182T Manuever checklist
- Thread starter Kalikiano
- Start date
jrh
Well-Known Member
Reduce the power and extend flaps.
Roll, pull, then roll the other way.
For a power off stall--reduce the power to idle, make the plane stall, and then apply full power.
For a power on stall--omit step #1 above
Haha...sorry, I don't mean to be a jerk, I've just never used a maneuver checklist, per se. The 182T is a very straightforward plane to fly. I trained a 182T owner for his private license in his plane last summer. I'd say whatever you do in a 172 will almost always work in a 182.
jhugz
Well-Known Member
CESSNA 182T SKYLANE
THESE PROCEDURES ARE DESIGNED TO PROVIDE STANDARDIZED METHODS UNDER NORMAL CONDITIONS. AS CONDITIONS CHANGE, THE PROCEDURES WILL NEED TO BE ADJUSTED.
TAXI
1. Speed:
a. Control speed with power - do not ride the brakes.
b. Speed should be equivalent to a slow walk in congested areas.
c. Speed equivalent to a fast walk on open taxiways.
2. Controls: Position for wind direction and velocity.
3. Watch for traffic.
NORMAL TAKEOFF
1. Align aircraft with the centerline.
2. Position ailerons as required for the wind.
3. Apply power smoothly until max power is reached.
4. Check engine gauges to ensure indications are in the green and power output is at least
2400 RPM.
5. At 50-60 knots, apply back-pressure to rotate.
6. Watch for traffic.
NORMAL CLIMB
1. Climb at Vy (80 knots).
2. Maintain runway alignment until departure turn is initiated.
3. When 300 feet AGL, check flaps up.
4. At 500 feet AGL set up for Cruise climb, reduce MP to 23", 2400 RPM and set mixture to 15 gallons per hour. Pitch for 95-100 KTS.
5. At 1000 feet AGL (or higher, depending on noise abatement procedures), make departure turn.
6. Watch for traffic.
CRUISE
1. Set power to 15-23 in. Hg, 2000-2400 RPM. (No more then 80% power is recommended)
2. Adjust trim for level flight.
3. Lean Mixture.
4. Close cowl flaps.
NORMAL LANDING
1. Perform a pre-landing check and descend to pattern altitude before the 45° entry, or at mid-field if performing closed traffic multiple landings. Set power to 17" MP to slow down before the turn to downwind.
2. Abeam the numbers, reduce power to 15in.of MP, set flaps to 10 degrees, slow to 95KTS and trim for that airspeed to start the descent. Set propeller full forward below 100KTS.
3. Turn base when the numbers are 45 degrees between the fuselage and the wing, or when traffic permits. On the base leg:
a. Set flaps to 20 degrees.
b. Maintain 85 knots.
c. Check propeller is full forward.
4. On final:
a. Adjust power as needed to maintain the proper descent.
b. Set flaps to 30 degrees.
c. Maintain 75 knots until short final then reduce speed to 70 knots.
d. Check Propeller is full forward.
GO AROUND
1. POWER - smoothly apply max power and 2400 RPM.
2. PITCH - to level attitude.
3. FLAPS - retract to 10 degrees.
4. PITCH - to climb attitude.
5. AIRSPEED - climb at Vy ( 80 kts).
6. Move to the left or right of the runway to clear conflicting traffic.
7. Open cowl flaps.
8. FLAPS - retract remaining flaps when 300 feet AGL.
9. At 500ft AGL set up for cruise climb, reduce MP to 23", 2400 RPM and mixture to 15 gallons per hour. Adjust pitch to maintain 95 - 100 knots.
SHORT FIELD TAKEOFF
1. FLAPS - set to 10 degrees.
2. Align aircraft with the centerline at the extreme end of the runway.
3. Holding the brakes, apply max power.
4. Check engine gauges, then release the brakes.
5. Rotate at 51 knots.
6. Climb at 58 knots until obstacle is cleared.
7. Adjust pitch and continue climb at 80 knots (Vy).
8. Retract flaps when 300 AGL.
SHORT FIELD LANDING
1. Abeam the numbers, reduce power to 15in.of MP, set flaps to 10 degrees, slow to 90 knots and trim for that airspeed to start the descent. Set propeller full forward below 100KTS.
2. Turn base when the numbers are 45 degrees between the fuselage and the wing, or when traffic permits. On the base leg:
a. Set flaps to 20 degrees.
b. Maintain 80 knots.
c. Check propeller is full forward.
