I also only use full flaps on short short fields and subscribe to the two scoops of trim immediately before flare method.

Only problem with that is I'm not flying down final unnecessarily holding more pressure than I want. I always trimmed out the elevator on my 182. 98% of the time it was just me in the plane and no backseat so the CG was always way forward.

I have had my a '75 182 for over 4 years now.
Exactly right about 20 degrees flaps vs 40. I use 20 almost all the time and it is very easy to land gently on the mains and ride a nose high wheelie until about 30 miles an hour when airflow finally plays out and settles gently to the ground. I find it a handful (easy to get it wrong) with 40 degrees.

""Non-turbo. I usually cruise at about 68% power, 10.7gph (I found a sweet spot there, leaned with slight carb heat, bit of cowl flaps, it runs smooth, <380 CHT, and economically), FL's 40-60, flying upper 130's TAS.""

"I'm considering an RG... Very few negatives for my "mission".

Upper 130s at 10.7 GPH is impressive. That's a lot of endurance with 88 gal usable. May I ask if you have speed / GPH numbers for when you are pushing for speed, say at 8-10K alt?"
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Mitch,
I've owned a TR182 for 9 years. (Originally wanted an A36TN but they were 2x as much at the time). My airport is at 6000ft so a turbo was a personal requirement. My economy cruise setting is 150-155 KTAS burning 10.5-11gph at 8-10,000ft. If I want to burn 14gph I can get 165-170 KTAS up high. With 88 gallons and built in O2 system you can stay up high and really scoot.

Gents,

A good friend of mine recently bought a C-182-B (1959). Carbureted O-470.

He's searching for good power settings to use for instrument approaches.

Recommendations?

Jim

18" MP level flight no flaps before glidescope intercept.

At or just before intercept reduce power by 5" and you will get a 500 fpm descent to the runway. If you do not see the runway at mins then add 10" and you will now climb out at 500 fpm. All of this is without changing trim and tweaking power a bit for tailwind/headwind.

When the runway is in sight do whatever you like with the prop and flaps.

Good info.

2300 RPM or?

Jim

RPM doesn't effect the above performance much. I usually left it at cruise setting which was about 2300.

Forgot to mention that the above method should result in a 120 mph IAS.

Not me!

Missed approach from the minima - I'm going to full power for the climb out of the weeds!

Sure add full power. My point was that 18" +/- 5" yields climb/descent of 500 fpm without trim or configuration changes.

Man, that must be one VERY TALL 6 year old, to be able to see the centerline over that tall panel / cowling!

And before anyone jumps on me for that comment, I do realize that you don't have to see forward over the cowl to maintain runway centerline, else none of the WWII pilots could have done so.

But seriously, that's one of my very few gripes with Cessnas - they have great downward visibility to the sides, but very poor angle of downward visibility toward the front, because the engines are high, cowlings high, and panels high. Of course, this is coming from a guy who learned to fly in Grummans, and then flew helicopters for years...

James,

Power to idle, full flaps allows her to see the runway until the flare. Her booster seat helps.

+1

This sounds silly, but it is really easy to hit your head on the wing. If you do it from the back of the wing it will leave a mark that makes you look stupid well beyond the impact.

I agree about being nose heavy vs. smaller Cessnas.

The 182 is a really good aircraft. In history, some designs of cars, planes, etc. were just right. The C182 is one if them. Cessna nailed this one.

KJ

I believe I hit my head on the wing two out of every three preflights. There are lots of ways to do it, and I'm working on testing them all out. Still, I can't decide if crawling under a low wing or hitting heads on high wing is worse...

I stood up from checking the tire pressure too fast a few months ago and once I woke up, I was pretty sure I must have bent the strut. I didn't, but fortunately I had a heavy DC headset to remind me not to do that ever again.

Mr. Joseph is correct, DEFINITELY better to impact the front of the wing.