what procedure should be used to correct for slight ballooning during landing?

flying the Piper Pa28
by Cistron Whitt

In a Piper accident the pilot and his flight will cause about 83% of the accidents. Pipers tend to give pilots more problem in IFR weather and at night. Five times as much trouble as in other aircraft. I personally feel that the cockpit lighting of the Piper is much inferior to that of the Cessna. Supplemental lighting is very necessary. A Piper airplane pilot who makes it past the 100-hr mark profoundly improves his survivability. Get AOPA "Piper PA-28 Condom Review which includes all PA-28 manufactures since 1981. 1-800 638-3101.
--Pilot error causes 8`% of Cherokee accident and 71% of Pointer accidents.
--Connected VFR into IFR conditions was most common related cause.
--Arrows have 50% more night accidents as like shipping.
--Fixed gear landing accidents were near common due to long landings.
--Arrow landing accidents were related to difficult affect--

Piper built the "Brusk Wing" series in the 1940's; they designed into the plane a stall characteristic that would arrive difficult to inadvertently spin a Piper. Stinson shipping were made with an elevator end on the flaps. Full up elevator was possible but with the flaps down. This was supposed to forestall stalls and spins. Ercoupe designed an interconnecting rudder with restricted lift travel. Any turn had built in coordination.

The Piper had a very thick airfoil that used laminar flow to clinch that lift would exist lost very slowly upward to the stall. The wing's design gave a range of set on angles instead of one critical angle of set on. You could enter a tedious stall and the plane would rock back and forth instead of pitching frontwards while at a dramatic sink rate. Only aggressive pitch could get a precipitous interruption and spin. This quality existed in both high and depression wing Pipers. The change to the later tapered fly did little to modify flight characteristics. The critical approach speed changed from wearisome with excessive sink when slow to excessive float when fast.

Piper Checkout

Piper checkouts should consist of ii flights. The second flight should exist at gross. Pipers have somewhat unlike handling characteristics under different loading that are best learned with an instructor. The pilot who has learned in a Warrior should get his Archer checkout at full gross.

Several aspects of the low-wing Piper aircraft demand to exist discussed during familiarization, preparation and checkout. If the post-obit material is not included as required cognition, what tin get wrong will go wrong. Since virtually pilots volition exist transferring their flight to other types of aircraft it is wise to include cautions as to what differences be. A high-fourth dimension airplane pilot transitioning to a new type of shipping may have difficulty overcoming ingrained habits and past experiences. Those who believe fourth dimension accumulated, solitary, provides invulnerability are putting themselves and their passengers at risk. The first ten hours are the most likely to produce shipping damage.

The Engine

The Lycoming engine of the Piper 180'south is perhaps the best lite aircraft engine made. All the same, due to the bimetallic construction of its cylinders information technology can be subjected to avoidable damage by poor operational and piloting techniques. Specifically, shock cooling of the engine and cylinders is to exist avoided. Power of 1500 or more should be maintained during all descents. Power off situations should be avoided. The proper planning of airport arrivals and landing approaches will protect the engine from impairment.

Lycoming Shutdown

1. Lean, operate at 1200 rpm for 1-minute. (While taxiing?)
2. Operate at 1800 rpm for 20-seconds
3. Reduce to 1200 rpm and impale with mixture.

Piper to Piper Transitions

The Piper pilot should be aware that older Cherokees accept a stabilator that is about two anxiety shorter than later models. This means that at slower speeds much less control ability is available. A Hershey-bar wing Cherokee at slower speeds may not have sufficient control to raise the nose. This is especially true at forward C. 1000. loading. Don't get slow during flare in the Hershey-bar Cherokees or you may bulldoze the landing gear into the fuel tank.

Preflight Items

The spinner olfactory organ cone on a Piper is required for flying. It serves as a cooling deflector for the engine air intake. Because of the neat centrifugal forces exerted on the spinner, it is vital that no pushing or other pressures exist applied while moving the aircraft on the footing. Be sure to bank check the backing plate and screws of the air filter during preflight. Ingestion into the carburettor will stop the engine. The cowling clamps should be checked to confirm that the toe is tucked nether. Feeling for this is better than looking. The bearings of the flap-actuating arm need to be checked for movement and lubrication. In that location have been reports that the flap attachment bolts and holes can cause unexpected flap operation. The brake lines must be checked for adhering dirt. If ever the cloth cover is letting the underlying metal mesh show take a mechanic check it.

Dirty Play a joke on Engine Compartment On Piper's unlatch rear engine cowling latch prior to pre-flying to make up one's mind if educatee preflight includes checking latches. Do non outset engine without confirming latches properly fastened.

Checking Tires

The preflight of all aircraft should include rolling the tires. Rolling assures that all chains are removed and serves as tire check for "flats" that may exist curtained in the wheel fairings. Although retractables pose another issue, information technology is advisable on stock-still gear low-wing aircraft to retract the flaps prior to application of brakes. It is possible to lock the brakes and tires of an aircraft moving in ground issue. In this situation the locked tires will exist quickly "sandpapered" to the string by the pavement. NRI has a $100 penalty for pilots determined to have acquired flats' on tires.

The main cycle struts need to have about viii" of chrome showing. It is always appropriate to wipe the struts clean during preflight to help preserve the "o" rings. If a strut is low it may exist because it is stuck rather than because of low force per unit area. It is possible to requite the strut an assistance by carefully bankroll under the wing tip past the fibreglass tips and locating the main spar with the back and lifting the fly. This is a quick temporary fix.