3. On final:
a. Adjust power as needed to maintain the proper descent.
b. Set flaps to 30 degrees.
c. Maintain 60 knots until flare.
d. Check Propeller is full forward.
4. After touchdown, Immediately but gently apply max brakes and retract flaps.
SOFT FIELD TAKEOFF
1. Perform all pre-takeoff checks before taxiing onto soft surface.
2. FLAPS - Set to 10 degrees.
3. Taxi onto the runway with full up elevator.
4. Without stopping on the runway, apply max power while continuing to hold full up elevator.
5. As the nose rises, reduce back pressure only enough to keep the tail from striking the runway while
maintaining directional control with the rudders.
6. Lift off at the slowest possible airspeed.
7. As soon as you lift off, smoothly lower the nose to level and accelerate in ground effect to Vy (80kts) or
Vx (60kts) if an obstacle must be cleared.
8. At 60KTS or 80KTS as required, pitch to climb attitude and climb out normally.
SOFT FIELD LANDING
1. Abeam the numbers, reduce power to 15in.of MP, set flaps to 10 degrees, slow to 90 knots and trim for that airspeed to start the descent. Set propeller full forward below 100KTS.
2. Turn base when the numbers are 45 degrees between the fuselage and the wing, or when traffic permits. On the base leg:
a. Set flaps to 20 degrees.
b. Maintain 80 knots.
c. Check propeller is full forward.
3. On final:
a. Adjust power as needed to maintain the proper descent.
b. Set flaps to 30 degrees.
c. Maintain 75 knots until short final then reduce speed to 70 knots.
d. Check Propeller is full forward.
4. Maintain 100-200 RPM above idle through the flare.
5. Upon touchdown, reduce the throttle to idle, hold the nose up as long as possible while maintaining full up
elevator until on a hard surface.
MANEUVERING DURING SLOW FLIGHT
1. Pre-landing check - COMPLETE.
2. Clearing turns - COMPLETE.
3. Power - REDUCE TO 15" MP.
4. Prop - Full Forward below 100 KTS
5. Pitch - ADJUST TO MAINTAIN ALTITUDE.
6. Flaps - FULL (WHEN IN THE WHITE ARC)
7. Pitch/Speed - SLOW TO 40 KNOTS, MAINTAINING HEADING AND ALTITUDE.
8. Maintenance - MAINTAIN AIRSPEED WITH PITCH AND ALTITUDE WITH POWER.
9. Recovery:
a. Power - APPLY MAX POWER
b. Pitch - ADJUST TO MAINTAIN ALTITUDE
c. Flaps - RETRACT TO 10 DEGREES, THEN REMAINING ABOVE 80 KTS.
d. PERFORM CRUISE CHECKLIST
10. NOTE: This maneuver can be performed in two configurations.
a. Flaps up = 50 knots
b. Flaps 30 = 40 knots
APPROACH TO LANDING STALL
(POWER OFF)
1. Pre-landing check - COMPLETE.
2. Clearing turns - COMPLETE.
3. Power - REDUCE TO 15" MP.
4. Prop - FULL FORWARD BELOW 100 KTS
5. Pitch - ADJUST TO MAINTAIN ALTITUDE.
5. Flaps - FULL (WHEN IN WHITE ARC)
6. Establish descent at approach speed. (70-75KTS)
7. Power - REDUCE TO IDLE.
8. Pitch - INCREASE TO PRODUCE THE STALL, WHILE MAINTAINING HEADING AND ALTITUDE.
9. Recovery:
a. Pitch - LOWER THE NOSE TO LEVEL ATTITUDE
b. Power - APPLY MAX POWER
c. Flaps - RETRACT TO 10 DEGREES
d. Pitch - TO CLIMB ATTITUDE
e. Flaps - RETRACT REMAINING ABOVE 80 KTS
f. LEVEL OFF & PERFORM CRUISE CHECKLIST
TAKE-OFF/DEPARTURE STALL
(POWER ON)
