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#1
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I've been going over the POH, remembering the various procedures and
settings. But something I've taken for granted in the 172s I've been flying up until now is missing: power settings for the pattern. You know: 1800 RPM and 10 on the flaps for midfield downwind, 1500 and 85 kts and descending past the numbers, etc. So...anyone have numbers to share for a 182 retract? I know that they're just a framework, but I'm at the point where a framework would be helpful. - Andrew |
#2
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Andrew Gideon wrote:
I've been going over the POH, remembering the various procedures and settings. But something I've taken for granted in the 172s I've been flying up until now is missing: power settings for the pattern. You know: 1800 RPM and 10 on the flaps for midfield downwind, 1500 and 85 kts and descending past the numbers, etc. So...anyone have numbers to share for a 182 retract? I know that they're just a framework, but I'm at the point where a framework would be helpful. 85 KNOTS OVER THE NUMBERS!!! How far down the runway do you float before the wheels contact? I would use 65 knots, 70 knots max, over the numbers and throttle fully closed. In a straight leg 182(Q/R/S), I try to be at 55 kts over the numbers at gross (3100 lbs), reducing appropriately for lower weights. |
#3
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In article , john smith
wrote: 85 KNOTS OVER THE NUMBERS!!! How far down the runway do you float before the wheels contact? I would use 65 knots, 70 knots max, over the numbers and throttle fully closed. In a straight leg 182(Q/R/S), I try to be at 55 kts over the numbers at gross (3100 lbs), reducing appropriately for lower weights. Andrew never said "over" the numbers. He said "descending past" the numbers, which if you interpret that as "abeam" the numbers, what he said makes perfect sense. Choosing a power setting for short final is not very interesting, after all, and the final approach speed is right there on the checklist. I think it's the rest of the traffic pattern that he's asking about. I like to keep my speed down in the pattern so as to fit in nicely with all the Warriors and Citabrias. I'd think that a C182 RG would fly about the same as my C182S once the gear is down; if so, a starting place might be this: downwind, 90 kts gear down, flaps 10, 17-18" MP, 2100 RPM abeam the numbers reduce power to 13-14" MP turning base flaps 20, 80 kts turning final flaps 30, 70 kts, mixture/prop Andrew, a hint that helped me a lot... Once you get the chance to go work out your power settings for instrument approaches at 90 and 100 kts, you can just use the same configurations and power settings in the pattern that you would use when flying an approach. After all, flying downwind is just like flying level at MDA, and that power reduction abeam the numbers is just the same as initiating a nonprecision descent. Close enough anyway. No point in memorizing more different procedures and sets of numbers than necessary. |
#4
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Those are just about the numbers I use, and they work well for the RG.
17-18" @ 2100 rpms, 100 entering downwind, drop the gear, and 10 degrees of flaps. If you do them both at once, no need to re trim and it will slow you to 90, GUMPS, remember, you can look out the window and see at least one wheel down abeam reduce power, 14"-15", as it slows the prop can come in all the way 1500 rpms on base should give you about 80kts, flaps go to 20, GUMPS 30 degrees of flaps and 70 on final, 40 degrees if you need to drop in steep, GUMPS 55-60 over the numbers works well If heavy, add just a little power to arrest your sink rate as you level over the runway, keep pulling the yoke back until it's burried in your stomach, it's nose is a lot heavier than a 172's and as your speed slows, you really loose elevator if you don't keep pulling. There is NO NEED to try to land this plane fast!!! Read the POH and do some slow flight with an instructor, you'll see it will fly with everything hanging out at 37 knots!!!! THIRTY SEVEN!! Don't try to land it at 80 -- Jim Burns III Remove "nospam" to reply downwind, 90 kts gear down, flaps 10, 17-18" MP, 2100 RPM abeam the numbers reduce power to 13-14" MP turning base flaps 20, 80 kts turning final flaps 30, 70 kts, mixture/prop |
#5
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john smith wrote:
85 KNOTS OVER THE NUMBERS!!! How far down the runway do you float before the wheels contact? Well, I don't get a discount on the fee if I use less runway, so I figure that I should be getting the maximum runway for my landing fee dollar. Laugh Sorry I wasn't clear, but Craig had it right. I was speaking of being in downwind past the point of abeam the numbers. I would use 65 knots, 70 knots max, over the numbers and throttle fully closed. I know the speeds I want. I'm looking for suggestions of the power settings that'll get me there. One of the "difficulties" I found when flying the 182 the first time was the lack of an idea of what settings will yield what speed. I don't even think about this in the 172 any more, so it's interesting to be "starting fresh". I learned the feel of the 172 before I was a pilot, so to speak, so this is different. 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. In a straight leg 182(Q/R/S), I try to be at 55 kts over the numbers at gross (3100 lbs), reducing appropriately for lower weights. That seems slow to me. According to the POH, final for a short field is 63kts. There's room between there and the stall, of course, but that'll make for an even steeper final, and therefore a more abrupt flair. It's doable, I assume...I've done this in the 172 when I've been too lazy to slip, but the 182 already seems to be "heavy" in the flair to me. - Andrew P.S. Anyone know why rotate speed on the 182RG is 50 while the rotate speed on a 172 is 55? I'd have assumed the heavier plane would have the higher speed. |
#6
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Power to weight ratio.
172 has a smaller wing and a smaller engine -- Jim Burns III Remove "nospam" to reply |
#7
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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 |
#8
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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. 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. 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 "Andrew Gideon" wrote in message online.com... john smith wrote: 85 KNOTS OVER THE NUMBERS!!! How far down the runway do you float before the wheels contact? Well, I don't get a discount on the fee if I use less runway, so I figure that I should be getting the maximum runway for my landing fee dollar. Laugh Sorry I wasn't clear, but Craig had it right. I was speaking of being in downwind past the point of abeam the numbers. I would use 65 knots, 70 knots max, over the numbers and throttle fully closed. I know the speeds I want. I'm looking for suggestions of the power settings that'll get me there. One of the "difficulties" I found when flying the 182 the first time was the lack of an idea of what settings will yield what speed. I don't even think about this in the 172 any more, so it's interesting to be "starting fresh". I learned the feel of the 172 before I was a pilot, so to speak, so this is different. 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. In a straight leg 182(Q/R/S), I try to be at 55 kts over the numbers at gross (3100 lbs), reducing appropriately for lower weights. That seems slow to me. According to the POH, final for a short field is 63kts. There's room between there and the stall, of course, but that'll make for an even steeper final, and therefore a more abrupt flair. It's doable, I assume...I've done this in the 172 when I've been too lazy to slip, but the 182 already seems to be "heavy" in the flair to me. - Andrew P.S. Anyone know why rotate speed on the 182RG is 50 while the rotate speed on a 172 is 55? I'd have assumed the heavier plane would have the higher speed. |
#9
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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 |
#10
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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 |
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