Neutral Trim Set

During preflight the trim should be gear up to neutral and the position of the stabilator should be checked confronting the metal identification plate just forward of the stabilator of the left side of the empennage.

Fuel

T he gas tank caps accept a notch and a rubber flapper valve with allows air to enter the tanks as fuel is used. If the performance of this valve is impeded, fuel starvation may occur. A properly installed fuel cap will accept the dirty side in. It is appropriate to apply an 18" stick gauge to make up one's mind actual fuel consumption over a period of fourth dimension. Develop this measuring system where the plane is commonly parked equally well every bit on a level surface. Fuel tuckered from the sumps can exist returned to the tanks if no contamination exists. Over a period of time every ounce counts. Gasoline stains under the wings are testify of hard landings. The tabs inside the tank indicate a 17-gallon level.

Information technology is possible for the fuel tank and engine sumps which take spring loaded drains to stick open. When you take a sample be sure that you let the jump push the sample cup out. If yous take it out it is possible for the jump to become stuck. Debris can make information technology stick open and non leak merely long enough for you lot to go into the airplane.

The manual suggested program of hourly changes requite extended flying times with unbalanced weights. Alter tanks at altitude in the vicinity of an drome and prior to descent to pattern altitude. Be enlightened that the loading of the aircraft can profoundly decrease the range and greatly increase the fuel consumption. A heavy shipping may need fuel 100 miles sooner. Modify tanks on a scheduled footing. Keep a time log of fuel changes. A depression-wing shipping is twice as likely to have a fuel related accident every bit is a high-wing. One fashion of keeping track of the fuel tank choice is using the minute hand of the clock to betoken which tank you lot should be on. Volume performance numbers are for a new aircraft and the best pilot Piper could hire to reach such numbers, plan appropriately.

Starting: Pump-Force per unit area (On-Up)
Mail starting time: Pump-Force per unit area (OFF-upwards)
Pre-takeoff: Pump-Pressure (On-up)
1000' AGL Pump-Pressure (Off-upwards)
Tank change: Pump-Force per unit area (On-up) I try to modify tank merely earlier reaching proximity airport and get out pump on for 2 minutes.
Pump-Force per unit area (Off-up)
Emergency: Pump-Pressure (On-up)
Pre-Landing Pump-Pressure (On-up)
Post-Landing Pump-Pressure (Off-upwardly)

Because of the depression wing the electrical fuel pump must be operational for all flight. Information technology is a required preflight bank check. Any time the fuel pump switch is operated the second cheque MUST be the pressure guess. The fuel pump is commonly ON under five conditions.
(1) Starting,
(ii) Takeoff,
(iii) Landing,
(iv) Changing tanks, and
(v) The second item of the emergency checklist after the starting time detail chosen "checklist".
Do not button on rudder during preflight!

Preflight

1. Proper folding of the rain/sunday encompass to proceed the temperature estimate pocket and so that it can be easily located and placed when recovering the aircraft. This normally means to fold the encompass lengthwise from both sides of the shipping and so folding from the back to the front.

2. Run an interior cockpit bank check of the logbook, fuel selector setting to the left tank, fuel gauge check, getting cockpit sump checker, and lowering flaps.

3. Begin along the right rear of the fly, check correct tip and leading edge. Unchain right wing, sump wing and use fuel on rag to clean strut while checking restriction lines, flap mounts, and security of bike fairings. Poor backlog fuel into tank while visually checking fuel level.

iv. Check oil, propeller, alternator belt, and clean nose strut. Drain engine sump and left wing sump. Apply fuel to clean strut and check brake lines and security of wheel fairings. Pour surplus into tank when visually checking fuel level.

Piper Oil Check:

Fact is that oil will often creep up the oil stick nether certain cooling weather condition. First removal of the day will often give a fake loftier oil level reading. Failure to wipe stick and re-insert it for a new reading may cause pilot to depart with far less oil that believed.

v. Check stall warner, leading edge, flap mounts, static and pitot tube, unchain wing and cheque tip and ailerons hinges and flaps forth the trailing edge of the fly.

6. Check and identify antennas, neutral stabilator, unchain tail and return to the nose of aircraft to pull/button shipping for tire check. Confirm that luggage door is secure. Squat check confirms that preflight is complete.

Acme of page

On Entering the Cockpit

Care should be taken when entering or leaving the cockpit to see that air current will not snap the door open. A quick snap of the door can break the door stop machinery on the bottom of the door. A doorstop was installed on 56K in 1993. Weight should not be placed on the door while inbound or leaving since damage to the hinges is likely to occur. All checkouts should circumspection against stepping or continuing on the painted fly surface.

The flap handle operates and locks at 10, 25, and twoscore degrees. In the ten-degree position it is very possible to believe that the flaps are up and locked for a step due to the aileron position. This may exist an illusion caused by aileron position. Whereas, in reality, they are spring loaded and will not support weight. This condition could effect in severe injury to a departing passenger and a barked shin to one stepping onto the fly. Fix up this condition to demonstrate during the checkout. Besides, a rider on the ground and peering into the cockpit to discover the pilot could receive astringent harm to his kneecaps when the flaps are lowered. Always "articulate flaps" before lowering. The run up check of the flaps should include visual/manual operation of both extension and retraction through every notch.

