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How to Buy a Piper PA-28 Cherokee / Warrior / Archer / Arrow: Buyer's Guide
Piper's low-wing family runs from simple fixed-gear trainers to retractable Arrows, with parts, mechanics and buyers everywhere.
Updated October 2026 · Market data from 98 live fyiAero listings, the FAA registry and NTSB records
Overview
The Piper PA-28 is one of the most common light singles ever built. It started in the early 1960s as the Cherokee, a simple, rugged low-wing airplane meant to be cheaper to build and maintain than its competition. Over six decades it grew into a whole family: fixed-gear trainers and tourers like the Cherokee 140, Cherokee 180, Warrior and Archer, the more powerful Cherokee 235, and the retractable Arrow and Turbo Arrow. Piper still builds PA-28s today as the Archer and the Pilot 100i trainer.
That history shows up in the market. fyiAero listings currently show 98 PA-28s for sale, with model years from 1961 to 2022 and asking prices from $39,950 to $419,900. The median ask is $109,900, and the median listed airframe has 4,545 hours. The FAA registry counts 18,452 PA-28s in the U.S. fleet, so you will have plenty of choices, plenty of comparables and plenty of shops that know these airplanes well.
The listings lean heavily toward older airframes. Cherokee 140s and 180s are the most common models for sale, followed by Arrow IIs, Archer IIs and Warriors. Nearly every PA-28 for sale is a used airplane with decades of history, so the logbooks and the pre-buy matter more than the model name.
Who it's for. The fixed-gear PA-28s suit a private pilot or student who wants an honest two-to-four-seat airplane for training, $100 hamburgers and regional trips. Cherokee 140s and Warriors are realistically two people plus bags or light four-seaters. Cherokee 180s and Archers carry more useful load and climb better. The 235 is the hauler of the fixed-gear group. Arrows are a classic step-up for an instrument-rated pilot who wants a complex endorsement and a bit more speed without moving to a Bonanza or Mooney. Insurance is generally easy for fixed-gear models, even for low-time pilots, because underwriters have decades of claims history on them. A low-time pilot buying an Arrow, and especially a Turbo Arrow, should expect higher premiums and a required checkout with dual instruction until the underwriter is comfortable with retractable-gear time.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cherokee 150/160 and Cherokee 180 (constant-chord wing) | 1961-1975 | These are the original 'Hershey bar' wing Cherokees, simple and rugged with manual flaps. The 180s carry and climb noticeably better than the 150/160s, and both are among the most affordable entry points in the family. |
| Cherokee 140 / Cruiser / Flite Liner | 1964-1977 | The 140 is a lower-powered trainer version, often converted to 160 hp. It is the most common PA-28 in current listings and usually the cheapest, though useful load is limited. |
| Cherokee 235 / Charger / Pathfinder | 1964-1977 | The 235 has a big Lycoming and good load-carrying ability, and it later evolved into the tapered-wing Dakota. It burns more fuel than a 180 but carries real loads, which supports its value. |
| Arrow (180/200 hp) and Arrow II | 1967-1976 | These are the retractable-gear PA-28s with a constant-speed prop and the original Hershey bar wing. The Arrow II added a stretched cabin and the 200 hp engine as standard, and it is the most common Arrow for sale. |
| Warrior / Warrior II / Archer II | 1974-1994 | The semi-tapered wing brought gentler low-speed handling and a more modern look. Archer IIs bring a premium over comparable Cherokee 180s, and Warriors sit between the 140 and the Archer. |
| Arrow III / Turbo Arrow III and Arrow IV / Turbo Arrow IV | 1977-1990s | The tapered wing and larger fuel capacity arrived with the Arrow III, followed by the T-tail Arrow IV. The turbo models use a Continental engine rather than a Lycoming, which raises maintenance cost and makes engine condition a big price driver. |
| Archer III, Archer LX/TX/DX and Pilot 100i | 1995-2022 | These newer airframes have a redesigned cowling, updated interiors and, in recent years, glass panels. They are scarce on the market and command the top of the price range. |
What a Piper PA-28 Cherokee / Warrior / Archer / Arrow costs to buy
87 priced listings on fyiAero right now ask between $39,950 and $419,900, with a median of $109,900 and a median of 4,545 hours total time. Against fyiEstimate, 40 are priced below estimate, 5 within range and 21 above.
- Know the spread before you shop. fyiAero listings run from $39,950 to $419,900 with a $109,900 median, so pin down which model you actually need before comparing prices.
