When I owned an S35, I consumed John Ekalbar's Flying the Bonanza. And with a yearly BPT course, I learned how easy it was to set the numbers and what performance to expect from the plane. It made approaches and landings certainly reproducible, if not routine. Now after 18 months with the 182, I don't have that same feel for 'flying the numbers'. Anyone have a routine they use?: what power setting on approaches/landing, what speed do you want on downwind/base/final? I haven't found a book for the 182 similar John's, and really miss the instruction I got from the BPT pilots.

Larry,

Good question. The only book I've run into that is roughly similar, and 182 specific, is the Skylane Pilot's Companion, and it's - different. A good read but not in the same category as Eckalbar's books - not scientific at all. But it's a simple plane to go "roll your own" - try specific numbers, modify them to see what happens and make a table. There aren't as many variables as in the Bo.

I have a PPONK and STOL kit in a small-tailed 1964 so the numbers are a little different, but I use 17" downwind, 14" base with half flaps and 13-14" on final with full flaps (I have a continuous flap switch to 40 degrees).

Airspeed on final works out to 70 mph, a little fast for the STOL kit but giving better elevator authority into the flare. If I need to I can slow to 60 mph, probably slower (adding an AOA at annual this year so I can explore that more).

Hey Larry,

I don't own a 182 although I do have about 60 hours in then, but this is from an old book I have called 'Positive Flying' by Richard Taylor and Bill Guinther, and they give the 'numbers' for many aircraft. I took a couple of shots with my phone. Not sure if this will help or not, but here they are.

Who flys a 182 by the numbers? That's why god gave you an ass.

Or any other aircraft! The “numbers” change with every condition. Do what it takes.

Les

Thanks for the info.

I can’t remember where I found this, but I saved it when I did. Can’t say I tried it enough to comment on their numbers.

Don’t know if I’m responding usefully to your issue, but the way I figured the “numbers” after building the RV6 was to test VSO stall speed up high and plug 1.3 x VSO to get a REF approach speed, then add for wind shear/gusts accordingly like any other plane. Never had to give it another thought. In a 182 I would do same just using the number at the slowest speed on the ASI white arc.

The thing I notice most guys do who start feeling uncomfortable is coming in too fast over the fence.

THAT. In Bonanzas, Cessnas, etc. They think it’s safer, when it’s not. It’s just sloppy.

Here:

http://www.dentoncap.org/uploads/CAP182Notes1.pdf

That was my thoughts too. I know my minimum air speeds in each of planes but other then that, every landing seems to be configured different unless I’m doing a long straight in. Exspecialy back country flying or unimproved strips.

The numbers are good to have, especially when you are new to a plane.

I think the CAP procedure is way too complicated, but the sheets from "Positive Flying" really are helpful.

With experience, you can create your own procedures.

I do think many pilot fear a 10-degree nose-up attitude on takeoff, when that's exactly what you may need. Bonanzas included.

Excellent book I forgot about - and it sits on my shelf, previously read.

The speeds listed look just fine. Really not much faster than a 172. It has been my observation that more 182's have been damaged by trying to land too fast than too slow.

John Howe

Just keep it between the shaker and the clacker