tips for landing a Piper 28 cherokee
Join Date: Mar 2006
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We normally have a lot of C150s in the circuit so 90kts is better for spacing.
I will let you know how tomorrow's landing goes!
(4th attempt to do stalling due to Wx/Vis!)
I will let you know how tomorrow's landing goes!
(4th attempt to do stalling due to Wx/Vis!)
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Wessex Boy
Good luck with your detail - fyi, C150s are okay to follow, but someone in a Cub intent on flying slowly can really drag their heels :-)
As ever, courtesy to other traffic should be shown and I'll always slow down or extend so I don't get too close or put pressure on them
Good luck with your detail - fyi, C150s are okay to follow, but someone in a Cub intent on flying slowly can really drag their heels :-)
As ever, courtesy to other traffic should be shown and I'll always slow down or extend so I don't get too close or put pressure on them
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Thanks F3G, I originally learnt at Norwich in the mid '80s, then flew with Marshalls at Cambridge so was used to sharing the circuit with a variety of types, orbits and extended downwinds were a daily occurence (You always took your maps on circuit training, just in case!
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Indeed - we share our circuit with a lot of other aircraft, including twins. I believe this is where the 95kts comes from. It might just be a local procedure.
In saying that, it goes without saying that its only good Airmanship to adapt your speed with the traffic of the moment.
I am pretty sure a reduction in 500-700 rpm runs nil risk of shock cooling.
In saying that, it goes without saying that its only good Airmanship to adapt your speed with the traffic of the moment.
I am pretty sure a reduction in 500-700 rpm runs nil risk of shock cooling.
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Whilst I accept its beneficial to rapid learning that a specific set of speeds are flown initially, I can't help feeling that a sticking to a very rigid set of numbers doesn't necessarily help in the long term (on downwind / base / final at least, although I accept touchdown is different). At some stage, fitting into circuits with slower and faster traffic is going to be necessary, and IMHO its always better to adjust the speed where possible and safe, rather than extend or orbit or go around. Likewise, when ATC requests your "best speed due following jet traffic" its useful and helpful to be familiar with how fast and to how close you can safely fly the final whilst still being able to get it slowed up to the book figure over the numbers.
Andy
Andy
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Andy
I agree with your post and would like to add that if following jet traffic is catching up, there is always also the option of going around, which can be a good call under certain circumstances and trade a few extra minutes in the circuit for lower workload.
Staying current on flapless landings is a good idea too, as there is always the option of flying a flatter, faster approach and landing off it, but probably not something for the original poster to worry about at this stage of his training
I agree with your post and would like to add that if following jet traffic is catching up, there is always also the option of going around, which can be a good call under certain circumstances and trade a few extra minutes in the circuit for lower workload.
Staying current on flapless landings is a good idea too, as there is always the option of flying a flatter, faster approach and landing off it, but probably not something for the original poster to worry about at this stage of his training
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Well, I did 4 circuits today, not all ended as successfully as I intended...
I still haven't got the 'feel' or the 'picture' yet but the circuits and aproach certainly improved....just the last 30 feet to sort
I still haven't got the 'feel' or the 'picture' yet but the circuits and aproach certainly improved....just the last 30 feet to sort
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Stick with it mate, I still can't get it right all the time (wish I could) and I've got my PPL!!! It will come, take your time and carry on practicing. Best advice I was given which works for me was "Fly it down to a few feet off the runway" and leave a tiny bit of power on, then power off and gently stick back and it'll land smoothly consistantly (unless I'm flying but that's due to my incompetance....).
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Mate - I've had a totally awful day - came home and read your top tips for landing the PA28 - cheered me up to no end - thanks a million!!
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You always took your maps on circuit training, just in case!
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i`m in the middle of my ppl training,started on cherokee now on warrior 2, i`m doing abour 5 landings everyday and they`re not getting any easier! i`ve got the approach nailed but the flare is where i`m messing up! the controls are so light that i end up over-flaring and ballooning and floating down the runway in ground effect and eventually coming to earth with an unsettling thud. hopefully practice makes perfect!
jd.
jd.
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hey atlas, were newbies.... give us a break
anyhow, i`m doing my first solo circuits in about...... 2hours!!! so maybe between this morning and then i`ll have learned me how to land better and not do controlled crashes.
anyhow, i`m doing my first solo circuits in about...... 2hours!!! so maybe between this morning and then i`ll have learned me how to land better and not do controlled crashes.
Chocks Away!
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Good luck with your solo circuits! From the time of your posting I reckon your training in the USA?
A good tip for the Solo is to talk yourself rigth round the circuit, and just pretend the instructor is right next to you. If you're too high (let's say) just tell yourself outloud, "too high" then go through the routine you are taught.
At the bit where you hold it off on landing, hold it off for ages, pulling the yoke right back until you are almost sat on the back seat. Your instructor can then have the pleasure of seeing you do a real good greaser!
There's nothing much nicer than that endless greasy float of a Warrior on a really long wide tarmac runway! Lovely stuff. Enjoy it!
A good tip for the Solo is to talk yourself rigth round the circuit, and just pretend the instructor is right next to you. If you're too high (let's say) just tell yourself outloud, "too high" then go through the routine you are taught.
At the bit where you hold it off on landing, hold it off for ages, pulling the yoke right back until you are almost sat on the back seat. Your instructor can then have the pleasure of seeing you do a real good greaser!
There's nothing much nicer than that endless greasy float of a Warrior on a really long wide tarmac runway! Lovely stuff. Enjoy it!
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started on cherokee now on warrior 2, i`m doing abour 5 landings everyday and they`re not getting any easier! i`ve got the approach nailed but the flare is where i`m messing up! the controls are so light that i end up over-flaring and ballooning and floating down the runway in ground effect and eventually coming to earth with an unsettling thud.
A