tachometer, and power comes from a 200 horsepower Lycoming IO-360-C1C6 that was overhauled at the Lycoming factory and installed in August 2010, with approximately 1,490 hours since, turning a McCauley two blade constant speed propeller with approximately 840 hours since its June 2020 shop visit. The panel was converted to all electric flight instruments with dual Garmin GI 275 displays in December 2022 and the vacuum system was removed the following month; a Garmin GTN 750 with Flight Stream 510, a GNS 430W, a GTX 330ES transponder with ADS-B Out, a GDL 69A SiriusXM receiver, a JPI EDM 830 engine monitor, and an S-TEC System 30 autopilot complete the stack. LoPresti speed fairings, Knots 2U gap seals, GAMIjectors, and Whelen LED lighting are installed. The most recent annual inspection was completed in June 2026, and the airframe, engine, and propeller logbooks are continuous from the factory. This Arrow III is offered through Open Pattern by the seller in Concord, North Carolina (KJQF), with complete logbooks since new, including the University of North Dakota progressive inspection records, FAA registration, and the airworthiness certificate.

Piper introduced the Arrow in 1967 as a retractable gear development of the Cherokee 180, and the PA-28R-201 Arrow III followed for the 1977 model year with the semi tapered wing, 72 gallon fuel capacity, and the 200 horsepower fuel injected Lycoming IO-360-C1C6. The combination of retractable gear and a constant speed propeller made the type a standard complex trainer for commercial pilot programs. The New Piper Aircraft returned the Arrow to production in 1989 and built it alongside the Archer and Warrior through the 1990s and 2000s, with many of the later examples going to university and professional flight training programs.

The airframe wears its factory DuPont Imron scheme of white with maroon and light chestnut metallic striping. LoPresti hub caps, wing root fairings, and speed gear fairings were installed in September 2011 and Knots 2U gap seals in July 2012, both by Landmark Aviation of Leesburg, Virginia, and a one piece windshield conversion was completed in March 2011 under STC SA1696SO. The aircraft flew approximately 7,100 hours in its first ten years as a University of North Dakota trainer on a progressive inspection program, and the records reflect that service: stop drilled cracks in the wing walk support doubler are logged in 2011, and at the January 2021 annual at 7,727.6 hours, cracking was repaired at the right wing root skin with a 2024-T3 doubler and at the left wing root frame, with the left wing removed, the top inboard skin removed, and the left fuel tank resealed. The nose gear actuator was replaced in November 2007 and the gear hydraulic lines in late 2019, and a loose landing gear power wire was corrected in May 2023. A bird strike in June 2026 at 8,281.9 hours was inspected with no damage found. A cabin door lower hinge doubler and lower skin splice are recorded on a September 2010 Form 337.

The cabin seats four in maroon and tan upholstery with tan sidewalls and headliner and maroon carpet, which the records indicate is the factory interior. The copilot seat tracks were replaced in August 2020. A Door Steward gas spring was added to the cabin door in July 2012, and an Alpha Systems angle of attack indicator installed in January 2013 is placarded inoperative in the October 2026 intake photographs.

The flight instruments were replaced in December 2022 with dual Garmin GI 275 electronic displays configured as attitude indicator and HSI, with a GMU 11 magnetometer, and the vacuum pump and associated plumbing were removed under a January 2023 entry. Navigation is by a Garmin GTN 750 with Flight Stream 510 installed in April 2015 and a GNS 430W installed in March 2011, with a GMA 340 audio panel, a GTX 330ES transponder providing ADS-B Out with the GTN 750 as its WAAS position source, a Bendix/King KN 62A DME, a United 5934PD-3 standby altimeter, and a GDL 69A receiver for SiriusXM weather and audio. The GNS 430W and GMA 340 were sent out for repair in February 2026, and the GTN 750 was removed and reinstalled during COM1 troubleshooting in April 2026. The S-TEC System 30 was installed in March 2011 with GPSS and heading steering; the altitude hold computer was disconnected in January 2022 and the pitch computer and annunciator were removed in December 2022, so the autopilot currently provides roll and heading modes only, and the controller face reads "NO PITCH INFORMATION" in the intake photographs. A Bendix/King KT 76C backup transponder remains in the panel placarded inoperative. The Artex ME406 ELT received a new battery in January 2022. Hours on this aircraft are tracked by the tachometer installed in April 2015, which read 8,377.6 at intake in October 2026; airframe logbook entries through 2012 recorded total time at 172.4 hours above the tachometer reading, and that offset was not carried forward in later entries, so the listed total time is the meter figure. Roughly 1,000 of those hours have been flown under the seller's ownership, based on inspection entries, and Windsock ADS-B data records 173 flights in the trailing twelve months.

