Piper ARCHER III - Stopping Engine

The mixture control should be kept in full RICH position to insure
maximum acceleration if it should be necessary to open the throttle again.
Carburetor heat should not be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which may
be critical in case of a go-around. Full throttle operation with carburetor heat
on can cause detonation.
The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice to
contact the ground at the minimum possible safe speed consistent with
existing conditions.
Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight
path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel
pump ON. Reduce the speed during the flareout and contact the ground
close to the stalling speed. After ground contact hold the nose wheel off as
long as possible. As the airplane slows down, gently lower the nose and apply
the brakes. Braking is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong crosswinds, it
may be desirable to approach the ground at higher than normal speeds with
partial or no flaps.
4.33 STOPPING ENGINE
At the pilot’s discretion, the flaps should be raised and the electric fuel
pump turned OFF.
NOTE
The flaps must be placed in the UP position for
the flap step to support weight. Passengers
should be cautioned accordingly.
The mixture control should be kept in full RICH position to insure
maximum acceleration if it should be necessary to open the throttle again.
Carburetor heat should not be applied unless there is an indication of carburetor
icing, since the use of carburetor heat causes a reduction in power which may
be critical in case of a go-around. Full throttle operation with carburetor heat
on can cause detonation.
The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice to
contact the ground at the minimum possible safe speed consistent with
existing conditions.
Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain the desired airspeed and approach flight
path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel
pump ON. Reduce the speed during the flareout and contact the ground
close to the stalling speed. After ground contact hold the nose wheel off as
long as possible. As the airplane slows down, gently lower the nose and apply
the brakes. Braking is most effective when flaps are raised and back pressure
is applied to the control wheel, putting most of the aircraft weight on the
main wheels. In high wind conditions, particularly in strong crosswinds, it
may be desirable to approach the ground at higher than normal speeds with
partial or no flaps.
4.33 STOPPING ENGINE
At the pilot’s discretion, the flaps should be raised and the electric fuel
pump turned OFF.
NOTE
The flaps must be placed in the UP position for
the flap step to support weight. Passengers
should be cautioned accordingly.
SECTION 4
PA-28-181, ARCHER III NORMAL PROCEDURES
SECTION 4
PA-28-181, ARCHER III NORMAL PROCEDURES
ISSUED: JULY 12, 1995 REPORT: VB-1611
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ISSUED: JULY 12, 1995 REPORT: VB-1611
4-25