I recently transitioned from high wings to low wing in a piper pa 28 and I love everything about it except to land it :( I recently passed my progress check and it’s gonna take me awhile to do my solo now that I’m gonna fly on a pa 28
I like to complete my turn onto final 500 feet above runway altitude .. Reason being base to final can be the most dangerous tun in the circuit because of low power,low speed, low altitude and head out the window. and can be quite simple to spin the plane into the ground if not vigilant..
I would agree. We all have our own recipe for this and sticking to it is what matters. This is a bit too low and slow for me, I prefer to force the plane to the numbers from the 500 foot turn to final. No criticism here at all, this was well executed. The conditions look pretty ideal as well. At present I am at MMQT in Mexico, the runway is at 6300 feet with DA often at 9000 and still playing with the recipe for landing here.
I don’t know how I stumbled on this video but I got a lot of fun memories in the plane. I’m a student at UND but I take up 416RP with friends for fun. Just this summer we took her to moose lake to pickup a puppy my friend bought and got my first $100 hamburger. Love this plane!
Tyler Foster I have not started yet Unfortunately. I am 15 and I am really saving up to pay for as much of my school as possible. I, however, have already finished my ground school with sporty’s!
best of luck to both of you. I'm 17 now and I wan't to start my career too. Hurts that in my country the economy is ruined, so I have a long path haha.
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!!! (:
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.
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
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.
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.
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 looking at my airspeed and I see it's a little slow so I'm going to add some power." Erm.... you're on the back side of the power curve. You PITCH for airspeed, you POWER for altitude. You increasing power did NOTHING for your airspeed if you didn't change the attitude.
He is changing power for holding his constant attitude for correct aim point in this situation with a correct airspeed. You just need to find a variable that can change in the equation.
What you're describing is correct for "slow flight" training, but not for a stabilized approach which should result in a constant angle glide path towards the runway. You achieve this by identifying and maintaining the aiming point by varying pitch, and controlling speed deviations with power. By raising the nose to bleed off airspeed or lowering the nose to get some back, the glide path and aiming point are also changing. This can be an effective way to get things done but ultimately it's a sloppier technique, particularly for spot landings at the commercial level.
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
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.
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...
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.
actually no, in the PA28 you have to be really gentle with the throttle. Holding the throttle like if you are flying an A380 is not really ideal... I have been flying the PA28 for two years now, and I hold it like that to be more precise and gentle with throttle changes... l
Ummm... No.. That is the correct way. If you "grab" the throttle with your whole hand and hit a "bump", the weight of your hand/arm will pull the throttle back to idle. and usually at a bad time. This WILL get your attention!, At full power on takeoff, I hold it at full with my hand on the quadrant, index finger hold the lever ahead. I make minor adjustments the same, hand on the quadrant, easing the lever as needed.
Looks right to me. Now that I think of it I actually hold the entire throttle block on final and manipulate the power with the web of my hand or index finger for the exact reason mentioned in another comment. If you actually held it by the knob with even modest winds it would be either at the wall or all out.
