The explanations of manifold pressure and RPM settings should take place on the ground before the flight - there is enough to do already with ATC and looking outside.
Thank you for this. My goal for this channel has always been to share my adventures in flight, the good with the bad, so that others out there can learn from my experiences. Blue skies!
Yes, that's what it's like now. In 1966 when I was a ferry pilot for Cessna and Piper my first experience with a "complex aircraft" was when I had to fly a 210RG across the entire country. I had a commercial ticket and instrument rating, but had never flown anything more complicated than a 172 Skyhawk. When I opened my orders to fly the 210RG, my jaw dropped. What was I supposed to do? I told a fellow pilot, who was also there picking up a plane for delivery, of my dilemma. He opened the owners pack and tossed me the manual -- "Read it before you take off," he said, "And just remember for takeoff and landing, low pitch, high rpm always." Then he was gone. And that's how I learned how to fly "a complex airplane."
If you leave climb power in until you reach cruise speed (and then set cruise power), you won't be hassling with retrimming for 3-5 minutes. You will be instantly in trim and good to go. Pulling power back and having to SLOWLY speed up is a rookie mistake. 11:23 he said to run the GUMP check. You kind of randomly went through it. That is not how the GUMP check works. Try to do it in order so you don't miss anything.
tar heel, landings are aesthetic only; all passengers talk about are landings...some pilots...but when you get grey and older (like me) you'll see what I'm talking about. What I remember about Arrows is that they land a lot better with a tickle of power on, don't make such an arrival. As you continue your career you'll see every airplane has its own needs.....and they will let you know if you've found their secret... Keep workin' on it !
LOL, I'm chuckling at your instructors "like a cessna flyer" comment on you final landing being there too. I switched to a '68 Arrow with the hershey bar wing in my private pilot training from the Cessna 172 and yes, landing the Arrow was a complete mental change on landing with that wing...my CFI multiple times was "this IS NOT a Cessna, fly it into the runway" when i'd try to float the plane like a cessna down the runway. After quit a few landings i've grown to appreciate how the wing lands firmly when I cut power, especially putting down in gusty situations. Enjoy the complex, I really enjoy the Arrow!
Glad to have good company! I switched from a Cessna 152 to a Hershey Bar Cherokee 140 while training for my private license and immediately developed favoritism toward the Piper. It just handled better in my opinion. My flight in this airplane was after a long respite from flying a lowing, building more time in 152s, 172s, and 182s, so the instructor's comment was spot on!
I lived in Wilmington for 35 years! Moved away in 2010. Had some lessons in the mid 90's with a friend and am now finally getting my Private Pilot license. Great views to Southport on this one! Subscribed!
Thanks for your comment! I've been in Wilmington for the past 5 years. COVID has certainly put a damper on flying lately, but I hope to get back in the air after this settles down. Hope to continue working toward my commercial certificate. Thanks for the sub!
It was a blessing to find your video. I will be working on my complex in an Arrow in a few days. I will also be working on my commercial and getting 10 hours of instruction in it. Thanks for the post and I hope your flying is going well.
Looks good. I live over in Maple Hill and was thinking about doing some complex training at OAJ but I think the flight school prefers to operate out of ILM.
I had flown an Pipers,Cessnas etc, had a Chance to fly a T tail Piper Lance a complex air craft. I would have to get used to the gear & the Prop otherwise I was very happy. I had already flown aircraft that had required trim changes. The gear was the thing that bothered me most. I used the TMPFISCH checklist for take off. The guy in the right seat an instructor said nothing the whole flight. Like any aircraft . I was aware of how quick things could overwhelm you .If you get cocky that plane will bite you especially at busy times. I liked his response to his landing been there many times a great video. 2 things if Someone says they are a great pilot stay away,never worry about being scared, everybody gets scared occasionally
What was your experience like in the T-tail? Less effective at lower airspeeds, such as approach to landing? I never did like that fad in the Piper planes.
I just changed flight school and the only plane they have is complex plain. The biggest challenge with arrow is higher speed in pattern and on final.since the plane does float well in the air like Worrier does.
