tips for landing a Piper 28 cherokee
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tips for landing a Piper 28 cherokee
Does anyone have any good tips for landing a PA28-151?
Is it better to approach quite high and then pitch to 65KTS later than usual?
Thanks.
Is it better to approach quite high and then pitch to 65KTS later than usual?
Thanks.
I am not excatly sure what you mean but here's my advice.
If you have flown a Cessna the Warrior 1 doesn't float like the Cessna does. I always maintain 65-70 knots on final with a trickle of power (around 1000-1200RPM). That provides a nice final descent profile.
65 knots on short final and then a slighly more "fly it on approach" for roundout. If your airspeed is too high during the flare it will of course float like a Cessna
If you have flown a Cessna the Warrior 1 doesn't float like the Cessna does. I always maintain 65-70 knots on final with a trickle of power (around 1000-1200RPM). That provides a nice final descent profile.
65 knots on short final and then a slighly more "fly it on approach" for roundout. If your airspeed is too high during the flare it will of course float like a Cessna
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My first instructor was an old wife - well she was older than me anyway and she was married.
Always told me some types need you to nail the numbers on the approach others are more forgiving, after that you cant go too wrong.
So that would be an instructor's old wives tale .. .. ..
Always told me some types need you to nail the numbers on the approach others are more forgiving, after that you cant go too wrong.
So that would be an instructor's old wives tale .. .. ..
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Had an interesting day out yesterday looking at all those aircraft whose pilots had failed in their attempts to land without wiping the nose gear out..... 
2 airfields visited, 4 aircraft damaged and sitting on blocks of wood!!!
And I thought it was easier in an aeroplane with a training wheel on the front!
2 airfields visited, 4 aircraft damaged and sitting on blocks of wood!!!
And I thought it was easier in an aeroplane with a training wheel on the front!
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Johnnyboy
Are you by any ch
ance a flight simmer looking for tips? If so, please let us know as I expect that you will get more specific help.
If not, then in general terms, you need to manage the energy on a Warrior carefully.
This does not mean that it is a difficult aeroplane to land, but it does like the right speed for this phase of flight, or it tends to float (if too fast.)
Floating eats up runway and we all know that runway behind us is of little use when landing.
I have over 120 hours on PA28s, but I am not an instructor, so I won't try and instruct you.
But I will set you a couple of questions to think about.
1 - If you approach high and then have to set a sharper (nose down) attitude to compensate, does that sound as if it will help you to achieve a stable approach?
2 - What challenges will you face in rounding out from a very steep approach?
Now what I used to do (assuming medium weight) was to approach at 800' (the circuit height), on base get the revs in an Archer back to about 1600-1700 and start slowing down from 90 knots, letting the airspeed come back to 80 knots, when I would take the first stage of flaps and start descending after the initial tendency to pitch up has subsided.
I would then let the aircraft settle and take the second stage at about 75 knots, turning on to final and reducing revs to idle (check carb heat hot) for the final of appx 1 mile.
A this stage, I would be around 700 feet, about double the altitude to fly a standard 3 degree approach. Then again, I could also glide in if the engine stopped.
As I was flying down final, I would gently decelerate to 70 knots, trim and take full flap/carb heat cold at about 300 feet, setting the power as necessary and then ease the speed back to 65 knots using the yoke, from which a reasonable arrival usually resulted. (The descent rate on final needed to about 600-700fpm.)
At the time, I had a few hundred hours total time and was okay on attitude flying due to some good instruction received.
Please note that anything I did is not necessarily good practice and is certainly not presented as being instructional advice, which I am not qualified to give, in any case.
Best to spend some time with an instructor learning properly, but perhaps the above gives you a feeling of ONE WAY that the job can be done.
Are you by any ch
ance a flight simmer looking for tips? If so, please let us know as I expect that you will get more specific help.
If not, then in general terms, you need to manage the energy on a Warrior carefully.
This does not mean that it is a difficult aeroplane to land, but it does like the right speed for this phase of flight, or it tends to float (if too fast.)
Floating eats up runway and we all know that runway behind us is of little use when landing.
