Perfect Landing C182
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Fly parallel with the runway, close the throttle and try not to land her by increasing AOA and trying to maintain height a couple of foot above the runway, she will do a perfect touch down everytime as long as you have the numbers over the fence.
4S
hey 4S, i tried flying parallel with the runway but i hit some cows, talked to my instructor and he recommeded flying towards it instead.
4S
hey 4S, i tried flying parallel with the runway but i hit some cows, talked to my instructor and he recommeded flying towards it instead.
Hahahahaha Nice one
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This is a classic example of how these stupid flying techniques get a life.
Double Donk - go find yourself an instructor who can actually fly a C150/152 properly (I have to assume that there are still some out there) and do full flap/fully stalled landings until your have them off pat. Yes, it is a big transition from the nose attitude on approach to the nose attitude in the flare - but, learning to fly competently and confidently does require some skills to be learned. When you can do them into wind - go do them in a howling x-wind.
Then go fly the 172/182/206/210 the same way and you should have no more trouble.
R
Double Donk - go find yourself an instructor who can actually fly a C150/152 properly (I have to assume that there are still some out there) and do full flap/fully stalled landings until your have them off pat. Yes, it is a big transition from the nose attitude on approach to the nose attitude in the flare - but, learning to fly competently and confidently does require some skills to be learned. When you can do them into wind - go do them in a howling x-wind.
Then go fly the 172/182/206/210 the same way and you should have no more trouble.
R
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Bugsmasherdriverandjediknite
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You obviously don't get it. As the aircraft slows, you WILL need to increase AoA to maintain level flight. This is the hold off stage. if you increase AoA at a slightly slower rate than the aircraft is sinking, it will settle onto the runway.
Not that hard.
Not that hard.
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As Attitude increases so does AOA while Airspeed decreases.....
Lesson 5, Stalling......
And considering you fly a pitts, one would think you were a gun on the Aeros mate, you should know better than that!
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".. try not to land her by increasing AOA .."
maybe better put as
".. try to keep her flying by increasing AOA .." (which is what I think you mean)
Cheers
R
Last edited by Ratshit; 9th Dec 2006 at 08:15.
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How can AOA increase for the same attitude with a lowering airspeed?
As Attitude increases so does AOA while Airspeed decreases.....
Lesson 5, Stalling......
And considering you fly a pitts, one would think you were a gun on the Aeros mate, you should know better than that!
As Attitude increases so does AOA while Airspeed decreases.....
Lesson 5, Stalling......
And considering you fly a pitts, one would think you were a gun on the Aeros mate, you should know better than that!
so tell me what happens to aoa for a reduction in airspeed with the same nose attitude? surely if airspeed decays sufficiently with the nose attitude remaining constant, aoa will increase to such an angle that the wing will stall? i always thought that aoa was relative to freestream velocity, therefore reduce freestream velocity, maintain attitude, increase alpha.
Last edited by sir.pratt; 9th Dec 2006 at 08:14.
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I have flown 182s both light (doing PJE) and heavy (coming down with jumpers and ferrying stuff around).
The C182 is a dream to land, its all about airspeed over the fence! if your light then 60kts over the fence would be plenty with up to 30 degrees of flap, I normally landed flapless (can get down just that bit quicker) and I was over the fence at no more than 65kts with FULL BACK TRIM/NOSE UP and just easing forward on the controls to maintain a stable approach. On all occasions when light I would run out of trim, but a positive round out, with full nose up trim will result in a nice landing everytime, provided that the speed is right!
When slightly heavier, 10-30 degrees of flap worked fine just ensure your over that fence at 65kts. When I got bored I would get the 40 degree's of flap out and come over the fence at 55-60kts. Most of the time when light 40 degrees of flap would result in a flatish landing, still not a 3 pointer, but one hell of a short-field landing although only one up. Never tried it when "heavy".
The best tip I can give you is ensure that your at your target speed of not more than 65kts. This also depends on the model C182 your flying, the older ones with the more laminar flow wing I find tend to ballon less, maybe the newer models (C182 P and newer) like a bit more a a slower approach, due to that extra bit of lift being produced by the wings??? Personal opinon on that one!
Done well over 500 landings in a C182 in 6 months, so I can kinda say im fairly current at this. From what you have said 80kts seems a bit fast for me, bring the speed back and you should be fine
Happy landings mate!