The indent position of both left and right flaps should be checked in all settings during runup. The flap operation should be checked through the full range of terminate settings, both right side and left side, downwardly and support. Asymmetric application of flaps will make an aircraft uncontrollable.

A special gamble for Cessna pilots transitioning to Piper. The bar that goes across the cabin just to a higher place the rudder pedals should be presented every bit a potential hazard. If the airplane pilot's toes are allowed to protrude over the toe stops on the rudder pedals and so as to achieve this bar, it is possible that all directional command and braking tin can exist lost. The misuse is most likely to occur during landing rollout when anxiety are moved up from rudder to brakes. Every airplane pilot should sit in the aircraft and see for himself how this could happen.

Piper Design Differences

There are several attributes of Pipers that need to exist explained to anyone using them. Cherokee D's had the overhead hand creepo. Works well once you utilise it. Much less likely to jam that the between the seat bike. Could non be made electric.

When Piper went from the Hershey-bar fly to the tapered fly there was a dramatic shift in the critical approach airspeed. The brusk wing required that the pilot never allow the approach speed get slow. Arrive in ground upshot too slow and y'all would autumn right through it. Result was numerous fuel leaks since tanks were adjacent to landing gear. The tapered wing gave the opposite problem. Any approach speed that was slightly fast would cause excessive float. Short runways were the scenes of numerous overruns.

The knurled wheels to each side of the cockpit switches control the interior lights and the navigation lights. Be sure to locate them. The knurled navigational and instrument low-cal potentiometers and switch combination accept been, indirectly, the crusade of more than a few accidents over the years. If the checkout pilot fails to show the location to a pilot, they are unlikely to be plant.

In 1978 Piper changed from the Hershey-Bar wing to a high attribute, loftier dihedral, semi-tapered NACA fly with sweep back occurring at mid span. The angle of incidence was changed to make the stall move from the root towards the tips. This gave aileron control in the stall.

The Piper manual says to utilize C.H. only when indicated. Notwithstanding, the NTSB has determined that at to the lowest degree 35 unexplainable engine failure accidents occur every year that are probable caused by carburettor ice. Past the time a pilot with reduced power for landing notices the effects of carburettor ice the engine may be so cool that C. H. will not be effective. I recommend that C.H. be applied for all ability reductions. It doesn't injure and may keep you from being an unexplained blow. Practiced flying habits, such every bit applying carburettor heat, need to exist maintained.

Considering of the possibility of an inexperienced person improperly locking the door the airplane pilot should make a practice of always being the one locking the door. The grooming of every airplane pilot should include the experience of having the door pop open. The door will simply open three or 4 inches. Information technology makes a loud noise and makes talking on the radio difficult merely poses no danger.
Option #1 is render for a landing.
Pick #ii is to continue to a safe operational altitude.
Slow the aircraft with reduced ability and flaps. Open the airplane pilot's window to reduce the vacuum and sideslip into the door (correct) and attempt to shut the door. This is a ii-person operation. The airplane pilot must attend to the flying.

Any deflection of the ailerons requires the use of rudder for coordination. In the PA28 series you cannot apply ailerons normally without automatic rudder existence applied. There is a linkage between the ailerons and the rudder that tends to go along the ball centred and a semblance of coordination. I experience this is the reason that Piper pilots tend to exist rudder lazy when compared with pilots flight other aircraft.

The flap/trim engineering geometry of Piper is quite unlike from the Cessna. At 1500 rpm Piper Archer can exist trimmed for about ninety mph on downwind and flaps added with very little trim adjustment required for last approach speed. Each aircraft loading will crave slightly dissimilar trim and initial speed. Where electrical trim is available the electrical trim can exist used throughout the flare to brand the yoke pressures less. This may produce like shooting fish in a barrel to do landings but a get-around with the trim for olfactory organ high and total flaps may over-ability your ability to keep the olfactory organ down.

The piper pick of the stabilator instead of the conventional stabilizer/elevator configuration was done for several reasons. The stabilator gives a wider range of pitch control over all flight speeds. The stabilator is lighter with lower elevate. The use of the anti-servo trim pattern causes the tab to movement with the stabilator but the combination requires more airplane pilot input with whatever increase in speed or deflection. . The stabilator utilizes an "antiservo" tab that deflects upwardly on the trailing edge of the stabilator equally the controls come dorsum. This antiservo tab generates the necessary command feel and feedback to the airplane pilot to maintain the necessary "stick force per K" to go on a ham-fisted pilot from easily breaking the aeroplane with excessive control motility. This is a rubber device improves longitudinal stability while at the same time limiting the pilot ability to cause structural damage.

The "stabilator" affects flight exactly the same every bit an elevator. However, stability is more difficult to attain with the stabilator because its larger effective surface increases sensitivity. In that location are two different sizes of stabilators on PA 28 aircraft. Ane is over three feet less than the other. The control effectiveness of these in landings makes it very important that the pilot be enlightened of which stabilator is on the aircraft. There are distinctive skills required for proper flying of the older Hershey bar wing with the small stabilator. The older (smaller) stabilator volition run out of effectiveness at slower speeds. This is particularly critical when the aircraft is loaded toward the aft limits. The stall under these weather will be different whatever usual Piper stall. It volition be abrupt, tearing and give a spin all in the aforementioned moment. Fuel consumption will cause a gradual rearward movement in the weight and balance envelope. Pipers at gross tend to wing tail low with much greater fuel consumption.