I have over 120 hours on PA28s, but I am not an instructor, so I won't try and instruct you.
But I will set you a couple of questions to think about.
1 - If you approach high and then have to set a sharper (nose down) attitude to compensate, does that sound as if it will help you to achieve a stable approach?
2 - What challenges will you face in rounding out from a very steep approach?
Now what I used to do (assuming medium weight) was to approach at 800' (the circuit height), on base get the revs in an Archer back to about 1600-1700 and start slowing down from 90 knots, letting the airspeed come back to 80 knots, when I would take the first stage of flaps and start descending after the initial tendency to pitch up has subsided.
I would then let the aircraft settle and take the second stage at about 75 knots, turning on to final and reducing revs to idle (check carb heat hot) for the final of appx 1 mile.
A this stage, I would be around 700 feet, about double the altitude to fly a standard 3 degree approach. Then again, I could also glide in if the engine stopped.
As I was flying down final, I would gently decelerate to 70 knots, trim and take full flap/carb heat cold at about 300 feet, setting the power as necessary and then ease the speed back to 65 knots using the yoke, from which a reasonable arrival usually resulted. (The descent rate on final needed to about 600-700fpm.)
At the time, I had a few hundred hours total time and was okay on attitude flying due to some good instruction received.
Please note that anything I did is not necessarily good practice and is certainly not presented as being instructional advice, which I am not qualified to give, in any case.
Best to spend some time with an instructor learning properly, but perhaps the above gives you a feeling of ONE WAY that the job can be done.
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The "1" at the end of PA28-151 does imply a Warrior (a zero would be a Cherokee slab-wing). Otherwise http://forums.flyer.co.uk/viewtopic.php?t=30817 may be of help.
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Dysonsphere
PA28-151 Cherokee Warrior, PA28-161 Warrior II.
The poster quite clearly stated PA28-151 and is correct in referring to it as a PA28 Cherokee, too, for it is both.
And having flown slab and taper wing versions, they are both easy to land if flown at the correct airspeeds, using a sensible approach to a trike single.
PA28-151 Cherokee Warrior, PA28-161 Warrior II.
The poster quite clearly stated PA28-151 and is correct in referring to it as a PA28 Cherokee, too, for it is both.
And having flown slab and taper wing versions, they are both easy to land if flown at the correct airspeeds, using a sensible approach to a trike single.
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Simple...
Just land it like a Fokker 100.
(Sorry, I just found it easiest to land the Fokker 100 the same way that works for the PA28 - so it must work in reverse, no?).
Just land it like a Fokker 100.
(Sorry, I just found it easiest to land the Fokker 100 the same way that works for the PA28 - so it must work in reverse, no?).
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thanks for all the help,
I'm currently learning on the PA28-151 and really struggling with landing the bugger! I've spent a good 11 hours now just on the traffic pattern and it just won't click. My approaches are reasonably constant but I just need to work on the timing of the roll out and flare.
Having a great time in Sunny California! Jon.
I'm currently learning on the PA28-151 and really struggling with landing the bugger! I've spent a good 11 hours now just on the traffic pattern and it just won't click. My approaches are reasonably constant but I just need to work on the timing of the roll out and flare.
Having a great time in Sunny California! Jon.
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Can anyone here fly at two feet above the runway and maintain two feet for the whole runway length by looking at the far end of the runway?
No - they usually have bumps in the middle.
Serious answer - Chuck, why don't you explain your technique, I know you have done before, but it will be a good refresher for some of us and new learning to others.
No - they usually have bumps in the middle.
Serious answer - Chuck, why don't you explain your technique, I know you have done before, but it will be a good refresher for some of us and new learning to others.
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Can anyone here fly at two feet above the runway and maintain two feet for the whole runway length by looking at the far end of the runway?
How do you tell if you are at exactly 2 feet?
Okay, you can tell if you are at zero feet, but frankly I think I'd struggle anywhere in the bracket 1-5 feet to know exactly where I was!
G
Okay, you can tell if you are at zero feet, but frankly I think I'd struggle anywhere in the bracket 1-5 feet to know exactly where I was!
G