CMN
The C182 is a dream to land, its all about airspeed over the fence! if your light then 60kts over the fence would be plenty with up to 30 degrees of flap, I normally landed flapless (can get down just that bit quicker) and I was over the fence at no more than 65kts with FULL BACK TRIM/NOSE UP and just easing forward on the controls to maintain a stable approach. On all occasions when light I would run out of trim, but a positive round out, with full nose up trim will result in a nice landing everytime, provided that the speed is right!
When slightly heavier, 10-30 degrees of flap worked fine just ensure your over that fence at 65kts. When I got bored I would get the 40 degree's of flap out and come over the fence at 55-60kts. Most of the time when light 40 degrees of flap would result in a flatish landing, still not a 3 pointer, but one hell of a short-field landing
although only one up. Never tried it when "heavy".The best tip I can give you is ensure that your at your target speed of not more than 65kts. This also depends on the model C182 your flying, the older ones with the more laminar flow wing I find tend to ballon less, maybe the newer models (C182 P and newer) like a bit more a a slower approach, due to that extra bit of lift being produced by the wings??? Personal opinon on that one!
Done well over 500 landings in a C182 in 6 months, so I can kinda say im fairly current at this. From what you have said 80kts seems a bit fast for me, bring the speed back and you should be fine
Happy landings mate!
CMN
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60-65kts across the fence..........smoothy reducing power and at the sametime comencing the roundout and flare around 10' off the strip...so that as you run out of elevator/you also close the throttle/and the wheels rumble on the strip/as the 182 stalls...............thats the "hands on approach" rather than all this AOA stuff
As the guy who taught me to fly years ago said, (in a 172 during the landing flare)..."back back back back back" (on the elevator)
I should add, if you do this right...you end up using the throttle to finesse your touchdown point, and control how smoothly you land, works a treat in all highwing Cessna's up to and including the C208.
As the guy who taught me to fly years ago said, (in a 172 during the landing flare)..."back back back back back" (on the elevator)
I should add, if you do this right...you end up using the throttle to finesse your touchdown point, and control how smoothly you land, works a treat in all highwing Cessna's up to and including the C208.
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Use to love flying the early model 182's, much better than the later models! Use to have fun, on landing as you start the flare add enough power to arrest the sink rate just hovering down the runway at a foot or two. It would fly at 40 kts!! I did just under 700 hrs in 182's dropping meat. Apart from the 180/185 the 182 is one of cessnas geatest inventions! One of the only true 4 place aircraft. Full tanks, four bums and a few swags, no worries!
Last edited by heywatchthis; 14th Dec 2006 at 20:56.
well a performance landing you close the throttle in the flare and try for a more positive landing (ie harder impact) almost touching all three wheels at once
Harder impact........almost all three wheels at once.......I'm whincing whilst I think about. I can almost hear the firewall buckling from here!
The C182 is a dream to land, its all about airspeed over the fence
I'm interested to see what's being said here as I had a relatively low time pilot in the 182 a couple of days ago conducting circuts. All of his flying over the last 5 years has been in an A36. His general flying was to an acceptable standard, but it was the landings that needed more than a little attention. We spent some time before strapping ourselves in discussing the landing technique and what he would be looking for to achieve the desired result.
I can say, that after the session of circuts he understood what was required and was landing the 182 very nicely indeed. He later confided to me that the one point I had been hammering him about had never actually been mentioned to him, certainly not in the context of landing the aeroplane.
This reminds me of a rather large and weighty document that I was given a number of years ago to read and make some suggestions on.
It was (I think) put together by the 182 owners association, the CPA Australia and someone else of great import. It stated right at the beginning of the document that 63% of all 182 accidents/incidents were landing related and that of these most involved damage to front end of the aircraft (wrinkled firewalls, etc).
I immediately turned to the appropriate section to see what recomendations were being made to combat this problem and was amazed to find that in a volume of such weight and of such length and of so many, many words and diagrams, it was dealt with in one very small paragraph and in one short sentence in particular.
And what was the recomendation ? Well, we evidentally have to land the aeroplane on the main wheels first. You don't say!
Any pilot worth his own salt knows that of course.
But how do we actually go about doing that ?
Where do we find that elusive piece of information that allows us to do this ? Is it an easy thing to determine or see ? Well I think, yes it is.
