Landing a warrior

"Bob Gardner" writes:

My Warrior book says 63 knots, but who's counting? Why not full
flaps???? I have a zillion hours instructing in Cherokees/Warriors
and I can't remember ever teaching a student to use two notches for
landing.

Right, always full flaps. Renters might not care, but we owners know
who's paying for the rubber (not to mention any broken runway lights
or bent wings).

I usually have two notches of flaps on long final, and add the third
notch over the fence (which usually pitches me up just enough to get
from 70 kias to 63 kias).


All the best,


David

--
David Megginson, , http://www.megginson.com/

In article ,
Dan Moos wrote:
My my last 20 or so hours are in the warrior. I bet I 've gotten as few as
5 landings that I'm proud of in that time. Nothing dangerous, just massive
floating, followed by clunking it in with maybe even a bounce or 2.
[...]
used to getting great results in the cessnas, and wish to do the same in the

I'm transitioning from 172's to a Comanche right now. The mistake I
keep making is rounding out too high. I know how a landing is going
to turn out way before I touch down. My last landing I distinctly
remember the "ooh, that's just right" followed by rolling it on. Now
I've got to make that happen every time.

--
Ben Jackson

http://www.ben.com/

ya the warrior is bad about floating. what I do when I fly one now is similar to
how I land my arrow, I dont really flare, just a few seconds before touching
down, I pull back only slightly onthe yoke so the mains touch first then as soon
as they touch I pull back more to keep the weight off the nose wheel. keeping
your nose low untill just before the mains touch down and only a slight flare
will help you break through the ground effect better. the more you flare the
more you float.

Dan Moos wrote:

I am a 130 hour PP, and the bulk of my time is in various cessnas (152s and
172's) I've always thought myself decent at landing

Until now. I've recently joined a flying club that has a c182 and a warrior.
My my last 20 or so hours are in the warrior. I bet I 've gotten as few as
5 landings that I'm proud of in that time. Nothing dangerous, just massive
floating, followed by clunking it in with maybe even a bounce or 2. Usually
just one. I'm aware of the inhanced ground effect present in a low-wing
plane. I fly my aproaches at around 65 knots with the second noch of flaps.
I seem to have similar struggles with no and full flaps.

Again, these are all landings that my passengers think are great. I'm just
used to getting great results in the cessnas, and wish to do the same in the
warrior.

"jeff" wrote in message ...
ya the warrior is bad about floating.

Well, no big surprise if you're actually flying it 80 knots on final.

On Fri, 15 Aug 2003 00:38:14 -0700, jeff wrote:

ya the warrior is bad about floating. what I do when I fly one now is similar to
how I land my arrow, I dont really flare, just a few seconds before touching
down, I pull back only slightly onthe yoke so the mains touch first then as soon
as they touch I pull back more to keep the weight off the nose wheel. keeping
your nose low untill just before the mains touch down and only a slight flare
will help you break through the ground effect better. the more you flare the
more you float.

Then you are too fast.

Flown by the book they are easy to land and no floating.

Roger Halstead (K8RI EN73 & ARRL Life Member)
www.rogerhalstead.com
N833R World's oldest Debonair? (S# CD-2)
snip

"Dan Moos" writes:

Again, these are all landings that my passengers think are
great. I'm just used to getting great results in the cessnas, and
wish to do the same in the warrior.

The 172 floats longer than the Warrior does in the flare -- I'm not
sure why (given the 172's high wings), but it does. The Warrior will
drop sooner and harder, unless you have a little extra energy to ease
it down at the last second (on the bright side, at least it's the
mains and not the nose that drop). I have found two ways to get that
extra energy for a smooth touchdown:

1. Just as the flare is running out and the mains are about to drop,
add a tiny bit of power to ease the plane down.

2. Don't do a gradual roundout like you would in a 172; instead,
continue your descent, at normal approach speed, until just before the
runway, then do a fast and short flare very close to the pavement.

#1 is the easier technique, so you might want to try it first.


Best of luck,


David

PA-28-161 C-FBJO

--
David Megginson, , http://www.megginson.com/