Good job with use of ground effect to allow deceleration on short final. Much less flap effectiveness than Cessna 40 degree Fowler flaps, but the short and fat Cherokee wing allows us to slow well below normal POH approach airspeed with dynamic power to nail glide angle and rate of descent. Steeper glide angle is easier to manage because we can get a good sink going bring the throttle well into dynamic control. We crop dusters and pipeline patrollers use your shallow approach, but deceleration on short final is tougher because the apparent rate of closure increases very rapidly when low. Using the apparent rate of closure with the numbers allows safe deceleration coming into ground effect. Of course all landings, save high headwind component landings, touch down well below Vso due to flying more efficiently in low ground effect. Using apparent rate of closure to decelerate safely makes it unnecessary to round out, close throttle, and hold off burning up lots of runway. If we have to close throttle to touch down "in a three point attitude, all slowed up and ready to squat," as Wolfgang puts it, we are going too fast.
I kept him in the back to keep the CG more optimal, the first approach was me assessing runway conditions and windsock direction since there is no AWOS channel.
Rather a non-standard pattern entry... to a Private airfield. I liked taking the flaps off, putting the weight on the wheels to stop on the short strip. Last time I went in there it was in a Cardinal RG... Hammer
Wait, why did you put flaps up as soon as you touch down? Normally, I keep it down until I bleed all the airspeed. If I put it down that fast it’s usually a touch n’ go.
Great job Mr.!
Impressive. You look calm and relaxed. Myself- not so much on a 1300' runway. Great job!
Good job with use of ground effect to allow deceleration on short final. Much less flap effectiveness than Cessna 40 degree Fowler flaps, but the short and fat Cherokee wing allows us to slow well below normal POH approach airspeed with dynamic power to nail glide angle and rate of descent. Steeper glide angle is easier to manage because we can get a good sink going bring the throttle well into dynamic control. We crop dusters and pipeline patrollers use your shallow approach, but deceleration on short final is tougher because the apparent rate of closure increases very rapidly when low. Using the apparent rate of closure with the numbers allows safe deceleration coming into ground effect. Of course all landings, save high headwind component landings, touch down well below Vso due to flying more efficiently in low ground effect. Using apparent rate of closure to decelerate safely makes it unnecessary to round out, close throttle, and hold off burning up lots of runway. If we have to close throttle to touch down "in a three point attitude, all slowed up and ready to squat," as Wolfgang puts it, we are going too fast.
Another Excellent++ video, unstabilized approach? Great visuals - even with production team riding in the back!
I kept him in the back to keep the CG more optimal, the first approach was me assessing runway conditions and windsock direction since there is no AWOS channel.
Rather a non-standard pattern entry... to a Private airfield. I liked taking the flaps off, putting the weight on the wheels to stop on the short strip. Last time I went in there it was in a Cardinal RG... Hammer
excellent.. Well done to all
🔥
Wait, why did you put flaps up as soon as you touch down? Normally, I keep it down until I bleed all the airspeed. If I put it down that fast it’s usually a touch n’ go.
Putting weight on the wheels, dumping all lift..if your landing was right at stall speed then good.
Max braking requires max weight on the tires which flaps wont allow, also notice max elevator on roll out.
Ok that kinda makes sense. Short field landing - dump the flaps as soon as applicable to lose the lift.