Hello,
I bought the A2A Comanche 250 and I would like the advice of pilots of this type of aircraft regarding the use of the trim during landing.

At takeoff, I leave the trim in neutral, but during landing, if I'm in neutral, the aircraft is difficult to maintain on a 500 ft/min slope at 85-90 knots, and despite a flare, the aircraft bounces every time.

Thank you in advance for your help.

NB: If anyone is wondering: why not ask on the A2A forum?

Well, I tried. They sent me an email asking for written, signed, and postmarked permission from my parents... I am 72 years old, and my parents are deceased. So...

 

Hello,

 

I imagine it varies a bit based on weight, but I've just completed a flight and after touchdown the trim was around one 'line' nose up.  I hope that helps.

 

Cheers

I've never flown the Comanche, but I am a PPL and flew a Cherokee for many years. It really isn't complicated, trim is there so you don't have to fight with the controls, you trim so whatever state the plane is in will be maintainable hands off, or nearly so.

There is a certain amount of personal taste in trim as well, pilots will have a preference on how the plane feels to them on landing. Maybe you want more trim down and then have a sight pressure against that as you come in. But it should always be a light touch, hope this helps!

 

The only correct answer is to trim off the control pressure, so the aircraft maintains the attitude you want it in even if you take your hands off the controls.  Wherever that trim position is, is the correct position.  There's no need to reference the trim scale, because that position will vary on every single flight, based on CG and desired approach speed.  

While a few pilots have a preference for flying an out of trim airplane on final for some reason (having to hold constant pressure on the yoke), I don't know of an instructor that would teach or condone this practice.  I've never taught it.  The only correct state for an airplane to be in is in-trim, meaning you don't have to fight with it.

You trim for airspeed and at the same time reduce pressure from the controls. In you case you should trim for an approach airspeed like 1.3Vs0. While in simulator you cannot simulate control pressure you do can trim for airspeed.

11 hours ago, Area said:

, but during landing, if I'm in neutral, the aircraft is difficult to maintain on a 500 ft/min slope at 85-90 knots, and despite a flare, the aircraft bounces every time.

Thank you in advance for your help.

NB: If anyone is wondering: why not ask on the A2A forum?

Well, I tried. They sent me an email asking for written, signed, and postmarked permission from my parents... I am 72 years old, and my parents are deceased. So...

 

TBH, it sounds like you’re coming in fairly fast, and / or your glide slope / vvs is too steep over the threshold. A bounce on landing is indicative.  

I don’t have the POH handy, but a quick search says 75kts is only for a max weight fully configured landing. 

if you’re flying with the default half fuel, single pilot, no baggage, your aircraft is much lighter and therefore the speed should be quite a bit slower - like down around 60-65 kts, iirc. Check the POH vs your weight for best answer.

There are other variables to consider like winds and such, but check out going slower and ensure you’re using either ILS or at least the PAPIs, even if it’s a severe clear day.

and If you happen to be at an airfield with 4 PAPI lights, drag it in just a bit low with 1 white and 3 red and see if all that helps.

and like the other guys have said, good trim is essential to a stable approach where you’re not fighting the aircraft, and a stable approach is essential to a smooth landing. 😁🤙

Edited December 15, 2025Dec 15 by UrgentSiesta

Here's a copy of an IRL POH. It's for an airframe a year newer than the A2A model, but should be close enough for simulation use.

Fully configured stall speed is 55 kts, 62 kts flaps up. Approach speed is 71 kts @ 2900lbs (which is MAX weight, so 71 is the "maximum" speed you should be flying on final). So, yeah, your final approach speed of 85-90 kts is quite a bit too fast. 🙂

PA-250-POH.pdf

I'm wondering whether @Area is approaching at 85-90 knots or 85-90 mph, as the airspeed indicator in the A2A Comanche reads in mph. 71 knots is 82 mph, so the approach would still be too fast (especially given that the airplane is likely not at max gross weight), but not as egregiously as if it was 85-90 knots.

In any case, as @UrgentSiesta notes, a bounce is a sign that you're touching down too fast. Fly the approach slower (80 mph tends to work well for me) and hold the airplane off for longer before touchdown.

Also, from your description, it sounds as if you're saying you're having trouble keeping the speed under control on final. Can you verify that you have flaps fully extended?

8 minutes ago, martinboehme said:

as the airspeed indicator in the A2A Comanche reads in mph.

