Piper Pacer V-speeds

I may have the opportunity to ferry a Piper Pacer in the next 10 day
Can anyone provide the requisit v-speeds?

The POH should be in the aircraft... or information posted in the aircraft.

But being an old aircraft they may not be.. based on the certification
standards when it was produced.

BT

"jsmith" wrote in message ...
I may have the opportunity to ferry a Piper Pacer in the next 10 day
Can anyone provide the requisit v-speeds?

The aircraft is 100 miles from me. I wanted to brush up before the flight.

BTIZ wrote:

The POH should be in the aircraft... or information posted in the aircraft.

But being an old aircraft they may not be.. based on the certification
standards when it was produced.

BT

"jsmith" wrote in message ...
I may have the opportunity to ferry a Piper Pacer in the next 10 day
Can anyone provide the requisit v-speeds?

In article , jsmith wrote:

I may have the opportunity to ferry a Piper Pacer in the next 10 day
Can anyone provide the requisit v-speeds?



Be prepared for an aircraft with poor control feel, due to the bungee
interconnect between rudder and ailerons.

It has a rather high sink rate, due to a lot of drag and not a lot of
wing.

I never really liked the Tripe, but it was a cheap way to fly!

jsmith wrote:

I may have the opportunity to ferry a Piper Pacer in the next 10 day
Can anyone provide the requisit v-speeds?

Cruise ~ 110mph
Pattern 80 mph
Vso & three-point landing speed ~55mph
Dont even think about trying wheel landings

MikeM
Pacer '00Z
http://home.utah.edu/~mgm17160/Island/flying.jpg

"MikeM"
Cruise ~ 110mph
Pattern 80 mph
Vso & three-point landing speed ~55mph
Dont even think about trying wheel landings

I'm curious, what's the thinking/experience behind wheelies? Squirrelly?
Prone to nose over? ??

BTW, I used to get glider tows (!!) behind one. What a horrible tow plane.
But sexy. I guess that's part of why I have a Maule. Beauty in the
eye..... and all that.

Maule Driver wrote:

I'm curious, what's the thinking/experience behind wheelies? Squirrelly?
Prone to nose over? ??

Tall gear, narrow gear, springy bungees, short coupled
(dist from mains to tail-wheel), high CG, short wings,
fuel load inboard (low rotation moment of inertia),
relatively big rudder area (crosswinds). It takes a
good 30 hours in a Pacer to get "happy feet". Wheel
landings should not be attempted until good tail
wheel skills are firmly ingrained.

No real reason for doing wheelies anyway, except for proving
manliness (and possibly night landings, so the landing light
shines down the runway).

Mine has agressively drooped wingtips, and lands so
slow that in heavy cross winds the best strategy is to land the
tailwheel first, followed by the upwind main, finally followed
by the downwind main. The steerability of the tail wheel
helps keep the tail from weathervaning.

MikeM
Pacer '00Z

"MikeM" wrote in message
...
Maule Driver wrote:

I'm curious, what's the thinking/experience behind wheelies?
Squirrelly?
Prone to nose over? ??

Tall gear, narrow gear, springy bungees, short coupled
(dist from mains to tail-wheel), high CG, short wings,
fuel load inboard (low rotation moment of inertia),
relatively big rudder area (crosswinds). It takes a
good 30 hours in a Pacer to get "happy feet". Wheel
landings should not be attempted until good tail
wheel skills are firmly ingrained.

No real reason for doing wheelies anyway, except for proving
manliness (and possibly night landings, so the landing light
shines down the runway).

Mine has agressively drooped wingtips, and lands so
slow that in heavy cross winds the best strategy is to land the
tailwheel first, followed by the upwind main, finally followed
by the downwind main. The steerability of the tail wheel
helps keep the tail from weathervaning.

Not too different from the Maule in some respects. Maule may be a little
more stable in winds and stuff. No reason to ever 2 point I've ever found
except if landing with a flat tailwheel. No matter what the wind, 2 point
with the downwind wheel down last of course. Tail wheel first is good way
to ensure no bounce but I never do that anymore. Weathervanes like an SOB
in high winds.

Thanks!

Orval Fairbairn wrote
jsmith wrote:
I may have the opportunity to ferry a Piper Pacer in the next 10 day
Can anyone provide the requisit v-speeds?

Be prepared for an aircraft with poor control feel, due to the bungee
interconnect between rudder and ailerons.

First off, there never was a bungee interconnect. The TriPacer has
(by default - there is an STC to remove it) a spring interconnect
between the rudder and aileron cables located directly aft of the
baggage compartment. The Pacer does not.

I've flown both, and for yank-and-bank I prefer not to have them. For
long XC (especially IFR) flight they are a blessing.

It has a rather high sink rate, due to a lot of drag and not a lot of
wing.

Actually, it's mainly the flaps; designed to get you into tight
obstructed strips with a minimum of fuss so of course that means high
sink rate. If you don't like the high sink rate, land flaps up.
Either way, approach speed is 75-80 mph. Watch it on the early models
- their Vfe is 80 mph!

A good place to get the limiting speeds is the TCDS - available on
line at
http://av-info.faa.gov/.

Michael

(Michael) wrote in message . com...
First off, there never was a bungee interconnect. The TriPacer has
(by default - there is an STC to remove it) a spring interconnect
between the rudder and aileron cables located directly aft of the
baggage compartment. The Pacer does not.


This brings up an interesting question. Most folks I know that have
converted Tri-Pacers to taildraggers now call them Pacers. I believe
there are more PA22/20 conversions than there are actual PA20s. That
being the case, do you know if the PA22/20 conversion removes the
interconnect? If not, the I'll bet a lot of "Pacers" could be said to
have the interconnect.

John Galban=====N4BQ (PA28-180)