High Wing to Low Wing
Guest
Posts: n/a
High Wing to Low Wing
'scuse the naive question but I'm just completing my PPL which has been solely in a C150. I may get the chance to join a group with a Warrior and I was wondering how different the two a/c are to fly? Does the high-wing, low-wing difference make life easier or more difficult. How long do you reckon I need to get used to the Warrior? I hear they're pretty docile.
Just musing while its chucking it down outside (again!)
Just musing while its chucking it down outside (again!)
Guest
Posts: n/a
Some people almost religiously prefer high wing - other's prefer low wing. It doesn't make a lot of difference except that the view of the ground is less restricted with a high wing, and the view into a turn is less restricted with a low wing. Both types require similar sorts of help from the pilot to make them fly.
The Warrior is heavier than the C150 and is more stable. The extra energy to lose before landing requires marginally more planning for the approach in that it's easier to lose excessive enrgy if you get it wrong in a 150 - but having said that a perfectly flown approach in a 150 would look pretty similar to a perfectly flown approach in a Warrior.
The Warrior will float for longer during the flare than a 150 - especially if you approach with excessive speed.
Stalls are a non-event in a Warrior and for cruise flying if you point it in the right direction then it needs much less input that a 150 to keep it in that direction.
Most people that I've converted to the Warrior from a two seater underestimate it's glide performance and so take a few goes to sort out practice force landings, tend to touch down long until they get used to managing the energy in the approach, and tend to want to let it touch down to early, but don't generally have any trouble other than that. It doesn't usually take very long to sort out.
How long you need to convert depends on how quickly you take to it - a couple of hours might be typical but it depends on all sorts of things.
The Warrior is heavier than the C150 and is more stable. The extra energy to lose before landing requires marginally more planning for the approach in that it's easier to lose excessive enrgy if you get it wrong in a 150 - but having said that a perfectly flown approach in a 150 would look pretty similar to a perfectly flown approach in a Warrior.
The Warrior will float for longer during the flare than a 150 - especially if you approach with excessive speed.
Stalls are a non-event in a Warrior and for cruise flying if you point it in the right direction then it needs much less input that a 150 to keep it in that direction.
Most people that I've converted to the Warrior from a two seater underestimate it's glide performance and so take a few goes to sort out practice force landings, tend to touch down long until they get used to managing the energy in the approach, and tend to want to let it touch down to early, but don't generally have any trouble other than that. It doesn't usually take very long to sort out.
How long you need to convert depends on how quickly you take to it - a couple of hours might be typical but it depends on all sorts of things.
Guest
Posts: n/a
bcfc.
Did the same myself, PPL on C150's & C152's and now converted to PA28.
I found it quite easy to convert and it took a couple of hours of general handling and circuits with an instructor before he felt it was OK for me to 'solo'.
The PA28 is a nice aircraft and is easy to handle the only quirky thing for me was having manually operated flaps instead of electrically operated flaps (at first I thought the flap lever was the handbrake
).
I would suggest that you get a copy of the PA28 pilot notes published by AFE or the aircraft manual to read before you convert as it contains all the technical info you require but no doubt your instructor will brief you before hand on Vspeeds etc.
I didn't find the 'high wing low wing' thing too much of a problem, its true that your view of whats beneath you is obstructed but then you can see better in the turns especially in the circuit. Its just a case of adapting.
Happy Flying
PK
[This message has been edited by Puffin Killer (edited 01 May 2001).]
Did the same myself, PPL on C150's & C152's and now converted to PA28.
I found it quite easy to convert and it took a couple of hours of general handling and circuits with an instructor before he felt it was OK for me to 'solo'.
The PA28 is a nice aircraft and is easy to handle the only quirky thing for me was having manually operated flaps instead of electrically operated flaps (at first I thought the flap lever was the handbrake
). I would suggest that you get a copy of the PA28 pilot notes published by AFE or the aircraft manual to read before you convert as it contains all the technical info you require but no doubt your instructor will brief you before hand on Vspeeds etc.
