180hp Cessna approach power settings

PGT

PGT

Well-Known Member
I'm used to flying 160HP Cessna's but I'm taking my checkride in a 180HP model.

What are the appropriate power settings to maintain 90 knots approach on precision vs. non-precision approaches?

Also what about flaps 10 level flight? I usually get configured prior to the IAF and fly the course reversal with flaps 10 at 90 knots, what power setting will keep that speed?


Sorry if it might seem like I'm not doing my homework but it's a different area, different airplane, and unfamiliar examiner; I need all the help I can get and it feels like I'm just setting myself up for a failure :)
 
PGT said:
I'm used to flying 160HP Cessna's but I'm taking my checkride in a 180HP model.

What are the appropriate power settings to maintain 90 knots approach on precision vs. non-precision approaches?

Also what about flaps 10 level flight? I usually get configured prior to the IAF and fly the course reversal with flaps 10 at 90 knots, what power setting will keep that speed?


Sorry if it might seem like I'm not doing my homework but it's a different area, different airplane, and unfamiliar examiner; I need all the help I can get and it feels like I'm just setting myself up for a failure :)
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C'mon Ajdin!!!

haha, try somewhere between 17-1900 RPM's... i usually remember it as this, cruise at 2300, approach 19, between 17-1900 on downwind, 15-1700 abeam/base, and as required on final...

test it out. it sounds lame, but try it in FlightSim, it should work well? (i have the "?" cause ive never done it in flight sim haha)
 
PGT said:
I'm used to flying 160HP Cessna's but I'm taking my checkride in a 180HP model.
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It will probably take just a bit more RPM than the 160 HP. Maybe 2100 RPM level flight 10 degrees flap, 1700 for an ILS, and 1300 for a NP. But it varies per airplane, weather conditions, weight etc. The first time you slow up for an approach, you'll get an idea of the RPM difference.

(Assuming you're talking an S model or above here, rather than a conversion.)
 
I'll try that. Thanks!

I have about 5-8 hours in the plane and shot 0 approaches. Couldn't shoot any today ceilings are too low and this airplane has an NDB so I wouldn't be surprised if he makes me shoot a partial panel NDB then hold, haven't done one in a couple months.
 
PGT said:
and this airplane has an NDB so I wouldn't be surprised if he makes me shoot a partial panel NDB then hold, haven't done one in a couple months.
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Ah, I would never send someone for a checkride in such a situation. If that's a real possibility, I'd postpone or get the ADF deactivated.
 
PGT said:
I'll try that. Thanks!

I have about 5-8 hours in the plane and shot 0 approaches. Couldn't shoot any today ceilings are too low and this airplane has an NDB so I wouldn't be surprised if he makes me shoot a partial panel NDB then hold, haven't done one in a couple months.
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:banghead:

tgrayson said:
Ah, I would never send someone for a checkride in such a situation. If that's a real possibility, I'd postpone or get the ADF deactivated.
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:yeahthat:
 
To the Original Poster, I think you will be fine shooting the approach just like you do in the R model. True the SP has 20 more HP, but that was accomplished by merely increasing the max RPM of the engine. Unless you have a lot of weight in the plane, just fly it as if it were a 172R model. At the most you'll need to ad 100RPM.
 
2000 RPM on downwind to stabilize before descent. 1700 pre descent and maintain that all the way through to the round out. Flap settings willslow the airplane to appropriate leg-speeds without throttle movement until touchdown.

Don't take the checkride in an airplane you are unfamiliar with.
 
sdfcvoh said:
1700 pre descent and maintain that all the way through to the round out. Flap settings willslow the airplane to appropriate leg-speeds without throttle movement until touchdown.
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That sounds like a recipe for float.
 
Did your airplane (160) leave the flight line? Why did you switch late in the game?

There is not a lot of things different about the two and you really wont be able to tell much but I feel that it is a bad idea to do anything for the first time on a check ride, even if it is minor. You biggest problem might be a psychosomatic problem of being on a check ride with out confidence in your abilities in your airplane.

It is good advice here to de-activate the ADF and placard it inop.
 
minitour said:
Please tell me you just forgot the :sarcasm:...

-mini
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Why would I put sarcasm? Sending a student for a checkride where there is a potential for partial panel NDB work and he hasn't done them for a couple of months? A bit irresponsible on the part of the instructor.
 
My personal experience in the 160hp model is 2000 rpm midfield downwind, then 1500 on base and final until it's time to pull power completely. My experience in the 180hp model is not all that much different at all. Like Douglas said, there's not a real noticible difference between the two engines. Now climb into a 182 with a 200+hp engine, THEN you'll notice the difference.
 
FWIW: I am learning in a cessna 172 SP with a 180 hp engine. Here's the procedure at 5673 ft (KBJC):
1. mid field downwind: power at 2200
2. abeam the numbers: cut power to 1500
3. trim for 90-100 kts and put in 10 degree flaps
4. Up nose trim on final, with trimmed for airspeed around 70-75kts
5. power to idle when the runway is assured and fly the plane until it runs out of air.
 
Use as much or as little power as you need for the airspeed and descent rate you want.

I think the biggest issue with a 180hp vs a 160hp was the CG seemed to be alot more forward.
 
matt152 said:
Use as much or as little power as you need for the airspeed and descent rate you want.

I think the biggest issue with a 180hp vs a 160hp was the CG seemed to be alot more forward.
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That would depend on how your 172 got the excess HP. If it originally had an O-320 in it and got an O-360 installed, that would change CG. But with the newer 172s, both the 160 HP and the 180 HP are IO-360s, so there is no difference in W&B. At least this is my understanding.
 
Roger said:
That sounds like a recipe for float.
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Not at all. As long as power is off just prior to leveling off (roundout, flare) and you have controlled the airspeed correctly it will be the smoothest landing ever. But, if you level off before removing the power you will float.
 
Ah. Your post made it sound like you only removed power after touchdown.
 
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