Power settings for 182RG

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.

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.

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

Andrew,

I used 80, 70, 60 for abeam, base, final in the 172. I tried this a few
times in the 182RG and it works but I ended up using 65 for final to make it
a little easier to keep the nose up at touchdown. As you've no doubt
realized by now, tugging the nose up in the flare on a 182 is quite a bit
different than doing the same on the 172. I also tend to only use 30 deg
flaps to keep it from coming down like a truck.

mark

"Andrew Gideon" wrote in message
gonline.com...
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