Getting used to the Arrow...and I like it...a lot!

you turn on the boost pump on landing?
Are you sure your suppose to do that?
In my turbo arrow boost is not required for landing or take off, you can use it
on low boost to reduce vapor on hot days prior to take off but other then that
its not touched unless there is an emergency. Thats in the t-arrow, I would
think the normally aspirated one would be the same.

overall the arrow is a good plane, I like it allot
just a note, on decents, instead of reducign power to come down, you can just
pull the prop back, it will cause more drag so you can decend but keep engine
from shock cooling (BTW this is out of the manual)

Jeff

Jack Allison wrote:

To date I have a whopping 8 hours in the Arrow. The last 2.9 were by
far the most fun since the two flights involved maneuvers and landings
(lots of landings). The more I get to fly N2104T, the more I like it.
Things are becoming more and more comfortable and familiar. Still have
lots to learn but I'm having fun. Hopefully, I'll be able to get some
solo time soon, maybe in a week or so. Solo will be rather interesting
since I haven't done so since last August, right before my FBO melted down.

Overall impressions to date:
- Float down the runway? Nope, it ain't a C-172. Much harder to float
down the runway in an Arrow. Easier to contact said runway with carrier
landing force though.

- Pull the power back and you can drop like a streamlined manhole cover
if you need to. I'll bet forward slips are fun (have yet to try them).

- Things are busier in the pattern with the addition of gear, more
speeds to remember, CS prop, extra mantras you chant (My personal
favorite is "Pump(s), Red(s), Blue(s), Greens" on short final for the
last check of boost pump on, mixture full rich, prop full forward, and 3
in the green).

- The ground moves by faster now. Not that I'm doing a whole lot of
looking down but it takes less time flying to/from the practice area.

- 200 HP at sea level on a cool evening and lightly loaded is fun.

- I'd almost forgotten how much better I like fuel injection. Have
experienced lots of carb ice situations in the Archer during evening
instrument lessons. One less thing to worry about.

- When working on a Complex endorsement, your CFI has a whole new set of
options for messing with you. "What, no 3-green...what ya gonna do
there Mr. Pilot?".

- Engine out scenarios work way better when you pull the prop back.
Very good object lesson in drag reduction.

- Would rather have airspeed in knots...though, I learned that you can
setup the GNS-430 for MPH...but...why? :-)

- Stalls are rather unimpressive, similar to the Archer.
Buffet...yawn...that's it. A good thing.

- Wing on the bottom vs. wing on the top: Really doesn't matter. I'm
just happy to own something with a wing. :-)

- It's really cool to (honestly) say "Yes it is" when asked "Is that
your Arrow?". The closest I was able to do so in the past was answer
"Yes, it's ours by the hour" when asked about newer model rentals I
happed to be flying in.

--
Jack Allison
PP-ASEL-IA Student
Student Arrow Owner, N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

get used to this happening, in my arrow it happened a couple of time, once was
a bad bulb in the gear light, another time a bad sensor switch that activated
the light on my right main.
I simply just tell the tower I have 2 greens and if he can verify my landing
gear is down and do a low approach over the runway so he can take a look. He
can see if its down but does not know its locked.

Jack Allison wrote:



- When working on a Complex endorsement, your CFI has a whole new set of
options for messing with you. "What, no 3-green...what ya gonna do
there Mr. Pilot?".

one thing you do have to worry about it the butterfly valve for the alt air
sticking.
I was in IMC, temp at freezing, and started losing power, I added power and the
engine picked back up but had my mechanics look at it anyways, they said I
probably had some induction icing and the alt air vavle thats suppose to open
automatically probably stuck.

Jack Allison wrote:-


experienced lots of carb ice situations in the Archer during evening
instrument lessons. One less thing to worry about.

I have 2 ways of flying my arrow, in the winter I come in with no flaps and
summer I use full flaps because of the change in air density,if I used full
flaps in the winter I would float sometimes

Cockpit Colin wrote:

Only comment I'd make about the arrow is that you bring it in with full
flap, on the back of the drag curve, keep some power on or you'll go to
flare and find you've insufficient elevator authority to arrest your decent
(ie running out of altitude, airspeed, and ideas at the same time = carrier
landing). (Actually, we're gunna have to stop calling them "Carrier
Landings" - I've been doing a bit of reading up on them - those poor
*******s are touching down at 500 to 700 fpm, with no flare - then pulling
4g on the arrester wires - OUCH!)

By the way, I've lost count of the number of times I've only had 2 (or no
greens) - I think I worked it out at 1 indicator issue per 10 hours at one
stage - at least the gear has physically always been down when I needed it.
It's a good time to think about what options you have when (not if) this
happens to you - not just "running the drill", but just things as a flypast
the tower, or getting a mechanic in another aircraft to have a close look
from underneath. Most Arrows will haul a good load, so if you're safety
conscious, you might like to consider carrying an extra 1/2 hours worth of
fuel to give you extra time to sort out any gear issues.

