PA28R-200 Power/Config Settings Comm. Maneuvers?

ePilot22

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Does anyone have a quick reference guide for the Piper Arrow III (NA) power and configurations setting for commercial maneuvers?

I did my commercial in a 172RG so I'm not familiar with the Arrow power settings for the maneuvers.


Thanks.







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stlflyguy

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It was a 'Coon's age ago, but I seem to remember about 20" and 2500 rpm as usually being a safe bet.

stlflyguy
 

ePilot22

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Thanks.

I've read into the maneuvers and I think with some time and energy I can come up with some numbers.

One question that I can't seem to answer is the configuration for a Lazy 8.

Lazy 8: Gear up or down?

I think I remember putting the gear down on the 172RG but I can't find my maneuvers reference now.

Thanks again.
 

stlflyguy

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The gear on the Cessna is somewhat insignificant in regards to maneuvers.

On the Arrow, I'd leave the gear up with the override engaged (assuming it still has the "magic hand" system). Besides, that'll get rid of the need to check airspeed prior to raising the gear.

Double check the PTS as it may give guidance as to the desired configuration. If there aren't any answers, then check the FAA's flight handbook with the maneuver's description.

stlflyguy
 

ePilot22

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stlflyguy said:
Double check the PTS as it may give guidance as to the desired configuration.
Did that, nothing.

stlflyguy said:
then check the FAA's flight handbook with the maneuver's description.
It does give guidance for the Chandelles, but nothing about the Lazy 8. I think i'll go with the gear up.



Thanks for your responses.





eP.
 

ALIMBO

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Hey why don't you just use a regular Skyhawk or Archer for the maneuvers. Then use the Arrow to show complex proficiency that's what I did. Saved time and money. Then again the only complex plane I had access to was a 210, and comm. maneuvers in a 210 is a bitch compared to the Arrow.
 

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I did my commercial and CFI in an arrow, and from what I remember, gear remained up during the lazy 8's. Granted this was 1999, but Im sure things havent changed since,
 

ePilot22

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Midlifeflyer - Thanks, that's what I was looking for.

My girlfriend is starting her commercial cert and I wasn't impressed with the instructor(s) that did her instrument, so I'm going to dust off the CFI and do it with her.

I've flown both the normal and turbo Arrow III, but just for X-countries, never in any maneuvers for a certificate. Great aircraft, but it doesn't seem very forgiving on the 180˚ power-off landing.

Thanks all!







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midlifeflyer

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Midlifeflyer - Thanks, that's what I was looking for.

My girlfriend is starting her commercial cert and I wasn't impressed with the instructor(s) that did her instrument, so I'm going to dust off the CFI and do it with her.
Sounds dangerous. :D
There's actually something else I was looking for I came across a few years ago, but I couldn't find it. I since found it. Go to
http://www.iflypete.com/docs_and_info.html
Go down to "V-Speeds and Maneuvers" and you'll see a link to a spreadsheet for commercial maneuvers in an Arrow.
 

jdlilfan

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For Lazy Eights:

Gear up, 120 mph, 17"-19" depending on temp/altitude, and 2400 rpm.

Chandelles:

Gear up, start at 120 mph, prop 2500 rpm, roll in 30 degrees of bank and power up to 25". Use 25 squared for the whole maneuver.

Eights on Pylons:

Gear up, 120 mph, 16"-19" Manifold and prop 2400 rpm or 19"-21" at 2500 rpm. Usually the first power setting works better.

Stalls I only give them 25 squared or even a lower manifold setting to simulate higher density altitude and so we don't have a really nose high attitude.
Usually gear up for power on, and accelerated stalls, gear down for cross control, elevator trim, and power off.

Power off 180:

Gear down halfway down the runway, abeam touch down point power is reduced to idle, pitch for 105 mph. Wait around 3 seconds depending on headwind component, start a tight 180 degree turn back towards the runway and hope for the best...expect 1500fpm decent through the turn. Sometimes it works to put 10 degrees flaps in at first but I usually hold off on further flaps until turning final. You can also use the trick of adding flaps in ground effect to lengthen your flare/ glide.
 
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ALIMBO

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I never added any flaps until I knew for sure without a doubt that the runway is made. Throwing the gear down added so much drag into the equation that it was best to hold off til short final before the flaps came down.
 

ePilot22

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midlifeflyer said:
Sounds dangerous.
There's actually something else I was looking for I came across a few years ago, but I couldn't find it. I since found it. Go to
http://www.iflypete.com/docs_and_info.html
Go down to "V-Speeds and Maneuvers" and you'll see a link to a spreadsheet for commercial maneuvers in an Arrow.
What's really tough is correcting her as a student, and her upset because her boyfriend is being critical!

Not keeping the two relationships separate is truly what is dangerous!

Again, thanks midlifeflyer!


jdlilfan said:
Stalls I only give them 25 squared or even a lower manifold setting to simulate higher density altitude and so we don't have a really nose high attitude.
No worries on the density altitudes, she flies out of BJC.

I've never been a fan of the "squared" rule.




EDIT: Midlifeflyer, I posted those links in APC forums. I hope that's cool.



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midlifeflyer

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No worries on the density altitudes, she flies out of BJC.

I've never been a fan of the "squared" rule.
Depending on the time of year you might not even get 25" at Metro. :D


EDIT: Midlifeflyer, I posted those links in APC forums. I hope that's cool.
Those sites aren't mine and even if they were, it would be very cool to share.
 

ePilot22

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[QUOTE="midlifeflyer]at Metro. [/QUOTE]


Ahh, I still call it Jeffco! :cool:




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