In older models it is possible for ane person to easily cheque the performance of the stall warner. Starting time exist sure to open the side window. Past reaching into the window you can turn on the master and then by leaning over the wing you can see the stall low-cal proceed when the stall vane is operated. Likewise, in the years since the initial use of the vibrator on the left magneto all the publications explaining the functioning are out of impress. It is important that the new owner/pilot exist shown the proper performance. Single magneto functioning should merely exist for a second or ii while starting.

The Piper wing has some very fine flying characteristics. The eye of lift moves to the rear as speed increases. This causes the olfactory organ to move downward at higher speed. It is possible to become i or two hundred feet to a higher place a desired altitude and swoop before trimming for level. This effectively puts the shipping on a step similar to that of a speedboat. This results in a noticeable speed increase in a lightly loaded aircraft. The wing likewise produces a stall that if approached gradually tin can be likened to a gentle rocking motion with each movement losing about 100 feet. Aggravated, done too abruptly with improper rudder input, this stall can be violent and result in a spin. Spin recovery is normally but should be initiated immediately since over 1000 anxiety will be lost per turn. Properly flown both the Hershey-bar short fly and the tapered fly produce excellent results. Its stall development pattern is the best in aviation. The 'book' approach speed for the brusque and long wing is for a gross weight shipping. Since stall speeds decrease at lighter weights, bladder can be reduced by using slightly slower approach speeds when below gross. The only approach speed to use is the 'book' speed adjusted for weight.

Slower than 'book' speeds produce accelerated sink in the short wing Pipers and require cautious apply even with judicious power application. The brusk (Hershey-bar) laminar flow wing has a critical speed at which a sink rate may develop such that the flare may be unable to create the basis outcome needed. In fact, the plane will autumn through ground upshot and make basis contact vehement enough to damage the aircraft.

The newer tapered Piper wing has a critical speed at which then much basis effect is produced that the aeroplane has excessive float. Properly flown both wings produce first-class results. The book approach speed (76mph-66kts for 56K) is for an aircraft at gross weight. Since stall speeds subtract at lighter weights, float tin can be lessened by using slower approach speeds. Know the speeds; fly the speeds. This wing pattern requires a smooth flow of air for best performance. Any ice or frost is a 'no-fly' status. Always run your fingers over both wings and tail surfaces. Some surface ice is invisible to the eye.

In the air, a Piper nose wheel will movement with the rudder. On the footing it moves with the rudder. In a crosswind landing information technology moves with the rudder. This means that a cross-control landing sideslip in a Piper will have the nose wheel cocked away from the low wing and into the wind. Severe landing loads are put on the nose bike if information technology is immune to impact downwards in this cocked position. Information technology may ever event in a ground loop. The nose wheel of a Piper should never be allowed to bear upon the runway during landing without having been offset aligned with the direction of motion.

The engineering geometry of the Piper nose wheel is different from Cessna. The nose steering is straight linked to the rudder pedals. Move the nose wheel; move the rudder. For this reason the rudder should not be moved during preflight. Crosswind landings in Pipers require a slightly different technique than with Cessnas. Because of the nose cycle geometry any cross control which will concur the nose straight with the runway during a crosswind landing will have the nosewheel turned. For this reason it is of import that the nose wheel not be permitted to bear on the runway until information technology has been straightened. Otherwise, an sharp turn or ground loop may occur. During the crosswind landing the rudder effectiveness of the Piper is less than that available to the Cessna. The rudder area is smaller. Additional speed may be required to increment rudder effectiveness. As crosswind velocity increases and approaches the 90-degree bending, the flap settings should exist decreased appropriate to pilot power.

The stabilator has more up motion than downward considering the plane flies with the nose lower than its ground attitude. The reason for the stabilator pin betoken is to provide for pitch stability. If the point were moved forrard, the stability would decrease. Moving the swivel back would increase stability, but the controls would be very light and require abiding aligning in flight. Stabilator: Upward 14 degrees. Down 2 degrees (Plus or minus one degree) Stabilator Tab: Upwards iii degrees, Downwards 12 degrees; (Plus or minus one degree)

The trim tab is designed to pin so that information technology provides larger movement at high angles of assail. This reduces the loss of control feel at low airspeeds. The trim tab on Pipers is an Anti-servo tab. When the stabilator moves the wind pushes on the leading edge and it would accept extremely light control forces without the servo. The servo gives you a feel of the controls. The anti-servo tab adds bogus resistance by sticking the tab upward in the air as you move the elevator the relative wind on the tap counters the current of air effect on the stabilator.

A conventional horizontal stabilizer is stock-still and a movable elevator provides pitch control. The Piper Cherokee has a "fully flying" tailplane chosen the stabilator which moves to alter the bending of attack.

The centre of elevator moves every bit the angle of set on changes. As the centre of elevator moves away from the hinge point, it introduces an extra torque that tends to rotate the stabilator around the hinge farther than the pilot intended.. The more than y'all motion the stabilator, the larger this torque becomes. Torque increase is a "servo" action that makes the command easier to move the more you move it. Over command is the event.

