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#41
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"xyzzy" wrote in message ... PaulaJay1 wrote: I like the 2 doors better but don't think that is a high/low wing question. Actually it is, most low-wings have only one door because they don't want to spend the money and weight to reinforce a wing-walk on both wings. I think the only two door low wing (other than the newer models) is the Commander 112/114/115, right? -- Matt --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO |
#42
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Try it in a biplane. Damn near everything is invisible then!
Yeah, in my whopping 0.6 hours of biplane time (a Stearman), I was surprised to find that visibility really sucked. I expected to see more from an open-cockpit, I guess -- not less. Still, it was a gas to fly! -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#43
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I'm only 5' 2" and need 2" cushions to see over the cowling and to
reach the pedals in both high wings (150/152/172/177, Champ) and low wing (Tiger). I don't recall ever losing sight of the runway turning base to final either. Interesting. When I fly a high wing, the runway always disappears in turns. (I'm 6' tall.) Of course, your Cardinal's wing is mounted properly, so that the runway environment *never* disappears. Which is why the Cardinal was on my short list of aircraft when I first started looking for an airplane. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#44
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I also prefer the vernier controls to the quadrant controls in the Piper.
Isn't that odd? I find vernier controls annoying in the extreme. "To each, his own..." ;-) -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#45
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"Jay Honeck" wrote in message news:JpEHd.15267$IV5.11720@attbi_s54... I also prefer the vernier controls to the quadrant controls in the Piper. Isn't that odd? I find vernier controls annoying in the extreme. "To each, his own..." ;-) I guess I never got used to them, but they remind me of using my lawn mower. -- Matt --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO |
#46
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Hilton wrote:
turn). I still fly 172s (I really like flying them), but I'm extra cautious and sometimes move my shoulder harness off my shoulder and lean way forward to try peer around the corner. I installed inertia-reel shoulder harnesses (BAS) in my 172 mainly for comfort. But the ability to lean forward, particularly in the pattern for visibility, was worth the price in itself. Jim Rosinski |
#47
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TRIM!!!
TRIM!!! TRIM!!! The 182 (and other such aircraft) are flown with trim controls. Set the proper trim prior to taking the runway, add power and with a gentle tug, the airplane flys off the runway. Adjust the elevator trim for climb airspeed and the rudder trim to center the ball. Level off for cruise, readjust the pitch and yaw trims after setting power. To descend, reduce power (or set down trim if you can stay out of the yellow arc with power) and readjust rudder trim. What are you doing that requires large control inputs? Jay Honeck wrote: She was impressed with the interior room of the Skylane, but, being just 5 feet tall, she found the Cessna to be too "tall" for her comfort (I.E.: the seating and panel position restricted her forward visibility too much, even with a pillow) -- and she absolutely despised the 182's truck-like handling characteristics. |
#48
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xyzzy wrote:
There are so many other factors involved, even though this probably is somewhat true, it's impossible demonstrate - can you really tell when the induced drag lowers by a couple of % (the diff between a high-wing and low-wing). Also, nitpicking, but since ground effect causes a nose down pitching moment, you could argue it tends to 'harden' the landing. Good point. My experiences are c172 and warrior. I just know that I float more in the Warrior, and that it's much easier to land smoother in the Warrior. I think low-wing definitely explains the float, but the smoother landing could very well be the inflated struts landing gear of the warrior vs. the stiffer legs on the 172. The highwing/lowwing probably is a smaller factor than that. Since I don't have usable performance numbers, what follows is speculation on my part: I think the apparent added float occurs for two reasons: 1. Pilots fly the POH approach speed which is for the plane at gross. But when landing, they're lighter, so need to fly slower. 2. Pipers have completely different flaps to Cessnas. Cessnas have the barn door flaps, so that by itself probably does cause less float. I think the only way to do this experiment properly would be to move the wings on a specific plane, but the FBO might not like it. Hilton |
#49
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Two things to reduce "float" on landing...
1.) slow down 2.) after roundout, take out one notch of flaps while pulling the yoke back to maintain pitch attitude. xyzzy wrote: Good point. My experiences are c172 and warrior. I just know that I float more in the Warrior, and that it's much easier to land smoother in the Warrior. I think low-wing definitely explains the float, but the smoother landing could very well be the inflated struts landing gear of the warrior vs. the stiffer legs on the 172. The highwing/lowwing probably is a smaller factor than that. |
#50
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Check the C172 manual under EMERGENCY PROCEDURES.
Some models contain a caution/warning against slipping with 30 degrees of flaps. xyzzy wrote: There is no "slip with flaps" or not controversy in a low-wing plane. Matt Whiting wrote: What controversy? You can do it if it isn't prohibilted. I don't know about all Cessna models, but I don't think that all have this prohibition. Newps wrote: None do. |
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