I didn't find the 'high wing low wing' thing too much of a problem, its true that your view of whats beneath you is obstructed but then you can see better in the turns especially in the circuit. Its just a case of adapting.
Happy Flying
PK
[This message has been edited by Puffin Killer (edited 01 May 2001).]
Guest
Posts: n/a
Pondlife / PK, thanks for this.
The Warrior looks like a 'proper' a/c (no disrespect to high-wing owners) for a newbie like me.
PK, the flap operation was a slight concern. The 150's electric flaps seem quite smooth to me and when I get a chance to use the 152 with the selector, its even easier. When on base, I imagine the 'handbrake' flap selection may get a bit cumbersome. (Then again, maybe I should just take your advice and ready the handbook from AFE.)
Cheers,
BTW: its stopped raining now and the weather looks OK for the weekend.
The Warrior looks like a 'proper' a/c (no disrespect to high-wing owners) for a newbie like me.
PK, the flap operation was a slight concern. The 150's electric flaps seem quite smooth to me and when I get a chance to use the 152 with the selector, its even easier. When on base, I imagine the 'handbrake' flap selection may get a bit cumbersome. (Then again, maybe I should just take your advice and ready the handbook from AFE.)
Cheers,
BTW: its stopped raining now and the weather looks OK for the weekend.
Guest
Posts: n/a
I did my PPL on a 152 then 172, then moved to the PA28 for my IMC. I like both the 172 and Warrior for different reasons:
172 = short field capabilities and two doors (feels like it might be quicker to get out of)
PA28 = I prefer the vis, and like you say, it feels like a 'real' plane..to me it seems a little more responsive. Great to fly.
I now have a share in a PA28 and, short-field capability aside, have no regrets.
You'll get used to the hand-brake, the fuel pump and the throttle very quickly.
172 = short field capabilities and two doors (feels like it might be quicker to get out of)
PA28 = I prefer the vis, and like you say, it feels like a 'real' plane..to me it seems a little more responsive. Great to fly.
I now have a share in a PA28 and, short-field capability aside, have no regrets.
You'll get used to the hand-brake, the fuel pump and the throttle very quickly.
Guest
Posts: n/a
It's all what you get used to. I did my PPL on tomahawks, a little flying on warriors, then moved to a different airfield and converted on to the C152. I found it hard to get used to the reduced visibility in the circuit, and even harder to cope with electric flaps rather than knowing exactly how much flap I'd got since I'd physically pulled a lever. But none of it's really that big a deal; just takes a bit of practice.
------------------
Whirly
To fly is human, to hover, divine.
------------------
Whirly
To fly is human, to hover, divine.
Guest
Posts: n/a
Also depends on whether you like to sit on top of what is holding you up there, or hang below it.
I prefer hanging, but thats a personal choice.
Cheers
Noodle
Edited for dodgy spelling!
[This message has been edited by Captain Noodle (edited 01 May 2001).]
I prefer hanging, but thats a personal choice.
Cheers
Noodle
Edited for dodgy spelling!
[This message has been edited by Captain Noodle (edited 01 May 2001).]
Joined: Jan 1999
Posts: 6,209
Likes: 2
From: north of barlu
Just one tip as there seems to be a lot of talk about flaps.
When you use the flap on the PA28-161 the pitch change is quite marked if this is done at the top of the white arc so wait untill you have about 70KTS befor deploying the flap , your passengers will thank you for a much smoother flight.
When you use the flap on the PA28-161 the pitch change is quite marked if this is done at the top of the white arc so wait untill you have about 70KTS befor deploying the flap , your passengers will thank you for a much smoother flight.
Guest
Posts: n/a
Our club does a standard two sortie conversion which is enough for most people. Aside from the handling differences which are minimal the thing to watch out for is weight and balance. Fully loaded they feel a little ponderous and should you have the C of G near the limits they can feel quite unpleasant. Two up with half fuel is fun though.
Cheers DB6
Cheers DB6