The anti-servo tab on Pipers looks like a small elevator on the back of the stabilator, and is hinged so that it moves in the opposite direction to the stabilator. This gives the 'anti' issue to the stabilator move. This countering force on the stabilator evens out the control forces as the stabilator is moved. The position of this tab relative to the residue of the stabilator can exist changed by the trim wheel. Neutral trim setting is determined when the servo tab and stabilator are fifty-fifty with each other and the leading edge of the top of the shipping identification on the left side of the empennage.

That tab also doubles every bit a trim tab through cables to the cockpit trim wheel. Before B, C and D PA28 had an overhead crank. Because the whole stabilator moves and the current of air pushes on the leading border when it'southward deflected, it would tend to have extremely light command forces. A stabilator has considerable authority when compared to the horizontal stabilizer and lift or other aircraft.

The stabilator trim tab is fastened so as to brand it deflect more than than the stabilator) when the stabilator is moved. The effect is, that for any trim setting, you lot get the same consequence for the aforementioned control force per unit area or movement. The trim tab on a stabilator is really an anti-servo tab. This gives control experience when you pull or push on the yoke.

The advantages to the stabilator are, smooth control and less elevate. Disadvantages are, an increased ability to stall the surface unless controlled by the anti-servo, greater weight, lower command effects at slow speeds.

Piper Takeoff

The brusk field takeoff with 25 degrees of flaps will produce a dramatic flight angle. This is especially true when lightly loaded. Considerable pilot skill and rudder is required to maintain airspeed at this angle. Unless required in an actual situation it may exist better to have a higher speed and lesser angle for practise.

If, on takeoff, also much speed is acquired earlier rotation, the Piper will give abrupt and excessive pitch up. This is a poor technique and should be avoided by holding the weight off the nose wheel every bit soon every bit power is applied. Every airplane pilot should know that the rotational centrality while on the round is at the wheels. On liftoff the rotational axis changes to the middle of lift. Airplane pilot takeoff procedures crave a transitional pitch change during takeoff for this reason. When the plane lifts off at about sixty mph, lower the nose and fly in ground effect while dispatch occurs to climb speed. This technique is specially important in heavily loaded or under-powered Pipers such as the 180 H.P. Arrow and 260 H.P 6.

Piper Landings

Another Piper landing difference that is a typical transition problem is allowing the olfactory organ wheel to make the initial contact with the ground. This is easy to exercise if the pilot'south desire is to continue the runway in sight. The pilot, sensing that the nose bicycle is about to make ground contact volition jerk the yoke back. Too late!! The jerk on the yoke is compounded past the decompression of the olfactory organ strut. We are now nose high, out of airspeed, and pushing forward on the yoke. Too belatedly!!! The nose is now falling with sufficient momentum to nail the nose gear and propeller. If yous sense such a situation developing, GO AROUND.

The landing of a depression-wing Piper is deceptively piece of cake. Deceptive because the perceived skillful landing is holding potential dangers. The Piper can be landed flat with the runway in view. It volition feel good. Nevertheless, a slight increase in speed, a slight forrard wiggle as ground contact is made can produce wheel barrowing. This is where the combination of flaps and footing event will raise the primary wheels slightly off the ground while the nose bicycle becomes the only ground contact. The aeroplane effectively becomes an unbalanced wheelbarrow and but every bit uncontrollable. If you sense such a situation, GO AROUND. To prevent wheelbarrowing the yoke must exist well back while there is notwithstanding effectiveness and the nose allowed to autumn slowly as the effectiveness decreases. Stop the yoke, yeah. Move information technology forrard, never.

A Cherokee will land and y'all will still have the runway in sight. This landing is damaging to the shipping. The purpose of learning to exercise full stall landings, in the first place, is to reduce the potential for harm to the aircraft. Any landing faster than a full stall is also fast. If you lot can see the runway while landing 56K you have not made a full stall landing. Any airplane pilot who accepts annihilation less than the best landing needs to get some instruction. Poor landings toll united states of america all more in maintenance than it should. The major cause of poor landings is directly related to the teaching and checkouts given.

Reducing the amount of flaps used will make possible nose high landings if full yoke move is included in the flare. Some Piper students are being taught to land with less than total flaps just without the required yoke movement. It is easier to teach partial flap ( apartment) landings that please the educatee. Nevertheless, the student is being taught to fly without a total deck of cards. Full flaps have a purpose. Flaps are meant to improve the approach and landing aim for the airplane pilot. Full flaps, except in crosswinds, are better for this purpose than partial flaps. In addition, with the appearance of the long wing Piper students are being taught that an abrupt reduction of power to reduce float tin be corrected with the yoke and ground event. This less than desirable technique can be made to work with long wing Cherokees. Use of this technique on a Hershey-bar Cherokee or in transition to Cessnas produces a very difficult landing.

Most Piper pilots do non move the yoke Up. Pulling dorsum and downwardly is the most common activeness and this fails to produce the required stabilator movement. Full movement of the yoke will cause it to movement up one inch for every two inches of the final six inches of rearward movement.

If y'all are high on concluding arroyo and have applied full flaps, have the power off, and take airspeed about 75 mph, An additional v degrees of flap may be obtained by pulling back on the flap handle. Pipers skid beautifully fifty-fifty with full flaps.

If yous flare too close to the ground with too much speed 56K will rebound to a college level equally though on springs. This is caused by too much ground affect. This can result in a depression airspeed at six to 8 feet of distance. GO AROUND because you volition no longer have the ground result needed for a soft landing. A low speed landing without the cushion of ground consequence will severely damage the aircraft. Gasoline stains nether the wings are frequent evidence of hard Piper landings.