- I'd almost forgotten how much better I like fuel injection.

Until you have to warm start one

- Engine out scenarios work way better when you pull the prop back.
Very good object lesson in drag reduction.

In the event of a real total failure you can augment this even more by
opening the throttle.


- It's really cool to (honestly) say "Yes it is" when asked "Is that your
Arrow?".

Until they go on to say "Great, been looking for you - I'm from the FAA and
I've noticed that you appear to have failed to ..."

Wait til you get in a Bonanza

AliR.

"Jack Allison" wrote in message
...
To date I have a whopping 8 hours in the Arrow. The last 2.9 were by
far the most fun since the two flights involved maneuvers and landings
(lots of landings). The more I get to fly N2104T, the more I like it.
Things are becoming more and more comfortable and familiar. Still have
lots to learn but I'm having fun. Hopefully, I'll be able to get some
solo time soon, maybe in a week or so. Solo will be rather interesting
since I haven't done so since last August, right before my FBO melted
down.

Overall impressions to date:
- Float down the runway? Nope, it ain't a C-172. Much harder to float
down the runway in an Arrow. Easier to contact said runway with carrier
landing force though.

- Pull the power back and you can drop like a streamlined manhole cover
if you need to. I'll bet forward slips are fun (have yet to try them).

- Things are busier in the pattern with the addition of gear, more
speeds to remember, CS prop, extra mantras you chant (My personal
favorite is "Pump(s), Red(s), Blue(s), Greens" on short final for the
last check of boost pump on, mixture full rich, prop full forward, and 3
in the green).

- The ground moves by faster now. Not that I'm doing a whole lot of
looking down but it takes less time flying to/from the practice area.

- 200 HP at sea level on a cool evening and lightly loaded is fun.

- I'd almost forgotten how much better I like fuel injection. Have
experienced lots of carb ice situations in the Archer during evening
instrument lessons. One less thing to worry about.

- When working on a Complex endorsement, your CFI has a whole new set of
options for messing with you. "What, no 3-green...what ya gonna do
there Mr. Pilot?".

- Engine out scenarios work way better when you pull the prop back.
Very good object lesson in drag reduction.

- Would rather have airspeed in knots...though, I learned that you can
setup the GNS-430 for MPH...but...why? :-)

- Stalls are rather unimpressive, similar to the Archer.
Buffet...yawn...that's it. A good thing.

- Wing on the bottom vs. wing on the top: Really doesn't matter. I'm
just happy to own something with a wing. :-)

- It's really cool to (honestly) say "Yes it is" when asked "Is that
your Arrow?". The closest I was able to do so in the past was answer
"Yes, it's ours by the hour" when asked about newer model rentals I
happed to be flying in.


--
Jack Allison
PP-ASEL-IA Student
Student Arrow Owner, N2104T

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

One of aviation's Rules of Thumb...
an approximate best approach speed is found halfway between the top and
bottom of the white arc.

Cockpit Colin wrote:
Something that's always worked for me ...
Take Vso (bottom of white arc) - reduce it by 5% for every 10% under MAUW
then multiply it by ...
1.3 for over the fence speed
1.4 for Base
1.5 for downwind
Works for all aircraft I've flown (although I add a bit in C172 - Vso
(adjusted) can be as low as 28 knots - so at 28 * 1.3 (approx 37) it still
hasn't stalled, but controls are getting pretty mushy (any people who bring
them over the fence at 65 to 70 wonder why they float!)

It depends on the Arrow and which fuel primer system you have.
Do you have the optional system with the primer button on the panel and
a HI/LO fuel pump rocker switch in the bank of rocker switches with the
MASTER? Or, do you have another arrangement?

Turbo Arrow wrote:
you turn on the boost pump on landing?
Are you sure your suppose to do that?
In my turbo arrow boost is not required for landing or take off, you can use it
on low boost to reduce vapor on hot days prior to take off but other then that
its not touched unless there is an emergency. Thats in the t-arrow, I would
think the normally aspirated one would be the same.

"Turbo Arrow" wrote in message
...
I have 2 ways of flying my arrow, in the winter I come in with no flaps
and
summer I use full flaps because of the change in air density,if I used
full
flaps in the winter I would float sometimes


More likely you would float during the summer from the thermals associated
with ground heating.

just a note, on decents, instead of reducign power to come down, you can
just
pull the prop back


Pulling the prop back IS reducing power.

Karl
"Curator"
N185KG

kage wrote:
just a note, on decents, instead of reducign power to come down, you can
just pull the prop back

Pulling the prop back IS reducing power.

I was taught not push the prop forward until I had the runway made.
(Pulling back reduces RPM, pushing it forward increases RPM)
Do you know how your prop "fails" when the engine stops pumping oil to
the governor?