As stated by others, the approach speed in a PA28 with full flap is 65 (66 in the Archer II). So what speeds were you using for the approach.
Far more problems are caused by the "Add 5 kts for the wife and kid's" brigade than by being a bit slow. What are the statistics for over-runs, nose wheel wipeouts etc. compared to stall/spin accidents on approach? I'm betting they are very different.
I teach people to fly the given numbers initially until they gain a feel for the machine. BUT.....
Anyone who thinks that flying isn't about feel is fooling themselves, or they are wearing mittens. I personally don't look at the ASI on the approach very often. I know what it feels like, how it should sound and how the a/c should respond. I will often cover the ASI completely on final with students and when I reveal it at points, they are always amazed at how close they can get to the given speeds without reference to an instrument.
This "feel" has saved my bacon on a couple of occasions, firstly when a load sheet was compiled incorrectly and I thought it felt a bit heavy, so I increased our Vref speeds. On subsequent investigation we were found to be nearly 700kgs heavier than we thought, due to the handling agent's making a mistake. Now, this may not have resulted in our demise, but it shows that the innate ability to know when something is wrong is essential. Without it, we may have never known there was a problem.
Whilst a PA28 has a speed given for final approach, in reality the only time speed is really important is when you are touching down, can anyone really tell me they are looking at the ASI in the flare? Or are you relying on your hands, eyes and experience to judge what's going on?
I have often approached at far in excess of 65/66 kts, especially if I have had someone puking in the back (Don't ask....) and then pulled the throttle closed when at the last possible moment so that I take the least possible time to get on the ground possible. (I don't recommend it. It tends to stuff engines, but sometimes circumstances dictate your actions!) So final approach speed isn't as critical as some make out.
It is true that a stable and controlled approach is more likely to lead to a successful landing, but we mustn't be over-reliant on anything. I try and get students to "tick tock" on approach, between aiming point, windsock and speed. If it's gusty, then you add 50% of the gust factor and be ready for a go around at anytime. Other than that, it's down to what's going on between your backside, hands, eyes, ears and brain. Listen to what they are ALL telling you and you won't go far wrong!
Getting the thing trimmed properly as stated by IO is also absolutely essential, an a/c should be in trim at all times, otherwise you are just creating work for yourself.
Last edited by Say again s l o w l y; 21st July 2006 at 22:15.