Thank you! That thought was tickling the back of my brain, but I couldn't remember offhand. I went with kts since that's the ref OP used. 🙂 👍

15 hours ago, Area said:

 

NB: If anyone is wondering: why not ask on the A2A forum?

Well, I tried. They sent me an email asking for written, signed, and postmarked permission from my parents... I am 72 years old, and my parents are deceased. So...

 

🤣🤣🤣

As a sidenote from a glider only pilot, in my landings, all gliders I fly or have flown, I always set the trim between a bit nose heavy to full nose heavy, depending on glider model and ballast... 

That's because I'm always afraid of getting distracted, specially when landing on small spots, and losing speed. I check the speed in the ASI as soon as I turn from base to final, and from there on it's only by visual references, but each glider has it's own visual references, and sometimes I am not that familiar with a prticular model with a particular GW...

Edited December 15, 2025Dec 15 by jcomm

I've carefully read all the comments, and there are too many for me to thank you all individually, so a big thank you to everyone for your opinions and advice.

I understand that you shouldn't fight the yoke; that's what I do when cruising by adjusting the power/trim, and without autopilot, I manage to keep the aircraft level.

I started this thread because in the POH (Product Owner's Manual), I read:
           Trim Tab .................................... Set for Landing
Not being a pilot, I didn't understand if, in real-life situations, the trim should be set to UP to compensate for the lack of power (power = speed), or if it should be set to DN (Direct Node), precisely so as not to have to constantly push the stick forward.

Edited December 15, 2025Dec 15 by Area

5 hours ago, Area said:

I've carefully read all the comments, and there are too many for me to thank you all individually, so a big thank you to everyone for your opinions and advice.

I understand that you shouldn't fight the yoke; that's what I do when cruising by adjusting the power/trim, and without autopilot, I manage to keep the aircraft level.

I started this thread because in the POH (Product Owner's Manual), I read:
           Trim Tab .................................... Set for Landing
Not being a pilot, I didn't understand if, in real-life situations, the trim should be set to UP to compensate for the lack of power (power = speed), or if it should be set to DN (Direct Node), precisely so as not to have to constantly push the stick forward.

Don't feel bad! A lot of primary students initially don't understand elevator trim. Basically instructor helps them with trim initially to let them concentrate on learning basic primary controls. The day a students discover trim is when their hand muscle start hurting from fighting control pressure! LOL Form that point forward there start using initially awkwardly but very quickly it become a second nature - they trim without even thinking about it.

Few points. When you fly you have three major component that you need to understand - pitch, power, trim. You pitch for airspeed, power for altitude and trim to solidify both. If you trim incorrectly you will either fight to pitch nose up or down.

 

Below is fragment from Comanche POH:

"

During the approach, the gear can be lowered at speeds

under 150 MPH, preferably on the downwind leg. Flaps should

be lowered on final approach at an airspeed under 125 MPH,

and the airplane trimmed to a gliding speed of 93 MPH. Nor-

mally about 12" MP should be maintained to give a reasonable

approach angle. RPM should be left at high cruising RPM or

approximately 2400. This propeller setting gives ample power

for an'emergency go-around and will prevent over-speeding of

the engine if the throttle is advanced sharply. The mixture

control should be kept in full rich position to insure maximum

acceleration if it should be necessary to open the throttle.

The amount of flap used during landings and the speed of

the airplane at contact should be varied according to the wind,

the landing surface, and other factors. It is always best to

contact the groundat the minimum practicable speed consistent

with landing conditions.

Normally, the best technique for short and slow landings

is to use full flap and a small amount of power, holding the

nose up as long as possible before and after ground contact.

Landing check list:

1. Mixture "RICH."

2. Propeller at high cruising RPM.

3. Electric fuel pump "ON."

4. Fuel selector on proper tank.

o5. Landing gear "DOWN" (under 150 MPH), check green

indicator light on and landing gear warning horn off.

6. Flaps full down or as desired (under 125 MPH).

7. Cowl flaps - open

"

Even though the Comanche is a "slow" plane, it can still be fast.  You really need to start slowing down early.  85-90mph is a bit too hot, not crazy but it isn't surprising that you are having trouble.  70-80mph is better.

My recommendation is to do what real pilots do.  Find a nice medium sized GA airport with light winds and just fly traffic patterns.  Do a dozen touch and gos until you get a better feel for it.  Get your landing speed right and then practice.  

There's also some good sim checklists on flightsim to that have more details on how specifically to fly the pattern and what speed to land at.  

I like this guy's checklist:

https://flightsim.to/file/59312/piper-comanche-250-checklist-procedures

Thank you