When trimming the airplane for level flight why are you fighting the oscillations? Why wouldnt you use the control wheel to establish straight and level flight and then trim to reduce pressure. I'm starting my private flight training soon so this is an honest question.
Thanks for your question. It begins with aerodynamics- level flight is obtained when all opposing forces are equal- thrust = drag; lift = weight. This plane has a wider gap between climb speed and cruise speed, so as you push the nose down, to establish cruise, the reduced drag of the retracted gear allows the plane to gain more speed. More speed means more lift. Consequently, considerable nose down pressure and trim is required. Once the plane feels it has settled, it will still require more trim. Because of the faster speed, the plane will have a tendency to oscillate until the trim is fine tuned. It is a natural tendency of flying complex airplanes. Of course, the more frequently a pilot flies the airplane, the skill is developed of how much trim is adequate to transition into cruise flight. Good luck as you begin your training. Fly safe and have fun!
If I were ya, I wouldn't be so sorry about that rough slam on touching down. All landing from where you can walk out the airplane walking, is a good one. Now, considering the very bumpy air and also that you are transitioning from some lighter aircraft to a heavier one, it is not a big deal. I think you're doing great. With my compliments to your instructor.
I'm doing my arrow complex training at the moment as well... Landing it hard in this plane. Skyhawks, warriors and archers just simply float down to a gentle touchdown... not the arrow. Lol.
Would have been nice if this could have been a flight from a less busy airport so we could have understood more of the communications fro this particular flight. to ground. Way too many interruptions.
Complex takes some getting used to but pretty easy once you get the hang of it. Congrats on the PPL. Study hard for your instrument. Definitely one of the most challenging certificates to get!
It all starts with a stabilized approach. you shouldn’t be trying to trim and add flaps on short final once you realized you didn’t have that stabilized approach go around. IT DOSENT MEAN YOUR A BAD PILOT IF YOU GO AROUND!!! A lot better the second time.
Thanks for the comment. A go around certainly would've been a good option. After all this happened, I realized that I was fixated on "fixing" the approach and sticking the landing, when I should've realized... th-cam.com/video/Ccq30minme8/w-d-xo.html
Tar Heel Pilot Yea bro really like your videos I’m a pilot based out of NEW BERN, and I fly all over the state so I might catch you at a FBO sometimes.
There’s always a debate of when to put the gear down. I look at putting the gear down right before I put your first notch flaps. You never know when the engine can quit and last thing you want is the gear down with the extra drag. On an IFR flight it’s usually good to put it down passing the IAF inbound and established not at the IAF before a course reversal. Moving right to left on short final, mixture rich, prop forward below 14” MP,; prevents prop over speed, gear down and adjust final power setting for airspeed and pitch 400 fpm decent. Any other thoughts?
Thank you! The number of hours required to get your complex certification varies between you and the instructor, but usually occurs after 3 or more hours. I got mine after about 3 hours.
I'm against mounting any device (camera) so that it interferes with the visibility out of an airplane. An airplane at two miles can hide behind that GoPro.
The explanations of manifold pressure and RPM settings should take place on the ground before the flight - there is enough to do already with ATC and looking outside.
Thank you for your honesty and candor. Every flight is a learning experience. You have nothing to apologize for.
Thank you for this. My goal for this channel has always been to share my adventures in flight, the good with the bad, so that others out there can learn from my experiences. Blue skies!
Yes, that's what it's like now. In 1966 when I was a ferry pilot for Cessna and Piper my first experience with a "complex aircraft" was when I had to fly a 210RG across the entire country. I had a commercial ticket and instrument rating, but had never flown anything more complicated than a 172 Skyhawk. When I opened my orders to fly the 210RG, my jaw dropped. What was I supposed to do? I told a fellow pilot, who was also there picking up a plane for delivery, of my dilemma. He opened the owners pack and tossed me the manual -- "Read it before you take off," he said, "And just remember for takeoff and landing, low pitch, high rpm always." Then he was gone. And that's how I learned how to fly "a complex airplane."
Hickory is my hometown, too. :)
Very well made video. I'm transitioning to a complex plane and learned a lot from it. Also, great editing and gorgeous views. Thanks for sharing.
