Centurion wrote:
Mortimer Schnerd, RN wrote:


Paul Tomblin wrote:

So now we're looking at replacements, and one type of plane that people
keep mentioning as a possibility is the C-182 or C-182RG, because it has
similar performance to our Dakota, but better interior room. I've never
flown a high wing before. Is there any tips or hints you could give me
to help the transition?

Cessnas as a general rule glide better than Pipers. I generally chop the
throttle on final when I'm still a couple of hundred feed shy of the
threshold... something I wait a while longer to do when I fly Cherokees.


Eeek. Try that little "throttle-chop" manoeuvre in a heavily loaded C206 or
C210 or even a C208B If your idea of a smooth, controlled landing
involves folding the undercarriage, then go for it.

PEDANT
I've never flown any aircraft at the manufacturer's numbers and had good
results from "chopping" the throttle on short final unless I'm either hot
or high (or both) - although the C208B's PT6A is a little more forgiving as
it spools down....until you pull it into flight idle (alpha-range), then
you're screwed. But if I'm hot and/or high, I'm not operating per the
manufacturer's numbers am I?
/PEDANT

I don't use the throttle chop maneuver in most airplanes either, at
least not as defined above. I "chop" the throttle abeam the desired
touchdown point while on base leg. I then glide the Cessna all of the
way in. No throttle left to chop on short final. This works at any
airport large or small. The only exception is if they ask you to fly an
extended downwind or vector you onto final a long ways out. I then will
fly a power on approach until short final and throttle back then. This
works great in the 150 through 182 series, but I haven't flown any
larger Cessnas so I've no experience in the 200 series.

I do use the above procedure in the Arrow I know fly. It was "upgraded"
(what a mistake) to a three-blade prop last year when the two-blade
failed inspection. It now has so much drag at idle that you almost
can't fly a power-off approach. I was finally able to fly a couple a
few weeks ago when I was out practicing T&Ls after a too long winter,
but I had to fly a very close in downwind and then turn base almost
immediately after cutting power on the downwind. That was the only way
to make the runway without adding power. The approach angle is
impressive I must admit.

So, in this airplane, I normally carry 18" or so on approach and then
reduce to idle over the threshold. This works fine in this airplane as
long as you keep the nose down and don't commence the flare 30' in the
as some do. I was taught to begin the flare at about 10' when learning
in the 150 and have maintained that technique to this day. Likely not
suitable for larger aircraft, but works great for the airplanes I've
flown, especially into the shorter fields.


But, in the event of an engine failure (in a single), I'd rather be in a
Cessna over a Piper, and I'd rather be in a Piper over a Socata
TB-series :P

That's for sure. The Cessna's I've flown glide better than the Piper's
I've flown and the high wing makes location of a suitable landing site
much easier. The Arrow I now fly would be downright hazardous in an
emergency landing. You have limited glide range and lots of drag.


Matt