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#1
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- 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. I've discovered that once people stop bringing C172's across the fence at Vso + 40 knots they stop floating too 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 ..." |
#2
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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 ..." |
#3
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"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. |
#4
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I have not have problems with thermals making me float down the runway
Matt Barrow wrote: "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. |
#5
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"Turbo Arrow" wrote in message ... I have not have problems with thermals making me float down the runway An airplane impervious to ground effect? Matt Barrow wrote: "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. |
#6
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Jack,
In a previous post, it sounded like you fly near Sacramento. If you need any advice on shops for various types of work, let me know. I used to have an Arrow, I now have a Mooney. The two are VERY similar. The only noticable difference to the pilot is the wing. The Arrow has the easy going Piper wing and the Mooney has the laminar wing. -Robert |
#7
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Robert M. Gary wrote:
Jack, In a previous post, it sounded like you fly near Sacramento. If you need any advice on shops for various types of work, let me know. I used to have an Arrow, I now have a Mooney. The two are VERY similar. The only noticable difference to the pilot is the wing. The Arrow has the easy going Piper wing and the Mooney has the laminar wing. Yes, I'm in the Sacramento area. Currently based at MCC but plan to be at LHM as soon as a hanger opens up. Shop recommendations greatly appreciated. Thanks! -- 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) |
#8
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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) |
#9
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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. |
#10
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yes I have the optional electric primer and hi/lo rocker.
I flew a normally aspirated arrow a couple of times that did not have the electric primer and it also did not require the boost pump, but all I have flown are arrow III's, the older ones may be different. john smith wrote: 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. |
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