Thanks for your comment. I'm glad you were able to learn something. Have fun transitioning to the complex airplane. They sure are fun (and faster)!
If you leave climb power in until you reach cruise speed (and then set cruise power), you won't be hassling with retrimming for 3-5 minutes. You will be instantly in trim and good to go. Pulling power back and having to SLOWLY speed up is a rookie mistake. 11:23 he said to run the GUMP check. You kind of randomly went through it. That is not how the GUMP check works. Try to do it in order so you don't miss anything.
I’ll have to look for you next time I’m there! Go into ILM from time to time. Good job!
tar heel, landings are aesthetic only; all passengers talk about are landings...some pilots...but when you get grey and older (like me) you'll see what I'm talking about. What I remember about Arrows is that they land a lot better with a tickle of power on, don't make such an arrival. As you continue your career you'll see every airplane has its own needs.....and they will let you know if you've found their secret... Keep workin' on it !
LOL, I'm chuckling at your instructors "like a cessna flyer" comment on you final landing being there too. I switched to a '68 Arrow with the hershey bar wing in my private pilot training from the Cessna 172 and yes, landing the Arrow was a complete mental change on landing with that wing...my CFI multiple times was "this IS NOT a Cessna, fly it into the runway" when i'd try to float the plane like a cessna down the runway. After quit a few landings i've grown to appreciate how the wing lands firmly when I cut power, especially putting down in gusty situations.
Enjoy the complex, I really enjoy the Arrow!
Glad to have good company! I switched from a Cessna 152 to a Hershey Bar Cherokee 140 while training for my private license and immediately developed favoritism toward the Piper. It just handled better in my opinion. My flight in this airplane was after a long respite from flying a lowing, building more time in 152s, 172s, and 182s, so the instructor's comment was spot on!
@@Imachevroletdude Piper has a better wing design Hershey Bar is a quick wing
Thank you for sharing the successes as well as the failures, I know I have learn and become better because of videos like this
I lived in Wilmington for 35 years! Moved away in 2010. Had some lessons in the mid 90's with a friend and am now finally getting my Private Pilot license. Great views to Southport on this one! Subscribed!
Thanks for your comment! I've been in Wilmington for the past 5 years. COVID has certainly put a damper on flying lately, but I hope to get back in the air after this settles down. Hope to continue working toward my commercial certificate. Thanks for the sub!
It was a blessing to find your video. I will be working on my complex in an Arrow in a few days. I will also be working on my commercial and getting 10 hours of instruction in it. Thanks for the post and I hope your flying is going well.
Glad you found the video helpful. Just watch that airspeed on final. Arrows sink like a rock!!!
Looks good. I live over in Maple Hill and was thinking about doing some complex training at OAJ but I think the flight school prefers to operate out of ILM.
Great job 👏
Starting my commercial training tomorrow in the arrow:)
Nice dude. Currently working on my IR :)
That's really a beautiful plane in the air.
ain't no biggy. The only super important thing you need to know about advanced A/Cs is just make sure you land with gear down and green.
Yeah, my instructor always says, "Make sure you put the gear down, 10 out of 10 times."
I had flown an Pipers,Cessnas etc, had a Chance to fly a T tail Piper Lance a complex air craft. I would have to get used to the gear & the Prop otherwise I was very happy. I had already flown aircraft that had required trim changes. The gear was the thing that bothered me most. I used the TMPFISCH checklist for take off. The guy in the right seat an instructor said nothing the whole flight. Like any aircraft . I was aware of how quick things could overwhelm you .If you get cocky that plane will bite you especially at busy times. I liked his response to his landing been there many times a great video. 2 things if Someone says they are a great pilot stay away,never worry about being scared, everybody gets scared occasionally
What was your experience like in the T-tail? Less effective at lower airspeeds, such as approach to landing? I never did like that fad in the Piper planes.
11/24/2019
When you are on the centerline ready for takeoff, stop and set the mag compass to runway heading indicated in airport diagram.
