Grumman Cheetah - differences from a PA28-140

[piesupper]

Ive been offered the chance to get some right-hand seat time in a Grumman Cheetah. As a stalled (due to lack of cash) PPL sudent, this seems like a very nice offer. Almost all my existing 50 hrs have been on a PA28-140 so obviously there will be a few differences. What advice can the Pprune community give me? I'd like to get some homework done so when I go up for the first time I can make the most of the opportunity. I am reasonably confident that I won't forget all the Cherokee knowledge I have gained when finances permit going back to the club to resume 'formal' training. However in the meantime I get the chance to regain some kind of currency (and enjoy myself into the bargain).

[High Wing Drifter]

I would be suprised if anybody can add to anything that was written here

[piesupper]

excellent stuff, thanks :-)

whats the problem with the flaps switch?

[Big Pistons Forever]

The flap switch is a spring loaded three position toggle (travel up, travel down, and centre off). You hold the switch in the desired direction untill you get the flap setting you want. The problem occurs is if the switch is worn you can put the flaps down, return the switch to neutral but have it slip to the up position which then retracts all the flap you just put out . The good news is the flaps are not very effective so if this happens to you it is not a big deal.

As for the differences between the PA 28-180 and the Tiger.

Well if you gave a Piper a canopy so you could actually see out, delightfully light controls, and another 20 kts of cruise I guess the ony difference would be the tiger looks better

The single engines Grummans have a outstanding type club. If you are contemplating flying and or owning one I would recommend you join. Their web page is at www.aya.org

[Newforest]

http://p.webring.com/hub?ring=grumman

This is the ring for all Grumman enthusiasts, well worth checking out. I used to own an AA5.A, hope to get back in soon!

[flying snapper]

I did almost all of my training on Grummans at Prestwick and found them to be more responsive than the Pipers. The flap switch is certainly a bit of a catch-out for the unwary. I have found myself on final with no flap down as the spring-back had sprung back to the "flaps-up" position. This was rather embarrasing on my skills test! Thank you to the understanding examiner! Steering by differential braking is a skill you develop pretty quickly. Brakes can be troublesome if not maintained well (ours are)

What I really like is the canopy, slides back a bit like a Spitfire! (very few other similarities, .303 Brownings - not so good) The Pipers single door on the passenger side is a concern, I wouldn't like to get out in a hurry with the mother-in-law in the way.

I was told that if you can fly a Grumman well, then you can fly pretty much anything else, I am not sure about this as I have little experience of other types. I do like India November though I suppose you get attached to the 'plane you fly most.

[High Wing Drifter]

I was told that if you can fly a Grumman well, then you can fly pretty much anything else

In a similar vein I was told that once I learnt tailwheel I would never do a bad tricycle gear landing again. First subsequent flight in an Arrow, after we 'touched' down I was half expecting the tower to ask "Are you OK?"