1. Use two notches of flaps even on a long, paved runway. The plane jumps off the runway and climbs like a rocket.
2. Raise the nose and wait a few seconds -- the Cherokee really will fly off, but it takes a bit longer because of the higher stall speed.
I dislike 1.) a bit because I'm loosing speed.
Right, but you're also lowering your stall speed, so the two balance each-other off nicely. The flaps on the Cherokee are much smaller than the flaps on a 172, so two notches (25 degrees) isn't as much as you think.
In case of an engine
failure after liftoff I might get into serious trouble when I have the
flaps set.
Why? Your gliding distance will be slightly reduced, but so will your stall speed. From what I've read, when people die from an engine failure after takeoff, it's usually from a stall-spin from trying to turn back or stretch the glide too far, not from a collision with trees or buildings.
Number 2.) bears the 'risk' of going 90 kts and still having your feet on the ground :-)
The Archer is almost identical to the Warrior except for an extra 20 HP in the engine. If you raise the nose at 55 kt and hold it there, you will fly off by 65 kt even at 2440 lb (the Warrior's maximum gross weight; you might need to be a little faster if the Archer is loaded up right to gross).
The Archer accelerates a bit faster than the C150 (what I'm used to). Rotating at 65 kts and liftoff _before_ 70 kts - as requested by my instructor - leaves very little room for a smooth transition .... but I'll accept this challenge :-))
That sounds awfully fast for a lightly-loaded Archer. Rotating at 55 kt and lifting off at 60-65 (no flaps) is a bit more reasonable, and that still has a bit safety margin built in. Check what the POH says, but also remember that the POH was written for a plane loaded right up to maximum gross weight of (I think) over 2500 lb.
My Warrior's POH says to rotate between 45 and 55 kias with no flaps at 2325 lb gross weight.
In landing, you have to keep up your approach speed right to the pavement. You cannot do a high, gradual roundout like you do with a 172 or you'll drop it in from a few feet up, because the speed decays so fast in the flare (especially with full flaps).
We use three notches of flaps and I am happy to say that landing with the PA28 feels _much_ easier to me than with one of the Cessna's.
I'm glad to hear. It's certainly a different experience -- without the long float in the flare, a spot landing is much easier.
All the best,
David
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