The answer - an Arrow, of course. Today was my first time in DQV, the privately owned club Piper Arrow. Having done about 23 hours in the Archers, I thought it about time to have a go in something a bit more complex and try to cope with a constant speed propeller and retractable landing gear - all with the help of CFI, Roger.
The weather didn't look too auspicious. I had the plane booked from 1000-1200 and at 0900 the ATIS indicated a damp runway with showers in the vicinity, cloud base 2000' with scattered cloud at 1100' and a few CBs at 1500'!! From home, about 8 km North(ish) from the airport, it looked a bit clearer so at 9.30 I jumped in the car and drove out there. It was looking very showery all round, but a bit clearer to the North-West so it was no surprise that Roger suggested we head out that way.
The first job was to get the plane out of its hanger which was a new experience for me. Once we got it out, being very careful not to do any damage to the fancy Squirrel helicopter currently sharing the hangar space, Roger took me through the preflight which is almost the same as an Archer - just need to check the locking of the wheels and that the wheel wells are clear and then it was start up and away.
Starting from cold was not much of a problem as I have started fuel injected planes before and it obligingly started on the first few cranks. Oil pressure green, fuel pump off, mags check, radio on and a check of the ATIS was a little encouraging with the cloud base 2500' now and a light northwest wind. We were cleared to hold at "Bravo" for 36R and a city departure. Roger took me through the new part of the engine run-up, "exercising" the propeller using the pitch control to warm up the oil.
No real delays and we were cleared to 2500' or below straight away. Off we went over the city climbing to about 1800' before the cloud stopped us and, once clear of the zone, tried some turns. I didn't really notice the nose-heaviness of the Arrow in normal flight, just a slightly lower nose attitude for straight and level. A 30º left turn was fine but I drifted about 50' up and down during the 45º turn. Never mind, Roger said it was OK and we headed East towards Morrinsville for a few basic and power and flap stalls. The buffet at the stall onset is so very obvious on the Arrow and unmissable. We recovered at the buffet each time and I was surprise how slow the plane would go before stalling with flaps down. Roger demonstrated the override of the gear "fail-safe" system (which lowers the gear if you forget when below a certain speed with the throttle partly closed) so the gear stayed up for the basic stalls and we had the gear down for the landing configuration.
Then it was a couple of forced landing practices. No demonstration first, Rog just asked me to pick a paddock while were climbing and at 2500' closed the throttle. I now noticed what others had told me - the Arrow glides like a brick. Even trimmed for optimal glide at 85 knots we were on our way down at 1000' per minute and once the gear went down this went up to 1200' or so. Roger showed me how to reduce this back to about 1000fpm with a bit of trim back to 80 knots. Still, there was not much time to get the checks done and set up for finals into the paddock. The first one was a rather high and I had rushed the checks a bit but the second was better and we were almost in the field before the go-around was called.
Then it was back to Hamilton for a few circuits. The weather hadn't changed according to the ATIS and we came back over the city on a North arrival, joining downwind for 36R and a full stop and back to Bravo for more circuits. My approach was quite good, remembering to check the three little green lights for the undercarriage on base and finals and set the pitch fine. I was a bit slow over the threshold at 60 knots but the landing wasn't bad in a slight crosswind.
The next circuit was "interesting". Right hand and on downwind were advised wind was now a 5 knot tailwind (and a similar crosswind component from the look of the windsock) - those CBs were closing in and affecting the wind rapidly. A bit challenging in a new type and I needed a little help from the good Roger to get straight and upwind wheel down first.
Last circuit - left hand to start with and then a 180º turn on downwind to change to right hand for 18L. Now about an 8 knot crosswind and my approach was the best so far, speed at 75 knots on final and crabbing in OK. I kept straight but came down a bit hard and the crosswind technique wasn't quite there. It was on the landings that I finally noticed the nose-heaviness - it needs a good strong pull on the yoke to flare. Back to the hanger and we made it back to the club just before the rain.
All in all though, Roger said it was pretty good for a type introduction flight and next time (Thursday if the weather gods are kind) it will be more forced landings and circuits. Can't wait!!
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