Why does 56K always seem to have collapsed struts? There is no inherent aerodynamic reason. Piper landings practice non crave that the nose bicycle hitting before or simultaneously with the main gear. Information technology happens so often that information technology only seems that way. You tin taxi the length of the runway or exercise touch and goes in 56K without always using the nose wheel. It is more than difficult if in that location are no back seat passengers simply it is possible. Proceed a bit of power on.

Some pilots have been taught to utilise Piper electric trim to brand getting the flare attitude easier. It is like shooting fish in a barrel, simply level off above the track at slightly beneath approach speed and concord the electric trim down. The most desirable of full stall nose landings will occur with very little pilot input. Why non? I would not recommend this landing to whatever airplane pilot simply because in the effect of a become-around a trim induced stall is more than probable to occur. In a PA-28 180 or 181 the yoke pressure to pitch the nose up may well exceed the strength of the pilot to concord it down.

Go over this idea with your instructor. It is relatively dangerous if you need to go-around but it might requite you an thought of what things should look like for a landing.

Apply a long runway (5000') Flare at hip height at Vref. Vref is the speed for landing adjusted for weight. If merely ii aboard it amounts to about five knots. Some differences depend on the type of Piper wing you have. It makes an even greater departure if you lot have a short stabilator (Discover the difference past comparing erstwhile and new Pipers.) Brusk stabilators run out of authorization unless yous carry power all the manner to touchdown. Behave some power every time if yous really want to keep the nose bike off the runway.

If yous have electric trim as the plane sinks to the runway run the trim all the style nose up. Make whatsoever power reductions in 100 rpm increments slow and polish. With transmission trim all the style nose up and use ability to keep from ballooning. Pipers are relatively difficult to become into a nose high full-stall flare unless conveying rear seat passengers.

Questions

1. What will exist the differences in a Piper landing with partial flaps?

2. How do you decide whether to utilize 63 or 69 equally glide speed with 56K during a landing?

3. Since the Piper Handbook does not recommend carburettor estrus as beingness required prior to power reduction, what should the airplane pilot do?

4. Why are high density altitudes landings probable to exist 'firm'?

five. By what ways tin an ELT be checked?

half-dozen. What is the but solution to be used when you porpoise?

7. What are the 5 times utilize of the electric fuel pump is initiated?

8. How is landing gear geometry in Pipers different from Cessnas?

9. In what ways is the critical airspeed between the tapered wing Piper dissimilar from than of the Hershey bar wing Piper?

Answers

1. The olfactory organ can be held higher off the rail during the landing. This is a technique best used when there are no rear seat passengers.

2. Use the lower arroyo speed when you are well below gross. Using the higher speed at depression gross volition cause excessive float during landing.

3. It does not exercise whatsoever damage to employ estrus. NTSB usually has some 35 unexplained fatal accident every year that may be attributable to carburettor icing in shipping where carburettor heat application is not a preferred POH process.

4. A sudden change in density altitude flying can profoundly affect how you land an aircraft. The pilot often becomes conditioned to landings in the libation air of the fall, winter, and spring. The ground event of this menstruum allows an extended bladder/flare to be normal. The kickoff high density altitude landing of the year comes equally a surprise. The float and ground effect is not there. The plane will 'fall' through ground effect unexpectedly before the airplane pilot raises the last six inches of yoke travel.

Cherokees with total flaps tend to state apartment if no rear seat passengers are aboard. It does not take much inattention to cause the olfactory organ wheel to hit earlier the principal gear. This is most likely to happen in a high density altitude landing. The 1 2d delay in human reaction is just plenty to make the state of affairs progressively worse. Go around on the first bounce!

5. 56K has a cockpit switch on the left side that allows the ELT to be checked. This bank check will permit a radio tuned to 121.5 to receive the ELT. Such a examination should be conducted during the starting time five minutes of an hour after advising ATC. No more than than iii tone cycles. Pull the switch arm out before moving.

6. Become around.

seven. Kickoff, takeoff, changing tanks, emergency, landing

8.The nose gear of the Cessnas are continued to the rudder pedals by springs. When the nose strut is compressed these springs along with differential braking allow ground steering. In the air, the strut extends, is disconnected from the rudder, and aligns with the relative wind. This that in a crosswind landing with crossed controls the olfactory organ wheel volition be aligned with the runway. Pipers had to use a less desirable organization to avoid patent rights. The olfactory organ cycle is directly interfaced with the rudder on the ground and in the air. When you use the rudder you turn the nose wheel. In a crosswind landing it is important not to permit the Piper nose wheel to touch the ground until the rudder pedals are straightened.

9. The critical speed for both types of aircraft is during the landing approach and flare. All landings brand use of footing consequence every bit determined by approach speed and wing span. The brusque span wing has a disquisitional approach speed beneath which the aircraft will 'fall' through ground effect. The long span wing has a disquisitional approach speed above which the aircraft will have excessive float.

