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.