In article ,
Matt Whiting wrote:

Ron Garret wrote:
In article ,
Matt Whiting wrote:


Ron Garret wrote:


In article ,
Matt Whiting wrote:



Ron Garret wrote:



In article ,
Thomas Borchert wrote:




Matt,




What I don't know is what the stall characeristics are.


Utterly harmless. Just mushing down.


FWIW, my experience in the SR-22 is that it's easier to land than a
C182RG. I porpoised that damned 182 more times than I can count.

What do you mean by porpoise? Landing on the nosewheel (we call that
wheel barrowing in my neck of the woods)? Getting into a PIO?


I'm not entirely certain. This was a long time ago. All I can remember
is bouncing along the runway cursing up a blue streak. It was probably
wheelbarrowing because I finally fixed the problem by figuring out that
I needed to really haul back on the yoke in the flare. Landing a 182
can really bulk up those biceps. (My instructor recommended that I trim
it nose high, but I decided that was a really, really bad idea because
if you had to go around you'd need to push forward awfully hard to avoid
a power on stall. If it's a choice between a bounced landing or a POS
close to the ground, well, you decide.)

No offense, rg, but if this is the case then you need some serious
weight training. I could flare my 182 with two fingers and hold enough
forward pressure for a full-flap (and this was with the full 40 degree
flaps available in 1967) with the thumb of my left hand.


This was a 1978 182RG. Coincidentally I've actually flown a 1960's
vintage non-RG 182 as well. Theoretically they are supposed to be the
same airplane, but the two handle very differently in the flare.

No doubt. My 182 handled quite differently when loaded towards forward
cg vs. rear

Yep, that made a big difference too. My instructor weighed about 300
pounds, so flying with him an no one in the back seat was pretty much a
worst case scenario in CG terms.

And usually you can get
a good feel for the control force requirements during the takeoff so
what is required to flare shouldn't be a big surprise.

Not really. During takeoff you've got it trimmed for climb.

But even if it
is a surprise, get over it quickly and pull as hard as you need to pull
to get the nose into the proper attitude for landing.

Yeah, well, I finally did figure that out.

FWIW, I'm not the only one who had trouble landing that plane. We had
to replace the tires every few weeks because people kept putting bald
spots on them (I think there might also have been problems with the
brakes as well, but there was considerably controversy over this). One
person landed so hard they had a prop strike. Amazingly, they actually
landed successfully, parked, and then FLEW BACK HOME with the tips of
the prop (about four inches worth) bent backwards at 90 degrees! I
would love to have been a fly on the wall when the club flight director
learned about that.

rg