- Year is not the whole story. 1966 and 1967 listings average $87,075 and $90,844, while 1977 and 1979 listings average $147,880 and $141,288. Much of that gap reflects the tapered-wing Archers and Arrows, not age alone.
- Airframe time moves price, but it flattens out. Median asks run $282,000 for 1,000-2,000 hours, $129,000 for 2,000-3,000 hours, $119,450 for 3,000-5,000 hours and $99,900 for 5,000+ hours. A high-time former trainer with a fresh engine and a clean spar inspection can be the better buy.
- Engine time since overhaul, the panel and damage history usually drive value more than paint. Price a mid-time engine against a fresh one by the dollars-per-hour remaining to TBO, and don't pay a premium for a recent major overhaul that has sat unflown.
- On Arrows and Turbo Arrows, budget for a complex-airplane pre-buy that includes a gear swing. Gear and turbo problems can quickly wipe out the savings on a cheap asking price.
- With 98 airplanes listed and over 18,000 registered, you have leverage. Walk away from logbook gaps, unresolved spar inspection questions or vague damage history.
Average asking price by model year
Median asking price by airframe time
| 1,000–2,000 hrs | $282,000 | 6 listings |
| 2,000–3,000 hrs | $129,000 | 11 listings |
| 3,000–5,000 hrs | $119,450 | 30 listings |
| 5,000+ hrs | $99,900 | 33 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing spar inspection compliance. PA-28s are subject to an airworthiness directive requiring inspection of the lower main spar cap bolt holes, based on a calculation of factored service hours that weighs flight school use heavily. Confirm how the airplane's time was calculated, whether the eddy-current inspection was done and what the results were.
- Spar box, wing attach and belly corrosion. Water and battery acid can collect under the floor and around the spar carry-through. Pull the seats and floor inspection panels and look for corrosion at the wing attach fittings and lower fuselage skins.
- Fuel tanks and fuel system. The wing tanks are prone to seeping sealant and leaking at the seams and sender units. Check the fuel selector valve for smooth detents and leaks, verify the fuel gauges are accurate, and look for stains on the wing undersides.
- Landing gear (Arrow retraction system). Arrows use an electro-hydraulic power pack, and many were built with an automatic gear-extension system. Do a full gear swing on jacks, check the emergency extension, inspect the actuators, hoses and down-locks, and have the shop research applicable gear ADs.
- Nose gear, oleo struts and steering. Trainers see hard landings and nosewheel abuse. Check the oleo struts for leaks and proper extension, the steering linkage and torque links for wear, and the firewall area around the nose gear mount for cracks or wrinkles.
- Stabilator, trim and control cables. Inspect the stabilator hinges, attach brackets, balance weight and trim system for wear and corrosion. Also check the control cables and pulleys for fraying and proper tension, particularly at the aft fuselage.
- Engine condition and borescope. Lycoming O-320 and O-360 engines are durable, but airplanes that sat often develop cam and lifter corrosion. Get compression readings, a borescope of the cylinders, an oil filter inspection and oil analysis, and review the engine's flying history, not just its hours.
- Turbo Arrow turbo and exhaust system. Turbo Arrows use a turbocharged Continental with a hot, crowded cowling. Inspect the turbocharger, wastegate, exhaust slip joints and baffling closely, and have the shop research applicable engine and exhaust ADs and service bulletins.
- Logbooks and damage history. Many PA-28s spent years as rental or training aircraft. Look for complete logs, Form 337s for major repairs and alterations, any history of prop strikes or gear-ups, and documentation for any engine conversion or STC on board.
- Avionics, ADS-B and electrical system. Panels range from 1960s originals to full glass. Confirm the ADS-B install and pitot-static/transponder certification dates, and verify the condition of the alternator, voltage regulator and wiring on older airframes.
Popular upgrades
- Modern panel (GPS navigator, electronic flight instruments, ADS-B). A WAAS GPS and electronic attitude indicators make an older PA-28 a capable IFR platform. These upgrades add real resale value, though rarely dollar for dollar.
- Digital autopilot. Modern autopilot STCs are available for many PA-28 models and are a strong selling point for IFR and cross-country buyers. A working older autopilot is a plus, but a modern unit carries more value.
- Horsepower conversions (Cherokee 140/150 to 160 or 180 hp). These conversions improve climb and useful performance in hot or high conditions. Make sure the STC paperwork and weight and balance are complete, because buyers value a properly documented conversion.
- Speed and aerodynamic mods (gap seals, fairings). These add a few knots and look nice. They have a modest effect on price.
- Engine monitor and LED lighting. These are inexpensive, practical upgrades that help with engine management and maintenance. Buyers notice them, but they don't move price much.