It's the one thing that when you get right, will allow everything else to fall into place. It has been mentioned above and its something that even to this day I at times have to remind myself to do and make a conscious effort to look for.
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The objective in most light aircraft, in steady winds, is to do an approach to a power-off stall at about two feet altitude. When she "pays off" (my father's term) there won't be enough energy left to bounce; speed's so low only minimal braking is needed; and if brakes and tires come out of your wallet, you've done well by yourself.
Gusty winds are another story; up to 80 kt might be appropriate so you have plenty of control authority.
Gusty winds are another story; up to 80 kt might be appropriate so you have plenty of control authority.
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Gassed Budgie,
I'd be interested to know how you land a 182 at 120kts!! Sounds like a beat up a little too close to the ground
65kts
Keep nose wheel off the ground (Less flap can help)
Thats about it I'd reackon, the greasers will come through practise. No need to over analyse, they're a breeze to land
I'd be interested to know how you land a 182 at 120kts!! Sounds like a beat up a little too close to the ground
65kts
Keep nose wheel off the ground (Less flap can help)
Thats about it I'd reackon, the greasers will come through practise. No need to over analyse, they're a breeze to land
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...To say nothing of the runway required (I soloed on 2200' of grass, often used a 1800' crosswind strip, have flown a loaded 172 out of 1500' regularly). Learn to conserve runway, and you conserve a lot of other things too.
Take that 182 up to 3000-4000' and practice slow flight - find the actual power-off stall speed,
then get comfortable maintaining 20% above that for several minutes at a time. Practice slow turns, pick up and lose a few knots, and learn how stable the plane is in this condition. Then go back and shoot some landings. (This from a guy who instructed in T-6 Harvards 65 years ago, and never had a student ding up an airplane!)
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Sounds like a setup for wheelbarrowing to me!
Why should crossing the fence at 120kts cause a wheelbarrow landing?
There are many reasons why it is recommended to cross the threshold at a certain speed, but there is no reason why a fast approach couldn’t be followed by a good touchdown.
Round out, close the throttle, fly level a few feet off the runway – progressively raising the nose to maintain altitude whilst the speed bleeds off. Once the nose is in the landing attitude, let the aircraft settle onto the ground. The touchdown speed shouldn’t change. Simple!
Double Donk –
Maybe you could look at perfecting your stick and rudder – particularly at lower speeds. One way to do this might be to practice some low passes. Round out as normal, then feed some power back in to fly the length of the runway at normal ‘hold-off’ height and near landing speed (go-around at a safe point though!) The first couple might be a bit wobbly, but once you can do it smoothly and accurately your landings should improve.
Ps. You might want to ask your instructor why you are landing with ˝ flap and 80kts to.
Round out, close the throttle, fly level a few feet off the runway – progressively raising the nose to maintain altitude whilst the speed bleeds off. Once the nose is in the landing attitude, let the aircraft settle onto the ground. The touchdown speed shouldn’t change. Simple!
M.25, you bewty! The aircraft must be landed with the aircraft in the landing attitude.
Attitude is the key word. When we look towards the end of the runway as we round out and hold off, what are we actually looking for ?
We're establishing how high or low the nose might be i.e. the attitude of the aircraft. If it's not where it needs to be, you as the PIC should be and most definitely have to do something about it.
We've probably all seen at some stage an aircraft porpising down the runway, with every bounce getting higher and nastier, it usually being about the fifth impact where the nose wheel comes off.
So why this example ? Because it demonstrates the absolute lack of any sort of attitude control by the pilot. What was he thinking ? What was he doing to resolve the situation ? Not a lot, he was just along for the ride.
We always look for a climb attitude, straight and level attitude, descent attitude etc, when we are out aviating.
I can assure you, it's no different when we land the aeroplane.
It's attitude, attitude, attitude!
So Double Donk, next time your out bashing the circut in the 182 get your instructor to demonstrate what attitude you should be aiming for and make sure that when you're out on your own you always note the attitude of the aircraft when you round out and hold off. If it's not right, fix it.
If you get the attitude right, everything else will fall into place.
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Arrestor wire
I always prefer to put the wheels on the ground early so I can get the tires (and the brakes) working for me ... not strain the wires at the far end fence in the hope of staying off the freeway!
Beaver Rotate. You have been fed wrong information that can cause you grief if applied to certain types. The 1.3 Vs is based on CAS not IAS and for example the C152 can be up to 12 knots difference.