I own 1967 PA-32-300 that made its maiden flight after a very extensive annual yesterday. With 2 people it performed amazingly! But I ran out of nose up trim on take off and landing. I know its going to fly different than a small Cessna, but I never ran out of nose up trim in one if those. There was 2 of us in the front totalling 400 lbs. Nothing aft of that and nothing in the forward baggage, is this just the way it is when your not hauling anything?

Thanks

Is it rigged right to start with? Did you figure a weight and balance to see where it is? I'd say I'd be doing both of those right away....

Cherokee sixes and Comanches are all super nose heavy. You will also notice that if you get below 90kts in the pattern that the Cherokee will come down very fast. Always carry a couple cases of oil in the tail and you won't run out of elevator. The sixes are also bad about wheel barreling on the nose tire, best way to fix it is over inflate the mains, if not it's like flying a tail dragger. VGs will help with more elevator control at slower speeds.

hardtailjohn wrote:Is it rigged right to start with? Did you figure a weight and balance to see where it is? I'd say I'd be doing both of those right away....

As John suggests, an accurate formal W&B is where I would start.

I have some experience in PA32-260s, not in 300s. I don't think there's a lot of difference in the weight of the engines. The W&B with just 2 moderately heavy guys in the 260 is close to the front of the envelope, but trim was never a problem. I'm thinking either yours is well forward of the envelope (doubtful) or your trim needs adjusting, and I'd bet on the trim.

Cary

I have about 250 hrs in PA32-300. Nose can be a little heavy but never have run out of trim.
Tom

It's well within the CG limits but, With trim all the way back and 10% of flaps it does not leap off, you have to pull it into the air. And It's within Piper specs for rigging so I guess its just my inexperience with this beast. Its no 152!

TurboStinson wrote:It's well within the CG limits but, With trim all the way back and 10% of flaps it does not leap off, you have to pull it into the air. And It's within Piper specs for rigging so I guess its just my inexperience with this beast. Its no 152!

I would usually keep 2 case of oil in the back if your solo and if you are hauling two adults I would put them in the very back seats and remove the middle seats for extra leg room. It always seem to fly the best in that configuration.

What speed did your 6 stall at clean? I start to stall at 80 mph, so says the ASI.

TurboStinson wrote:What speed did your 6 stall at clean? I start to stall at 80 mph, so says the ASI.

The 6-260 I flew didn't begin to stall at 80 mph. Sure, the slower you go, the less effective the controls become, but that's not an indication of the wing stalling yet. As I mentioned in another thread about PA28s with the Hershey Bar wing, I flew the 6-260 at approach speeds of 70 mph light and 75 mph heavy. Granted I didn't get a lot of experience in the airplane, maybe 65-75 hours or a little more, but I think enough to understand it pretty well.

I suggest that you get up to a safe altitude AGL and practice some slow flight with and without flaps, and get a better feel for the airplane.

Cary

I have and it stalls at 80 mph my next step is to send in my ASI and have my pitot static system checked

I'm going to say more like 60-65 mph for a clean stall speed.

If it's reading 20 mph over in the stall, and you're watching the ASI on your take-off roll, you gotta really be dragging ass down the runway when you rotate, ASI indicating what should be proper speed. No wonder it feels funny.

Try flying it off just with feel, ignoring the ASI. See if it's as nose heavy when it lifts off when it feels ready.

Gump