- Interior and paint refresh. A clean interior and paint make an airplane easier to sell. They rarely recoup their cost compared with engine time and avionics.
Ownership costs
fyiAero's operating estimate for the PA-28 family puts variable cost at about $91 per hour, with an annual budget around $18,706 for 111 hours of flying. That works out to roughly $0.63 per nautical mile, based on a 144-knot cruise, a 10.2 gph fuel burn and about 600 nm of range. Those speed and fuel numbers are closer to an Arrow profile. A fixed-gear 140 or Warrior will cruise slower and burn less, while a Turbo Arrow will cost more to maintain because of the turbo and retractable gear. The fyiAero estimate puts the average pre-owned price at $109,275. Budget separately for engine overhaul reserves, avionics updates and the occasional big-ticket item such as spar inspection findings or fuel tank resealing. Insurance on fixed-gear models is usually reasonable, and parts support and mechanic familiarity are excellent.
Safety record
NTSB records show 609 accidents involving PA-28s over the last 10 years, including 89 fatal accidents and 59 aircraft destroyed. Against a U.S. registered fleet of 18,452, that equals about 33.0 accidents and 4.8 fatal accidents per 1,000 registered aircraft over 10 years. Keep in mind that the PA-28 is one of the most heavily used training and rental airplanes in the country, so it logs a great deal of student and low-time pilot exposure. The airplane itself is benign and forgiving. The recurring risk areas are pilot-related: - Fuel mismanagement: the left/right tank selector has no 'both' position, so switching tanks on schedule and monitoring fuel is important. - Gear-up landings in Arrows. - Loss of control at low altitude. - Density-altitude performance in the lower-powered models, especially at gross weight. - High sink rates on power-off approaches in the Hershey bar wing versions. A thorough checkout and recurrent training on these areas does more for safety than model choice.
Alternatives to consider
- Cessna 172 Skyhawk. It offers a high wing, easier entry for some, a 'both' fuel selector and a huge fleet. It is similar in speed and cost to a Warrior or Archer, but 172s often ask more for comparable years.
- Beechcraft Musketeer / Sundowner. It has a roomier cabin with two doors and solid build quality, often at lower prices. However, it is slower, and parts and mechanic familiarity are not as broad as for Piper.
- Grumman AA-5 Traveler / Cheetah / Tiger. It is faster on the same horsepower, with a sliding canopy and sporty handling. The fleet is smaller, and its bonded construction and castering nosewheel need specific inspection knowledge.
- Cessna 177 Cardinal. It has a wide, comfortable cabin and good visibility, plus a retractable RG version that competes with the Arrow. The fleet is smaller and some parts are pricier.
- Mooney M20 (vs. Arrow). It is noticeably faster and more efficient than an Arrow on similar horsepower. The cabin is tighter, and gear and airframe maintenance can be more involved.
Frequently asked questions
How much does a used Piper PA-28 cost?
fyiAero listings show asking prices from $39,950 to $419,900, with a median of $109,900. Older Cherokee 140s sit at the low end, while recent Archers and Pilot 100i trainers sit at the top.
What is the difference between a Cherokee, Warrior, Archer and Arrow?
They are all PA-28s. Cherokees generally use the original constant-chord wing. Warriors and Archers use the later tapered wing with roughly 150-160 hp and 180 hp, respectively, and Arrows add retractable gear and a constant-speed prop.
What is the PA-28 wing spar AD and should it scare me?
An airworthiness directive requires inspection of the lower wing spar bolt holes based on a factored service-hour calculation that weighs training use heavily. Most airplanes pass, but you should confirm the calculation and any inspection results during the pre-buy.
How much does it cost per hour to fly a PA-28?
fyiAero estimates variable cost at about $91 per hour, with an annual budget around $18,706 for 111 hours of flying. Fixed-gear models will run a bit less and Turbo Arrows more.
Does a high-time PA-28 make sense to buy?
Often, yes. Median asking prices drop from $129,000 at 2,000-3,000 hours to $99,900 at 5,000+ hours, and many high-time airframes were well maintained trainers. Focus on engine condition, spar inspection status and corrosion rather than total hours.
Is the PA-28 a safe airplane?
NTSB records show 33.0 accidents and 4.8 fatal accidents per 1,000 registered PA-28s over the last 10 years, a figure that reflects heavy training and rental use. Most PA-28 accidents involve fuel management, gear-up landings in Arrows or loss of control rather than airframe problems.
Piper PA-28 Cherokee / Warrior / Archer / Arrow for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