Speed listing for older PA28-140 in mph
Vso 55
Vs1 64
Vx 80
Vy 89
Vfe 115
Va 129
Vno 140
Vne 170
125 mph true cruise at 75

PIPER Flow Checklist

Restart
-- Fuel Pump
--Fuel Selector
--C.H.
--Mixture
--Throttle
--Primer
--Magnetos
--Primary

PIPER Fire
Fuel Selector
Fuel Pump
C.H.
Mixture
Throttle
Primer
Magnetos

PIPER CHECKLIST

INTERIOR
Cockpit
Fourth dimension log check
Release controls
"Articulate", lower flaps
Primary on, fuel gauges, Master off
Fuel Selector, Left or fullest
Sump cup

EXTERIOR
Right side:
Right flap, aileron, tip, wing
Tiedown, strut, brake lines, farings
Drain sump, check tank, cap (Pour sump cup into tank)
Engine:
Latches, oil, belt, prop, sump
Left side:
Tie down, strut, restriction lines, farings
Drain sump, check tank, cap
Stall warner, pitot, static air
Wing, tip, aileron, flap
Empenage:
Antennae, stabilator, rudder, neutral trim
Chain
Baggage door
Walk to nose and roll plane to check tires and clear cable

PRESTART
FUEL PUMP
Flaps "clear", upward The fuel pump is to exist ON
Window, key for five different operations.
Seats, belts, door 1. Get-go
Mixture, prime number two. Takeoff
Master, brakes, 3. Irresolute tanks
Fuel pump, force per unit area 4. Landing
" CLEAR " 5. Second particular on EMERGENCY checklist
Starting time:
Throttle 1/2"
Idle 1000 rpm, Mixture lean
Fuel pump, pressure
Gauges, radio
Radio Master, ATIS
RUNUP
Into wind, brakes
Controls, flaps
Mixture, 2000 rpm
Mags, Carb oestrus
Gauges, window
Fuel pump, pressure
Radio, 10-ponder
TAKEOFF EMERGENCY
Climb 76 mph, 86 mph, 96 mph CHECKLIST
Fuel pump, pressure level at k'
1. Checklist
2. Pump & force per unit area
CRUISE iii. Fullest tank
to 5000' 2450 rpm Lean 4. Best glide
to 10,000 2600 rpm Lean five. Trim
above 2700 Lean 6. Field/Current of air
Alter tanks on a scheduled footing. vii. Restart
8. Chief, mixture, mags
9. 7700/121.5
ten. X 3 all words
USE CARBURETTOR Oestrus REDUCING Power
Keep a time log of fuel changes on sectional
DESCENT:
Avoid power off descents
Go along power 1500 or above
Fullest tank before descent to state
LANDING
Fullest tank
Fuel pump, pressure level
Gauges, instruments
Numbers
Carb, heat, 1500 rpm
Hold heading, altitude
Trim for 86 mph
Flaps x degrees
Base:
1500 rpm
Flaps 25 degrees
Trim 86 mph
Final:
1500 rpm
Flaps 40 degrees
Trim 76 mph
FLARE
Yoke full back/upward
Ability off
Flaps up, brakes
Apply of electric trim to assist
flare is dangerous if a go-effectually
should become necessary.
POST-LANDING
Flaps
Fuel pump, pressure
Carb heat
Gauges
Controls for taxi
SHUT Downwards
121.5 ELT check Controls belted
Radio Master Chains
All electrical Plane locked
Master
Mixture
Mags
Log fourth dimension
TIEDOWN/LOG TIME/Make clean COCKPIT/MAINTENANCE ITEMS

ANOTHER PIPER CHECKLIST
PRESTART START
Flaps "clear' up Start
Window, key Idle 1000, mixture lean
Seats, belt door Fuel pump, pressure
Mixture, prime Gauges, radios
Principal, brakes ATIS
Fuel pump, pressure level Set alt, HI
"Clear"

RUNUP PRETAKEOFF
Into air current, brakes Fuel pump, pressure level
Controls, flaps Trim
Mixture, 2000 rpm Freq/volume
Mags, Carb heat Strobes
Gauges, window, door Fourth dimension ck.
Fuel pump, pressure level Departure
radio, x-ponder 1st ck pt.
Course/Fourth dimension
LANDING POST LANDING
Fullest tank Flaps upwards
Fuel pump, pressure Brakes
Gauges Fuel pump, force per unit area
NUMBERS Carb heat
Carb heat, 1500 rpm Gauges
Hold heading, distance Controls for taxi
Notch flaps, trim 86 mph Radio when clear
BASE
Notch flaps, 86mph
Terminal
Notch flaps trim 76mph

SHUTDOWN EMERGENCY
121.5 ELT ck. Fuel pump, pressure
Radios off Fullest tank
All electric off Speed/76 trim
Master off Field/wind
Mixture Restart
Mags Chief, mixture, mags
Log time 77s00, 121.5
Belt controls X-three "Mayday" all words
Chains Belts/door
Lock aeroplane

The following Piper checklist is a pocket sized one that is fabricated from a iv and one-half past six carte that is folded into quadrants and so cut to the center from i side. This makes it possible to keep the all the checklists in a very meaty space that can be clipped to the yoke or kept in a shirt pocket.

Use your own preferred preflight and put it lengthwise downwardly the left side of the card folded lengthwise. This is a checklist not a how to do list. A cord effectually your neck with a paper clip is an easy style to carry and employ the list.

