Late to the party but here goes: Your scan of "aim point and speed" is good. Respectfully, you might consider adding centerline. On final, my scan is: "glideslope, speed, centerline...glideslope, speed, centerline..." and take any corrective action as necessary.
Nice patter, but there's no reason not to reduce power all the way to idle when abeam. Your pattern is twice as far away from the runways as need be. If you had lost your motor during a good portion of that, you'd not have made the runway. And instead of practicing a power off turning and descending approach every landing, he or she will get to attempt in for the first time when it counts for real. Lastly, your turbojet-sized traffic pattern needlessly clogs up the flow of things. Not a good use of your student's time or that of the other airplanes who are attempting to use that airport but can't efficiently because of your giant patterns.
It would be a good video if I could hear a single thing you're saying. Lol. Maybe need to find a way to isolate your microphone from the sound of the airplane
I’m just a guidance system with 15000 hours total with 5000 hours of instruction given. I don’t know why instructors like this one make things like landing an airplane more complicated than it should be. Except for looking at the airspeed and the tachometer. All eyeballs should be looking outside at the runway numbers and the touchdown zone. Landing a Cherokee is no different than landing any other airplane. They’re all about the same.
PHEW! I'm planning on taking flying lessons soon and this vid was very interesting and makes me realize that I really have to concentrate and PAY ATTENTION!! I know one thing already-gonna be more difficult than learning how to drive a motorcycle, ha!! To all fly and drive safe! Pray for me; I'll pray for you!! God bless and thanks!! Oh yea, maybe It'll help if I get and start using president!!! (:
As far as I've been taught so far, it's less vital in a piper than it is in say a Skyhawk. But then again I'm in Houston. I'd have to review to POH to make sure it's not a deviation in what my various CFIs have told me but in the 161 anyway carb heat is as needed by temp rather than a standard use in landing procedure.
Final speed too slow for my taste, I wouldn't go below 70 until I know that I can reach the runway without power. it U had a small wind sheer , you would have been in a bad spot.
I can't wait to fly this plane for my training! I don't agree with cutting to idle though. I prefer flying the plane into the runway and cutting power after touchdown. It's a good habit to get into and the landings are smooth 😗
im curious on your thoughts, I Always idle in the warrior, but of course it all depends on your W&B. perhaps you may feel differently when the CFI isnt there to weigh you down? ;) Stay safe!
As a student pilot on the Warrior, my CFI always drills it into me to always cut the power to idle on touchdown and just let the plane kiss the ground when it's ready.
That's definitely a minority viewpoint.The whole point of landing is to stop flying. Keeping the power in has no obvious advantage, so I'm not sure what the point is.
By gee your making hard work off it. The PA28 Cherokee is a very smooth aircraft to fly and especially to land. The approach is 75kts all the way in at 1500 rpm. You as a pilot. Remember the name pilot, gentle put the aircraft into the left base leg position and the rest is all rudder and yoke. 65kts is what we are looking for. The PA28 has enormous amounts of elevator power right don't to 45 kts. Do remember that the trim wheel settings must be set for each part of the procedure. The PA28 also has great elevator power at 45 to 50kts, which allows you to put the main wheels on and slowly let the nose wheel settle to the tarmac. Do learn the formula. It's vital to understand for private and commercial pilots i.e.., CLHALFEROWVSQUAREDS
I drove a Piper to the Grand Canyon airport once. Worst landing of my life. I was porpoising down the runway so bad, when I finally got it on the ground for good, the guy in the tower came over the radio and asked me if everything was alright. Embarrassing. I think low-wing ground effect and a too-fast landing speed contributed to that PIO.
65 knots on approach is hell of a slow. When training, (OK in the 1980s) in Warriors, Cruisers, Cherokees etc. We were taught to reduce RPM to 1700/1800 and apply carb heat, as the speed decayed to 80 Knots, drop 1st stage of flap an let the nose drop to begin the decent at hopefully 3 Degrees, on turning final, Trim, Full flap, final trim, holding 80 Knots using power and as you cross the threshold start reducing power and raise the nose and let the speed decay to touch down (hopefully) on the numbers at about 40-45 Knots with the stall warning peeping.....I wouldn't want to reduce speed to 65 K at 1000 ft...
I've been learning circuit patterns in a PA28, all throughout I've been told it's 65kts for landing. That's the problem with learning to fly, just no consistency from CFI to CFI.
It’s simple, a little back pressure on the yoke, cut the power, flair, and drop the last 10 feet. Send your spine through the top of your head. Goooood times!!! Landing is nothing more than a controlled crash.
To everyone saying the audio is bad... I can hear it just fine. If you cant hear it, likely you dont know what to expect to hear. This is a good refresher
Unlike in a Cessna, the carb heat in a Piper low wing is listed in the POH as "Only when needed". Piper figures (in the POH) that the risk of icing is less than the risk of leaving it on and not having full power on a missed approach. The intake air in a Piper is purposely routed through the oil system so it already gets warmed prior to the carburetor. On warm humid summer days (best opportunity for carb icing) I often turn the carb heat on on the downwind but turn it off before turning base. In the winter the only time it gets turned on is during the runup. My two cents worth...
