Piper PA-28 Buyer's Guide

The variants that matter

Not all PA-28s are the same aircraft. The model designation tells you which wing, engine, and gear configuration you're looking at. For buying purposes, the family breaks into five groups:

For a first aircraft or training use, the PA-28-161 Warrior or PA-28-181 Archer is the sweet spot. For cross-country, the PA-28R-201 Arrow adds retractable gear and constant-speed prop. The PA-28-236 Dakota is the most capable but also the heaviest and thirstiest.

Market pricing (2025)

Rough numbers for well-equipped, mid-time aircraft with no damage history:

• PA-28-140 Cherokee: $45,000–$75,000
• PA-28-151/161 Warrior: $65,000–$110,000
• PA-28-181 Archer: $95,000–$175,000
• PA-28R-201 Arrow: $110,000–$190,000
• PA-28-236 Dakota: $150,000–$250,000

Avionics drive most of the spread. A Garmin GTN 650 + ADS-B Out can add $30,000+ to the value of an otherwise identical airframe. Damage history can subtract 15–30%.

The ADs you need to check

The PA-28 fleet has one of the most active AD histories of any training aircraft, mostly around the wing spar. These are the ones that matter most in a pre-buy:

These are just the highest-impact ADs. A typical PA-28 has 20+ ADs on file, some applying to all serials, others to narrow ranges. Running serial-number-level matching is the only way to know which ones actually apply to the aircraft you're looking at.

Pre-buy inspection checklist

A PA-28 pre-buy is not the same as an annual. Tell the shop explicitly that it's a pre-buy and you want a written report. Expect to pay $1,500–$3,000 depending on scope.

Airframe

• Wing spar inspection (especially bolt holes at the root)
• Wing rib at WS 140.09 (per AD 2016-07580)
• Main gear attachment points for cracks
• Belly skin for corrosion and prior damage repairs
• Empennage attachment bolts and torque
• Control surface hinge wear and free play

Engine

• Compression check (all cylinders above 60/80)
• Oil analysis if recent samples are available
• Borescope inspection of cylinders
• Magneto timing and condition
• Carburetor / fuel servo condition
• Exhaust system for cracks (especially muffler)
• Engine mount for cracks

Propeller

• Blade condition and nicks
• Hub corrosion and grease leaks
• Logbook — last overhaul date
• AD compliance (some Hartzell models have ADs)

Systems & avionics

• Fuel selector operation (both tanks, all positions)
• Pitot/static system and transponder cert
• ADS-B Out compliance (check 14 CFR 91.225)
• Alternator output and voltage regulator
• Vacuum system if applicable
• Autopilot operation if equipped

Logbooks & records

• Complete logs with no unexplained gaps
• Airworthiness Directives compliance summary
• Last annual and any 100-hour inspections
• ADs signed off in the log or a separate compliance sheet
• Damage history (4910-1 form if applicable)

Known problem areas

Wing spar corrosion and cracks

The single biggest PA-28 issue. Aircraft based in Florida, the Gulf Coast, or any coastal environment are at highest risk. Corrosion in the spar carry-through structure is difficult to inspect and expensive to repair. The wing spar ADs exist for a reason — multiple wing failures have prompted them over the years.

Fuel tank selector

Placard location on the fuel tank selector cover has been the subject of two ADs. Verify both placards are visible and correctly positioned. A mismatch is a red flag for a shop that doesn't pay attention to details.

Rudder and stabilator trim

Trim system binding or excessive free play often indicates worn jackscrew or cable tension issues. Some models have had stabilator control cable failures. Check the trim in flight if possible.

Landing gear (Arrows)

Retractable gear adds complexity. The gear motor, down-locks, and microswitches are all failure points. Also check the gear-up landing history — many Arrows have had one, and the repair quality matters.

Engine (Lycoming O-320 / O-360)

The Lycoming 4-cylinder engines are reliable but sensitive to oil changes and camshaft corrosion if not flown regularly. Low-time engines on aircraft that sat for years can be worse than high-time engines that flew weekly. Check the logbook for gaps in flying and oil change intervals.

Red flags to walk away from

• Logbook gaps. Any gap longer than 12 months, especially in early years, means you can't prove AD compliance.
• Missing AD compliance records. A well-maintained PA-28 should have a compliance sheet. If it doesn't, you're buying unknown risk.
• Wing spar repairs without documentation. Any spar repair should be documented with 337 or STC paperwork. No paperwork = no deal.
• Fresh paint or interior. Can cover up corrosion, cracks, or sloppy repairs. Especially suspicious on a high-time airframe.
• “Flies great, just needs annual.” A PA-28 that hasn't been annualed in 2+ years likely has a stack of deferred maintenance.
• Suspiciously low price. In the PA-28 market, the cheapest option is usually cheap for a reason. The difference between a $65,000 Warrior and a $45,000 Warrior is almost always damage history or deferred maintenance.