High-Wing TO Low-Wing

Windchill

Windchill

Well-Known Member
This weekend I'm going down to Winchester (OKV) to get checked out in their Cherokee 140. The flight school I rent from only has high-wings 2-172s and 1-182RG.

I wanted to expand my horizons, learn new things, get a different perspective.

Any advice for transitioning from a high-wing a/c to a low-wing?
 
The brakes and steering on the ground are different in pipers. It is less of a "turn on a dime" effect as in the cessnas.
 
I LOVE the low wing Pipers and Arrows after training in the 172. The cockpit just seems bigger and the visibility is a lot better in my opinion.
 
Cherokees actually have a slightly narrower cockpit than 172's. I would imagine that the cherokee 140 is a less than stellar climber (although that's pure speculation having never flown one)....luckily I've managed to stay out of anything weaker than a PA28-161 warrior. Even so, we're lucky to get 500 fpm out of the warrior with a full load.

All in all I prefer the 172....really the best trainer IMO. Easy to get in and out of, can carry a pasenger in the rear if you want, decent range and cruise speed, simple to operate and ubiquitous. I've found the 172 to have a higher cruise speed and better climb rates than the warrior as weell.

A PA28-180 is a nice machine though......
 
I had been training at my flight school in the Piper Cherokee prior to August. In August I attended a camp at Daniel Webster College and flew my first 172R. I did enjoy it because of the condition it was in (2000 model). I also enjoyed being able to fit someone in the back with plenty of room for them. But I must say, that the visibility oh the High-Wing did bother me. I also enjoy the way the PA-140 handles over the Skyhawk. I think the 172 is an excellent plane and I could easily adapt to it for my training. Which I very well may, but that's another story..

For me, my preference is the Low-Wing Aircraft.
 
For me the biggest thing was I kept thinking I was gonna smack the nose wheel during the flare. Other than that, it wasn't that big of a deal. I did notice that the Seneca drives like a semi on the ground compared to the 172.
 
Thanks for all of the insight, I'm looking forward to it.

How about regarding fuel? The high-wing is gravity fed and I always keep it on both . . . is that going to be a significant difference switching over?
 
Just remember to turn on your fuel pump before switching tanks, before landing, and check that fuel pressure
 
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Just remember to turn on your fuel pump before switching tanks, before landing, and check that fuel pressure

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And most importantly before takeoff.

Rule of thumb I use on tanks with no 'both' setting. Right tank from top to bottom of the hour, left tank bottom of the hour to top. Look at an analog watch, and you'll see what I mean. If it's a digital, well you're on your own. /ubbthreads/images/graemlins/smile.gif
 
I'll echo most of the other comments. The two primary issues when transitioning from a CE-172 to a PA-28 are the view during landing and fuel management.

The PA-28 series tend to land flatter than the equivalent Cessna. Depending on seat position, for most of us the proper touchdown position is with the nose covering the end of the runway. In a Piper, you will still be able to see the runway in front of you.

Hint for all transitions to new tricycle airplanes: notice the position of the nose when the mains first leave the ground on takeoff. That's the view you want when landing it.

The other issue is fuel management. Because of the low fuel tanks, gravity feed no longer cuts it, so you need to use the auxiliary fuel pump for takeoff, landing, when switching tanks, and most maneuvers (like slow flight and steep turns). Every time you flip that fuel pump switch on or off, it should be accompanied by looking at the fuel flow gauge to confirm everything is working properly.

And, of course, you'll have to switch tanks periodically. I also use the analog watch method - big hand on the watch points to the tank in use.
 
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we're lucky to get 500 fpm out of the warrior with a full load.


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Ain't that the truth?!?!?!

I still love the Pipers over the Cessnas for visibility, but the Warrior is anemic in a climb as compared to a C172. The Arrow, however.... now that's a whole `nuther ball game. /ubbthreads/images/graemlins/cool.gif

However, when I'm turning downwind to base/base to final, I prefer the visibility that the low-wing affords me.

Just a preference.

R2F
 
I'm a 'low wing' guy too, but most of my light recip time is in high wings so it's a little more familiar.
 
You'll have to get used to seeing more stuff, especially in turns. And get used to actually seeing fuel in the tanks, rather that in a straw. One door is the norm on the PA28 models. Feels more car like inside, and less bathtub like. A 140 doesn't climb all that well with more than 1 or 2 people. 180HP is where the PA28 line starts to do good, but it is all about a PA28-235 /ubbthreads/images/graemlins/smile.gif

You will feel ground effect a little sooner on landing, and it'll want to go up out of it on takeoff quicker. Just a little closer to the ground so that pad of air under there has a little more push. Practice short field and soft field takeoff and landing techniques as much as you can right away, and that'll let you feel the main difference. And when flying those in the pattern, don't forget you can always see where the runway is! /ubbthreads/images/graemlins/smile.gif
 
Okay, let's see if I recapped correctly:

1) I will be able to see more/better--particularly landing and turning

2) There is no "both" option for selecting fuel tanks

3) I need to use the fuel pump before taking off (how about engine starting, what's feeding the engine), when switching tanks in cruise (so you switch tanks, turn it on, verify flow, then turn it off?), and before landing

Another question: how do you troubleshoot if the pump seems to be inop? Open tank and bank to feed fuel to the engine?
 
All airplanes have an engine driven fuel pump.

Low wing airplanes must also have an electricaly driven boost or auxiluary pump.

High wing aircraft use graviety feed for a backup.

You should see a spike in fuel pressure when you turn on the boost pump.
 
I like high wings because you get a better view, but it feels weird landing in a cessna though, I like low wing because it feels like a"real" airplane, and it feels much more right when landing. I've flown a Grummen T-cat and im currently working on the C 172sp, switching to the 152. But hey as long as its got wings /ubbthreads/images/graemlins/smile.gif
 
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I like high wings because you get a better view

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Better view of what?
The underside of the wing?
You like looking down at the gear or something? /ubbthreads/images/graemlins/spin2.gif

Don't need a ladder to preflight a small low wing.
 
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I like high wings because you get a better view

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Better view of what?
The underside of the wing?
You like looking down at the gear or something? /ubbthreads/images/graemlins/spin2.gif


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/ubbthreads/images/graemlins/grin.gif /ubbthreads/images/graemlins/grin.gifFunny you mention that...this week, with each 152 flight (no wheel pants), I've had a strange fixation on the wheels during touchdown!! /ubbthreads/images/graemlins/grin.gif
 
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3) I need to use the fuel pump before taking off (how about engine starting, what's feeding the engine), when switching tanks in cruise (so you switch tanks, turn it on, verify flow, then turn it off?), and before landing

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Yeah, you'll need that pump on for starting. It's how you prime the engine. I'd turn the fuel pump on BEFORE switching tanks, other than that, you've got it.
 
Now Lloyd, you're not supposed to land that way. Puts flat spots in the tires /ubbthreads/images/graemlins/smile.gif
Look out the front window doesn't mean the one in front of you, it is supposed to be the one between you and the prop /ubbthreads/images/graemlins/tongue.gif
 
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