Piper Archer III
Freedom of Flight!
The fuel-injected Lycoming IO-360 delivers smooth and reliable performance.
Combined with a fuel burn at cruse of around 8 GPH, easily reach many popular destinations without the need for a fuel stop.
Full fuel and room for the family along with reasonable baggage for your next adventure.
4 – Seats
FROM THE FLIGHT DECK
Dual Garmin G5's
The 180 horsepower Piper Archer III, complimented with two of the latest primary flight displays, Garmin G5’s, makes for one great leasure, and cross country flight plane. Truly a one stop shop for advanced avionics, speed, and great views! Some excellent features about the Garmin G5’s is the top centered one is used as your attitude indidcator, such as the primary flight display of the G1000. It displays your airspeed in the format of a tape on the left side, your altitdue in the format of a tape on the right, and your conventional attitude horizon refrence display in the background. The bottom center G5 is the HSI, also known as the horizaontal situation indidcator, which displays a compass in the background, GPS and VOR over lays ontop of the compass, and bearings accompanied with ground speed on the corners of the HSI. The added situational awarness of the G5’s makes for a more intuitive dream to fly.
FROM THE FLIGHT DECK
You may notice a triangular wedge-shaped strip on the leading edge your aircraft, this is called a stall strip, its is quite ingenious. The purpose of this clever piece of engineering is to improve the predictability and controllability of the aircraft during stalls, resulting in stalls that are less likely to result in a spin, and thus safer stalls.
The stall strip works by initiating airflow separation on a controlled section of the wing at a predetermined angle of attack; stalling the wing root prior to the wing tips, while causing the stall at a slightly higher airspeed, doing so makes possible continued aileron control during scenarios such as one wing dropping more so than the other, while reducing the possibility of entering a spin.
It’s important to note, use of aileron control is not recommend during stalls or during stall recovery. Remember the ailerons deflect airflow in such a way that the angle of attack is increased on one wing, while decreased on the other, normally this results in roll movement of the aircraft, during a stall increasing angle of attack on a wing that is otherwise at, near, or already stalled, may inadvertently cause a spin, and should be avoided. Proper stall recovery requires use of the rudder, which is a control surface that is not stalled and therefore the correct recovery technique for responding to adverse yaw.