The Lycoming IO-360-C1C6 is a fuel injected four cylinder rated at 200 horsepower. The current engine, serial L-17450-51E, was overhauled by Lycoming Engines in Williamsport, Pennsylvania, and installed in August 2010 at 6,901.4 airframe hours under a University of North Dakota work order, with approximately 1,490 hours since. Accessory work since includes a replacement alternator in October 2022, a replacement fuel servo in February 2023, a mechanical fuel pump in September 2023, and an electric boost pump in July 2026; an Electroair electronic ignition system was removed in November 2024 and the engine returned to dual Champion magnetos. GAMIjectors are fitted. Compressions recorded at the June 2026 annual were 72, 77, 72, and 74 over 80, and oil and filter changes are logged at roughly 35 to 45 hour intervals using Phillips 20W50. The McCauley B2D34C213 two blade constant speed propeller was sent to H&H Propeller of Burlington, North Carolina, in May 2020, where the work order records disassembly, an oil leak repair, painting, and balancing; it was reinstalled in June 2020 at 7,546.1 hours with the entry recording zero time since overhaul, and has run approximately 840 hours since. The propeller governor was replaced with an overhauled unit in November 2025.

The aircraft is maintained on 100 hour inspections in addition to the annual, consistent with its leaseback use. The most recent annual inspection was completed on June 25, 2026, at 8,286.8 hours by Mach Altus Aviation of Concord, North Carolina, with the accompanying airworthiness directive compliance report signed by Alberto Herrera, IA, and a 100 hour inspection was also completed in April 2026 at 8,243.6 hours. The pitot static system and transponder were certified in August 2025 by Carolina Avionics Group of Salisbury, North Carolina, and are next due in August 2027. The Piper wing spar inspections under AD 2020-26-16 and AD 2024-10-04 were performed in June 2026 with no defects noted and recur with the 100 hour inspection, the SB 1400A forward spar inspection was completed in April 2026, and the stabilator control inspection under AD 2013-02-13 is next due in May 2027. The most recent logbook entry provided to Open Pattern is the July 2026 boost pump replacement at 8,291.4 hours; the aircraft has continued flying since, and entries for the subsequent 100 hour inspection will be added to the gallery when received. Airframe, engine, and propeller logbooks are complete and continuous from the December 2000 delivery, and a Windsock records search returned no FAA accident or NTSB entries. The FAA service difficulty database carries a single January 2007 report of a nose gear actuator rod end bolt failure in cruise, after which the aircraft landed without incident.

The data plate lists serial number 2844039, and the FAA registry shows four owners since new. The aircraft is registered to a private owner in Rossville, Georgia, with the certificate valid through October 2029. An AIC Title search dated October 2026 shows a 2019 security agreement of record, which will be released at closing. The most recent weight and balance on file, dated June 30, 2015, shows an empty weight of 1,850.19 pounds, for a useful load of 899.81 pounds against the 2,750 pound maximum gross weight; the useful load figure printed on that revision, 896.75 pounds, was carried forward from the previous weighing and not recomputed.

This Arrow III is offered through Open Pattern by the seller in Concord, North Carolina (KJQF), with complete logbooks since new, including the University of North Dakota progressive inspection records, FAA registration, and the airworthiness certificate.