Power settings for 182RG

I get around 13.8-14 gph in cruise. I lean using the
TIT, I generally run at 25"/2200/1400 on the TIT.
Any higher gives me rough running. No doubt (as
people have told me) there is a tiny induction leak
somewhere, but my mechanic hasn't found anything.

By the way for people who are interested in the
finer points of flying 182s (or any other Cessna) this
kind of discussion goes on all the time in the Cessna
Pilots Association groups - www.cessna.org . If you
fly a Cessna you should probably think about joining.

John

"Michael 182" wrote in message
news:XMJ0c.15846$PR3.412249@attbi_s03...
I have the same plane, and I fly the same numbers, maybe a little closer
to
square in cruise. Just out of curiousity, what are you getting for fuel
burn? I seem to be getting around 14.5 - 15 gph at 10,000 ft during
cruise,
75 degrees rich of peak.

Michael


"John Harper" wrote in message
news:1078159138.642961@sj-nntpcache-3...

My settings are 18" for the pattern, with gear and 10 deg
flaps, and 15" on final. I cruise at 25"/2200, which is OK by the
POH and both quieter and cheaper than a "squarer" figure
of 24"/2300. Climb at 25"/2400. Cruise descent at 23"/2500 which
keeps things just below yellow line. 15" for an ILS final.

John

You mean 41 IAS / 49 CAS...? In which case,
as I said, 55 is just slightly over 1.1 Vs0. It's
certainly your right to fly approaches however
you want, but unless runway length is really
an issue I'd prefer to be a bit faster. 65 on short
final gets me comfortably off the runway in 1200'
with no wind.

John


"john smith" wrote in message
...
John Harper wrote:
55 seemed awful low to me too (I fly a TR182). It is only
1.1 Vs0 - doable of course if you need to get into 800'
but close to the edge. I aim for 70 on short final and
65 over the threshold, using 15" and full flaps (and the gear!)
on final.

65 base to final slowing to 55 OVER the numbers.

Before I get flamed... yes, I know Vs0 is 39... IAS, not
CAS. CAS is 49. And the wings don't know about IAS,
only CAS.

39 IAS WITH power. 41 CAS/49 IAS power off.

Jim wrote:
Power to weight ratio.
172 has a smaller wing and a smaller engine

Jim,

Not quite. The 172 and 182 share the same wing area, a factor that has
nothing to do with power-to-weight.

Happy Flying!
Scott Skylane

John Harper wrote:

By the way for people who are interested in the
finer points of flying 182s (or any other Cessna) this
kind of discussion goes on all the time in the Cessna
Pilots Association groups - www.cessna.org . If you
fly a Cessna you should probably think about joining.

For $45, considering that I'm in a club with four Cessnas? I'll give it a
try.

Are the forums as interesting as here, though? AOPA has such, but they've
never managed to hold my interest like these USENET groups. I don't know
why (perhaps I'm simply more comfortable with USENET readers than web-based
"groupware" {8^).

- Andrew

Try it and see. There are very active groups, as active as here.
I don't follow the 172 group, but I follow the 182 and this
kind of topic comes up all the time.

A good $45 worth - you get a monthly magazine too.

John

"Andrew Gideon" wrote in message
online.com...
John Harper wrote:

By the way for people who are interested in the
finer points of flying 182s (or any other Cessna) this
kind of discussion goes on all the time in the Cessna
Pilots Association groups - www.cessna.org . If you
fly a Cessna you should probably think about joining.

For $45, considering that I'm in a club with four Cessnas? I'll give it a
try.

Are the forums as interesting as here, though? AOPA has such, but they've
never managed to hold my interest like these USENET groups. I don't know
why (perhaps I'm simply more comfortable with USENET readers than
web-based
"groupware" {8^).

- Andrew

John Harper wrote:
You mean 41 IAS / 49 CAS...? In which case,
as I said, 55 is just slightly over 1.1 Vs0. It's
certainly your right to fly approaches however
you want, but unless runway length is really
an issue I'd prefer to be a bit faster. 65 on short
final gets me comfortably off the runway in 1200'
with no wind.

You are correct, I have it backwards.
I am in the process of comparing my C182Q/R/S and TR182 manuals
limitations pages.

Andrew Gideon wrote
I think one's first transition must be something like one's first foreign
language (as an adult). There's actually a skill to acquiring the new
skill.

Yes there is. In fact, checking yourself out in a new aircraft is a
skill unto itself, and one that seems to be disappearing from powered
flying as single seat power planes become rare specialty items. It's
actually gotten to the point where lots of power-only pilots have come
to believe that flying a new make and model without having someone
check you out is irresponsible or even reckless.

One of the reasons I recommend a glider rating - in glider flying,
single seaters are common. In fact, it's pretty common to solo a
student pilot in a single seat glider, and most privately owned (as
opposed to rental/club gliders) are single seat, so moving into a
single seater and thus eventually needing to check yourself out in a
new aircraft (without a CFI there to save your bacon if you screw it
up) is considered to be a normal progression even for a low time
pilot. Because of this the training is geared towards that
transition.

Michael

Michael wrote:
Yes there is. In fact, checking yourself out in a new aircraft is a
skill unto itself, and one that seems to be disappearing from powered
flying as single seat power planes become rare specialty items.

First Rule of checking ones-self out in a new aircraft... never touch
the dull switches and levers; touch only the shiny, worn switches and
levers.

john smith wrote
First Rule of checking ones-self out in a new aircraft... never touch
the dull switches and levers; touch only the shiny, worn switches and
levers.

Second rule - figure out what all the dull levers are and why they're
dull. You may discover that the owner has done something very odd -
like wire the carb heat off so pilots won't use it. BTDT.

Michael

(Michael) wrote in message . com...

Second rule - figure out what all the dull levers are and why they're
dull. You may discover that the owner has done something very odd -
like wire the carb heat off so pilots won't use it. BTDT.


Come on Michael, there's gotta be a good story behind that one!

John Galban=====N4BQ (PA28-180)