Ewfflyer

I have never had the issue you implied by the gear position lights, maybe too many people are popping the lights in and out and might've damaged the whole unit. Flight schools do fun things to planes that we might not see in other area's.

As far as the lever on the floor, it's standard on all the PA28/PA32 lines, it's just where they put it. I also haven't seen anyone step on it either. I guess as far as the whole thing you should include in your prefright, I mean preflight check that the lever is in the appropriate position, because in the unlikely even on the ground that it is not, there is a highly random chance the gear could fold then also(it'd literally have to be a failure of the down-locks, but Murphy's law is in effect here). It should've also been caught when the gear warning didn't go out. I always taught that when you raise the gear, keep your hand on the gear lever until you verify the gear is up/down, then you can move your hand. Pausing a few seconds to verify the light out/pump-off will ensure this.

On test flights I have had the pumps continue to run, so that is why this technique works very well for my applications, and I see it working well with the students and customers I have taught. I agree that the position of the panel mounted lever is nice, but just where they always had it in the Arrow.

multipilot

That could be the case with the gear lights. I didn't push it any harder than what's required to pop it out.

As far as the emergency gear down extension knob goes, we/they bumped into it just enough so that when you raise the gear the gear warning light would go out, but it would slowly relieve the pressure over a short period of time and then the pump would kick back on.

This is our only complex single engine airplane. So when you have 50-100 students flying one airplane, Murphy as well as the law of averages catches up to a little sooner. We're doing 100 hr inspections on this plane just about every two - three weeks.

Moonwolf

On the older Arrow's with the automatic gear extender or "magic hand" (which i've never heard of, but is pretty clever) there is an system override switch on the lower console by the flaps. You can basically turn off the automatic gear extender, so you can perform your stalls/slowflight etc in peace. I

About the power settings I agree with the above, but for Chandelles, I've always used climb power: 25'/2500 rpm. Not full throttle/prop.

DC2495

Problem with the override is you have to hold it in the up position. It is usually a serious pain in the tail.

I would also offer the definition of a chandell to help determine the proper power setting. It is a "maximum" performance climbing 180 degree turn in either direction. Due to the definition, full throttle and prop full forwrd is required. It's really hard to get maximum performance out of cruise climb power.

the King

I liked the emergency gear lever on the floor. It was easy to pop it down while students aren't looking to simulate a failed retraction. Always had it done to me while training, and always did it to students. Makes you troubleshoot (to see if you know the system) and can check to see if the student is paying attention. I had a couple that just flew around for a few minutes before they caught on. If you worry about the hydraulic power pack, then there is a circuit breaker that can cut it off. It's hard to see from the left side so that makes it a good way to simulate a gear extension failure as well.

OscarOscar

From a poster (midlifeflyer) on another forum (FI):

Scroll down to V-speeds & Maneuver.

Docs and Info


AND

http://www.aerotech.net/stuffforCFI/..._COM_8162S.pdf

Hope this will help others.


Thanks.



EDIT: the aircraft is a PA28R-201, I forgot about the 1, it's been a few years since I've logged that type.


OO.