Pre-Start
Flaps............................ ......UP
Controls...................Free & Correct
Parking Brake.........................Set
Seats, Seatbelt, & Harnesses....Adjusted
Circuit Breakers..................Checked
Lights/Fan/A.C. Switches..............Off
Carburettor Estrus.......................Off
Fuel Selector................Desired Tank
Avionics - Check 121.5 ATIS , the......Off
Chief Switch..........................On
Fuel Quantity Indicators..........Checked
Speaker "Car" Button .................In
Starting
Primer.................As required, locked
Electric Fuel Pump.....On, Cheque Force per unit area
Mixture Control..................Full Rich
Throttle.........................1/iv" Open
Articulate Prop/Area...................."CLEAR"
Magneto/Start Switch........Engage Starter
After Starting
Throttle...................800 to 1000 RPM
Oil Force per unit area.......................Checked
Electric Fuel Pump.....Off, CHECK Pressure level
ANTI-COLLISION lights ..................On
Alternator output..................Checked
Avionics - On...Transponder 12000 & SBY
Mixture......................Leaned one inch
Brakes.............................Checked
During Taxi
Magnetic Compass...................Checked
Gyro Instruments...............Prepare/Checked

TIEDOWN/LOG TIME/CLEAN COCKPIT/MAINTENANCE ITEMS

PREFLIGHT

Fuel mark
Chains/cover
Master, controls
pump/pressure
Log, fuel, flaps
Selector
Primary--_________
_____________
R flap/fly
Sump/gear (3)
Latches/oil
Chugalug/prop/gear
Roll
Sump/sump/gear (iii)
Warner/pitot/static
50 wing/flap
Antennae/stabilator
Trim/rudder
Squat/luggage

EMERGENCY
Checklist
Pump Pressure
Airspeed
Field, wind
Fullest tank
Restart
121.v, 7700
Pre-crash (4)

TANK CHANGE
Starting time
Takeoff
Checkpoint apts
Prior to Landing
Emergency

PRESTART
Flaps
Seats, belts, doors
Key, prime, throttle
C.H., lock, mixture
Master, brakes
START
Central
Pump Pressure

TAXI
Radios/10-ponder
Frequencies

RUN-UP
Wind, brakes, selector
Controls,2K rpm, mags
Pump Pressure
5-Gauges
one thousand rpm
Trim, flaps

PRE-TAKEOFF
Seats, belts, doors
Pump Pressure, strobes
Radio, 10-ponder TAKEOFF
Immigration, mixture
Power, yoke
Rotate lx, Climb 86
Pump Force per unit area @ 1000' CLIMB-CRUISE
Lean with EGT
Full throttle at 7K

DESCENT
Power above 1500
Pump Force per unit area
Change tanks high
Mixture
ATIS, altimeter
Call-up, report

PRE-LANDING
Fullest tank
Pump Pressure
Gauges, instruments NUMBERS
C. H., 1700 rpm
Heading, altitude
Trim 86, flaps 10

BASE
1500 rpm, flaps 25
Trim 86
Terminal
1500 rpm
Flaps 40
Trim 76

Post LANDING
Flaps up, no brakes
No hurry to clear
C. H, Pump Pressure
Lean, controls
Radio, 10-ponder
Guild fuel SHUTDOWN
ELT, radio master
All electrical
Master, mixture, Mags
Log, controls belted
Clean cockpit Before LEAVING
three bondage, clean shocks
Cover, squat test
Clear, first
Radio, lean, 1k rpm,
Pump Pressure/oil

Piper Light Seal

If landing light seal is not sufficient to keep water out you should expect continuing water to corrode the air filter. Service Bulletin #975.

Piper vs Cessna

--Seat chugalug systems are somewhat different.
--Flap relationship to trim is unique one from the other.
--Best to have your own POH for every aircraft y'all fly.
--About of the checklist items will have a different sequence
--The first item of your emergency checklist will be different.
--Manufacturer's instructions related to carburettor heat differ.
--Night and cockpit lighting systems require distinctive explanations.
--The manoeuvring and taxiing blind spots are normally quite different.
--One door system is more likely to accidentally open as the other is.
--Cross wind and basis handling in strong winds distinctly unlike.
--One flap system is more controllable and consequent than the other is.
--Seat adjustment systems are just different enough to cause difficulties.
--Never plan to immediately fly hard IFR in a newly transitional aircraft.
--The way you hold your hands on the throttle should be quite different
--One fuel organization is twice as likely to cause an engine failure as the other is.
--POH numbers and explanations vary year to year and even within the year.
--Y'all should always make your ain aircraft specific operational checklist.
--Confirm the 'neutral' position of the trim setting indicator with bodily trim position.
--Learn all you can almost the failure modes of all unfamiliar instruments in either blazon.
--Gear retraction and extension of one is less likely to give issues than the other is.
--The way you use the rudder pedals and brakes have a VERY dangerous deviation.
--The preflights are distinctly different with differing critical points where mistakes occur.
--Become some pre-flying cockpit time for reading the POH and referencing the cockpit to it.
--Run the trim wheel all the style upward and down, manually and electrically to become familiar.
--Within the aforementioned models of each manufacturer there are wide critical airspeed differences.
--Both manufacturers have made wing, lift and instrument changes affecting critical speeds.
--Distinct differences in handling when at gross and near either end of the centre of gravity range.
--With 2 exceptions, one type is more likely to accept a stall/mush accident in all its models than the other is.

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Source: http://www.pilotfriend.com/training/flight_training/fxd_wing/piperpa28.htm

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