Powers and speeds for C182RG?

[hugh flung_dung]

Someone has just asked for some IMC training in a C182 RG but I can't get my hands on the flight manual; can anyone advise on speeds and powers?

[Brooklands]

H_F_D,

Sorry I don't have my check list with me, and can't remember the ones you'd want. If you can wait until this evening I can probably post some figure then.


Speeds and power setting from my check list:

C-182 RG operating speeds and power settings

Initial climb 90 knots 23" 2400 rpm
Cruise climb 120 knots 23" 2400 rpm
Cruise 140 knots 22" 2100 rpm
Cruise descent 140 knots 17" 2100 rpm
Hold 120 knots 18" 2100 rpm
ILS Localiser 120 knots 18" 2400 rpm
ILS Glideslope 100 knots 16" 2400 rpm

Hope this is what you wanted

Brooklands

[hugh flung_dung]

Thanks Brooklands, just what I needed!
Any other comments on operating the 182RG?

BTW, 'just found out it's an RG II - dunno yet what the difference is(?)

Isn't it refreshing to have a topic that doesn't lead to a heated debate;)

[Brooklands]

Hugh,

Here are some more useful numbers, and a few observations on flying the 182 RG. I'm assuming that you haven't flown a fixed gear 182 either. I'm not sure what if any the differenced are for a 182 RG II, but I don't expect that the speeds are significantly different.
V Speeds
Speed (Knots) Flap setting
Stall (full flap) Vso 37 40
Stall (clean) Vs1 42 0
Rotate (normal) 60 0
Rotate (short field) 47 20
Vat (normal) 70 40
Vat (short field) 63 40
Vat (flapless) 75 0
Go around 75 20
Vy 88 0
Vx 64 0
Max Glide (2550 lbs) 72 0
Max Glide (3100 lbs) 80 0
EFATO flapless 70 0
EFATO + flap 65 40
Vfe 95 20 - 40
Vfe 140 0 - 10
Manoeuvring Speed (3100 Lbs) 112
Manoeuvring Speed (2550 Lbs) 101
Max demonstrated cross wind 18
One of the handy tips that I've picked up flying the 182 is to lower the first sage of flap when you lower the landing gear (the limit speeds are the same) - the trim changes pretty much cancel each other out, so you dont' need to retrim.

The 182 is pretty heavy in pitch, (especially compared to a 172) so it helps to keep it in trim. When you do a go-around you'll find you need a pretty hefty push on the control column to prevent her from pitching up too much.

Don't try to retract the gear as soon as you get airborne, wait until you're a few feet above the ground. Unlike low wing planes, the retraction mechanism on the 182 means that the initial movement of the wheels is DOWNWARDS.

Don't be tempted to approach too fast - there's a lot of wing, and it will float for ever given half a chance. Also don't close the throttle too early: try and keep some power on into the flare, as it helps with elevator authority - the 182 is rather nose heavy, and needs a good pull to stop it touching down nosewheel first.

Its one of my favorite planes: being one of the few four seaters that you really can get four people and a sensible ammount of fuel into. It will cruise at 140 knots, approach at 70, and has a very good short field performance.

Unlike the fixed gear 182s, which are fitted with a Continental O-470, the RGs have a Lycoming O-540 (derated to 235hp @ 2400rpm). NB the new build fixed gear 182s have an IO-540.

I should point out that with one excpetion I've only ever flown the 182 day VFR. And apologies if this comes into the "teaching granny to suck eggs" category.

[hugh flung_dung]

Thanks again:ok:
I always insist that the gear is retracted only when there's insufficient runway remaining to land on. We had an interesting incident a few years ago when someone got airborne in a privately owned aircraft, retracted the gear VERY early and promptly sank onto the runway - expensive!

[whatunion]

good advice about raising the gear when you cant land ahead. applies to a lot of twins as well!!!!