g38 From United States of America, joined Oct 2009, 220 posts, RR: 0 Posted (2 months 1 hour ago) and read 1103 times:
I got my private pilot license earlier this year flying Cessna 172S (G1000) at my university. Since then I've been flying Piper Archers at a flight school near by to get some real world experience (round gauges, grass landings, controlled airspace, etc), plus is nice to be treated like a human and not a statistic for once. I'm hoping to get my complex/high performance endorsement before recommencing at my school.
On Thursday I have my first lesson in a Piper Comanche 260 (high performance with retractable gear). I've been reading about variable pitch props and retractable gear airplanes, as I've never flown one before. I want to show up to my lesson as prepared as possible, so I was wondering if anyone has any advice or pointers. I have been told it helps if you put the gear down for landing.
Starlionblue From Greenland, joined Feb 2004, 16340 posts, RR: 66 Reply 1, posted (2 months 1 hour ago) and read 1075 times:
Congrats on getting your PPL and moving on to more interesting stuff.
You'll notice that initially the workload seems to increase disproportionately to the increase in complexity since you have to do extra stuff in critical phases of flight where before you just had your hand on the throttle. One example is changing throttle and prop settings on climbout. Thus, the one general piece of advice as you move on from simpler planes to complex and multi is to slow down and be methodical.
Chair fly your procedures (emergency and normal) over and over on the ground (I did it while driving to and from the school every day) until you know them by heart, because in the plane you'll be busy so you need to know them. In the plane do them relatively slowly, in a prompt but unhurried fashion. In an emergency you don't want to shut down the wrong engine or pull the prop control the wrong way because you were in a hurry. Few things will annoy your examiner more than being rushed on procedures during the checkride, and rightly so! Know them cold and do them step by step while talking through them aloud.
Notice in this video how it takes a bit more than a minute to go through the entire procedure for an engine fire. http://www.youtube.com/watch?v=-spq_Ifbx3A. My examiner told me that when he flew the DC-8 or 767 things would go even more slowly, with cross-checking by the other pilot at every step.
Retractable gear is not a very hard concept, but you should read up on the mechanics of the system so you know them inside and out. Here again, always verbalize aloud when you are taking an action.
Remember to do a gear check more than once on approach. Some people use the GLUMPFS mnemonic two or three times (downwind, base leg and final). Gas (fuel pumps and feed), Lights, Undercarriage, Mixture, Prop, Flaps, Seatbelts. Always feel the gear lever and look at the light(s).
I didn't find high performance a huge deal. An incremental increase in workload as weights and speeds increase. If you've already done complex it should not be too hard.
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"There are no stupid questions, but there are a lot of inquisitive idiots." - from Citadel by John Ringo
Mir From United States of America, joined Jan 2004, 20466 posts, RR: 56 Reply 2, posted (1 month 4 weeks 1 day 21 hours ago) and read 1028 times:
For the prop, avoid high power settings at low RPM - it's bad for the engine. If you're going to increase power, increase the RPM first and then increase the throttle (you'll have to fine-tune, since there is a relationship between the two and changing one changes the other, but the general principle applies). If you're going to decrease power, decrease the throttle first and then decrease the RPM.
A memory aid I've heard for this is "prop something up, throttle something down".
7 billion, one nation, imagination...it's a beautiful day
dakota123 From United States of America, joined Aug 2006, 114 posts, RR: 0 Reply 3, posted (1 month 4 weeks 1 day 4 hours ago) and read 915 times:
You may be surprised at the increased power-off sink rate. A really useful lesson (this was in a C210 after piloting nothing more than a C182) was when the instructor pulled power midfield on downwind. I was very much impressed by how quickly I needed to turn base and final to make the runway.