OMG
@@ctsteve1967 lol
I just changed flight school and the only plane they have is complex plain. The biggest challenge with arrow is higher speed in pattern and on final.since the plane does float well in the air like Worrier does.
When trimming the airplane for level flight why are you fighting the oscillations? Why wouldnt you use the control wheel to establish straight and level flight and then trim to reduce pressure. I'm starting my private flight training soon so this is an honest question.
Thanks for your question. It begins with aerodynamics- level flight is obtained when all opposing forces are equal- thrust = drag; lift = weight. This plane has a wider gap between climb speed and cruise speed, so as you push the nose down, to establish cruise, the reduced drag of the retracted gear allows the plane to gain more speed. More speed means more lift. Consequently, considerable nose down pressure and trim is required. Once the plane feels it has settled, it will still require more trim. Because of the faster speed, the plane will have a tendency to oscillate until the trim is fine tuned. It is a natural tendency of flying complex airplanes. Of course, the more frequently a pilot flies the airplane, the skill is developed of how much trim is adequate to transition into cruise flight. Good luck as you begin your training. Fly safe and have fun!
Great video 👍🏼
Thanks so much for watching!
If I were ya, I wouldn't be so sorry about that rough slam on touching down. All landing from where you can walk out the airplane walking, is a good one. Now, considering the very bumpy air and also that you are transitioning from some lighter aircraft to a heavier one, it is not a big deal. I think you're doing great. With my compliments to your instructor.
Thank you for the encouragement!
I'm doing my arrow complex training at the moment as well... Landing it hard in this plane. Skyhawks, warriors and archers just simply float down to a gentle touchdown... not the arrow. Lol.
Good job, arrows sink quick and you have to be ready for it.
Stable approach v unstable approach!
Would have been nice if this could have been a flight from a less busy airport so we could have understood more of the communications fro this particular flight. to ground. Way too many interruptions.
I’m sure it is for sure
Just got my PPL. And onto instrument I go
Complex takes some getting used to but pretty easy once you get the hang of it. Congrats on the PPL. Study hard for your instrument. Definitely one of the most challenging certificates to get!
Your 'over dubbing' is fine... But very low sound(s) from conversation in the cockpit....?
It all starts with a stabilized approach. you shouldn’t be trying to trim and add flaps on short final once you realized you didn’t have that stabilized approach go around. IT DOSENT MEAN YOUR A BAD PILOT IF YOU GO AROUND!!! A lot better the second time.
Thanks for the comment. A go around certainly would've been a good option. After all this happened, I realized that I was fixated on "fixing" the approach and sticking the landing, when I should've realized...
th-cam.com/video/Ccq30minme8/w-d-xo.html
Tar Heel Pilot Yea bro really like your videos I’m a pilot based out of NEW BERN, and I fly all over the state so I might catch you at a FBO sometimes.
Thank you and blue skies!
There’s always a debate of when to put the gear down. I look at putting the gear down right before I put your first notch flaps. You never know when the engine can quit and last thing you want is the gear down with the extra drag. On an IFR flight it’s usually good to put it down passing the IAF inbound and established not at the IAF before a course reversal. Moving right to left on short final, mixture rich, prop forward below 14” MP,; prevents prop over speed, gear down and adjust final power setting for airspeed and pitch 400 fpm decent. Any other thoughts?
Great production. Very nice audio mix. How many hours did you have to spend in duel flight to get that complex endorsement? That is my next challenge.
Thank you! The number of hours required to get your complex certification varies between you and the instructor, but usually occurs after 3 or more hours. I got mine after about 3 hours.
it requires 10 hrs complex training time working towards the CPL
kind of Stupid once trimmed and fly for 3 to 4 hours and worked the prop once.
I love an Arrow
Good to see you back!
Transitioning to my Piper Comanche 250, my instructor said, “stop trying to land it like the 172!” and like that it all clicked!
I'm against mounting any device (camera) so that it interferes with the visibility out of an airplane. An airplane at two miles can hide behind that GoPro.
Ask your instructor to show you where in the POH it says to use 25/25 for climb out.
No it’s not you make it as difficult as you want
Go Tar Heels
Cessna Drivers?? Ok unsubscribe :)