Arrow Engine Failure Takeoff

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CherokeeDriver

Filing Flight Plan
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Jan 5, 2026
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CherokeeDriver
I posted a different thread on engine failure after takeoff, and my full post did not post. Everyone thought I was a bot. I was more or less asking, after takeoff when the engine craps itself what to do. Of course after flying the damn wing, and flying it to a safe landing site. To fiddle while flying and try a simple troubleshoot or fiddle and shut things off. I understand the importance of flying the airplane and everything may very well just be on the back burner except fly it.

My new question is in regards to the Piper Arrow. They have an emergency gear extend that goes down automatically when the airspeed gets slow enough (because of a mast on the side connected to a diaphragm that is set to a certain setting where it opens a valve and the gear system loses pressure).

Should we set the gear in override instead of just arm before takeoff? I would want control over when it falls instead of just randomly at maybe the worst time.
 
CherokeeDriver said:
Should we set the gear in override instead of just arm before takeoff? I would want control over when it falls instead of just randomly at maybe the worst time.
Click to expand...
That has been my preference, as well, for exactly the reasons you mention. (Not a big fan of the automatic gear extend, anyway.) Then, if desired, the auto system can be taken out of override and set to auto during cruise or such, so that it might come into play during approach and landing, in the event a pilot forgets to lower gear. I'll be interested to hear other pilot's preferred techniques.
 
CherokeeDriver said:
Should we set the gear in override instead of just arm before takeoff? I would want control over when it falls instead of just randomly at maybe the worst time.
Click to expand...
When I owned it, yeah I always took off with the override engaged. Did not want drag inducement forced on me when I didn't call for it.

Then it started malfunctioning, inquired about removing it, and the labor was more than fiddling with it, so kept it begrudingly. Then the engine came from together inflight and made the entire thing moot.

My retirement airplane (if trikes ever come down to my price range), will be fixed gear.
 
System was already removed in my Lance. If it hadn't already been, I would have gotten it done asap. In the meantime, the override technique makes sense to me.

The override system is just the diaphragm and a linkage that connects to the same dump valve you use to manually extend the gear. That's why the override is just a notch that prevents that lever from moving. On the Lance it's easy to get to and would take under an hour to disable it if you left the mast in place. Obviously doing it right involves removing the mast and making a patch. I can't imagine it being any harder on an arrow. Maybe 3-4 hours labor including the paperwork?
 
I think it's a good question. The Arrow I rented and did my complex in had the auto system disabled. I think that's the way to go, for the exact reason you mention. So if I had one I was renting that still had it enabled, I'd override for takeoff.
 
Jim Carpenter said:
That has been my preference, as well, for exactly the reasons you mention. (Not a big fan of the automatic gear extend, anyway.) Then, if desired, the auto system can be taken out of override and set to auto during cruise or such, so that it might come into play during approach and landing, in the event a pilot forgets to lower gear. I'll be interested to hear other pilot's preferred techniques.
Click to expand...
I like your thought process for the descent and landing as well. There isn’t any POH guidance for takeoff emergencies but what you mention makes sense to me.
 
Thanks guys for your opinions, we all seem to be on the same page. When I mention it to other instructors they say I’m over thinking it.
 
CherokeeDriver said:
I posted a different thread on engine failure after takeoff, and my full post did not post. Everyone thought I was a bot. I was more or less asking, after takeoff when the engine craps itself what to do. Of course after flying the damn wing, and flying it to a safe landing site. To fiddle while flying and try a simple troubleshoot or fiddle and shut things off. I understand the importance of flying the airplane and everything may very well just be on the back burner except fly it.

My new question is in regards to the Piper Arrow. They have an emergency gear extend that goes down automatically when the airspeed gets slow enough (because of a mast on the side connected to a diaphragm that is set to a certain setting where it opens a valve and the gear system loses pressure).

Should we set the gear in override instead of just arm before takeoff? I would want control over when it falls instead of just randomly at maybe the worst time.
Click to expand...
Not suggesting this or claiming it’s the best choice but I never flew an arrow with the auto extension armed. They were all rentals so I wasn’t too worried about the gear up. Having the gear fall when I was trying to make the LZ on an engine failure was a much bigger threat to me.
 
The only time I ever did the override was making short field takeoffs…Vx seemed to be right on the edge of where it would activate.

The mechanic I worked with at the time said it should also be in override for a loop. Apparently it gets weird when the gear automatically extends at the top of the loop.
 
MauleSkinner said:
The only time I ever did the override was making short field takeoffs…Vx seemed to be right on the edge of where it would activate.

The mechanic I worked with at the time said it should also be in override for a loop. Apparently it gets weird when the gear automatically extends at the top of the loop.
Click to expand...
I don't want to fly with a mechanic that loops an Arrow. It might be an enjoyable discussion to TALK with a mechanic who has looped an Arrow, maybe over lunch, but on the ground, please. Again, I'm a big baby that way.
 
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