1. Pre-landing check - COMPLETE.
2. Clearing turns - COMPLETE.
3. Power - REDUCE TO 15" MP.
4. Prop - FULL FORWARD BELOW 100 KTS.
5. Pitch - ADJUST TO MAINTAIN ALTITUDE.
6. Speed - SLOW TO 60 KNOTS
7. Pitch/Power - RAISE NOSE AND APPLY MAX POWER TO PRODUCE THE STALL WHILE MAINTAINING HEADING.
8. Recovery:
a. Pitch - LOWER THE NOSE TO LEVEL
b. Pitch – CLIMB AT 80 KTS (VY)
c. LEVEL OFF & PERFORM CRUISE CHECKLIST
STEEP TURNS
1. Pre-Landing check – COMPLETE.
2. Clearing turns – CPMLETE.
3. Power – Reduce to 18 in.
4. Propeller – Maintain cruise setting.
5. Airspeed – SLOW TO BELOW VA (110 KTS max).
6. Bank angle – ROLE INTO A 45° OR 50° BANK TURN TO LEFT OR RIGHT. (Bank angle is dependant on the rating sought)
7. Turn 360° and role out on entry heading.
8. Return to normal cruise.
THESE PROCEDURES ARE DESIGNED TO PROVIDE STANDARDIZED METHODS UNDER NORMAL CONDITIONS. AS CONDITIONS CHANGE, THE PROCEDURES WILL NEED TO BE ADJUSTED.
TAXI
1. Speed:
a. Control speed with power - do not ride the brakes.
b. Speed should be equivalent to a slow walk in congested areas.
c. Speed equivalent to a fast walk on open taxiways.
2. Controls: Position for wind direction and velocity.
3. Watch for traffic.
NORMAL TAKEOFF
1. Align aircraft with the centerline.
2. Position ailerons as required for the wind.
3. Apply power smoothly until max power is reached.
4. Check engine gauges to ensure indications are in the green and power output is at least
2400 RPM.
5. At 50-60 knots, apply back-pressure to rotate.
6. Watch for traffic.
NORMAL CLIMB
1. Climb at Vy (80 knots).
2. Maintain runway alignment until departure turn is initiated.
3. When 300 feet AGL, check flaps up.
4. At 500 feet AGL set up for Cruise climb, reduce MP to 23", 2400 RPM and set mixture to 15 gallons per hour. Pitch for 95-100 KTS.
5. At 1000 feet AGL (or higher, depending on noise abatement procedures), make departure turn.
6. Watch for traffic.
CRUISE
1. Set power to 15-23 in. Hg, 2000-2400 RPM. (No more then 80% power is recommended)
2. Adjust trim for level flight.
3. Lean Mixture.
4. Close cowl flaps.
NORMAL LANDING
1. Perform a pre-landing check and descend to pattern altitude before the 45° entry, or at mid-field if performing closed traffic multiple landings. Set power to 17" MP to slow down before the turn to downwind.
2. Abeam the numbers, reduce power to 15in.of MP, set flaps to 10 degrees, slow to 95KTS and trim for that airspeed to start the descent. Set propeller full forward below 100KTS.
3. Turn base when the numbers are 45 degrees between the fuselage and the wing, or when traffic permits. On the base leg:
a. Set flaps to 20 degrees.
b. Maintain 85 knots.
c. Check propeller is full forward.
4. On final:
a. Adjust power as needed to maintain the proper descent.
b. Set flaps to 30 degrees.
c. Maintain 75 knots until short final then reduce speed to 70 knots.
d. Check Propeller is full forward.
GO AROUND
1. POWER - smoothly apply max power and 2400 RPM.
2. PITCH - to level attitude.
3. FLAPS - retract to 10 degrees.
4. PITCH - to climb attitude.
5. AIRSPEED - climb at Vy ( 80 kts).
6. Move to the left or right of the runway to clear conflicting traffic.
7. Open cowl flaps.
8. FLAPS - retract remaining flaps when 300 feet AGL.
9. At 500ft AGL set up for cruise climb, reduce MP to 23", 2400 RPM and mixture to 15 gallons per hour. Adjust pitch to maintain 95 - 100 knots.
SHORT FIELD TAKEOFF
1. FLAPS - set to 10 degrees.
2. Align aircraft with the centerline at the extreme end of the runway.
3. Holding the brakes, apply max power.
4. Check engine gauges, then release the brakes.
5. Rotate at 51 knots.
6. Climb at 58 knots until obstacle is cleared.
7. Adjust pitch and continue climb at 80 knots (Vy).
8. Retract flaps when 300 AGL.
SHORT FIELD LANDING
1. Abeam the numbers, reduce power to 15in.of MP, set flaps to 10 degrees, slow to 90 knots and trim for that airspeed to start the descent. Set propeller full forward below 100KTS.
2. Turn base when the numbers are 45 degrees between the fuselage and the wing, or when traffic permits. On the base leg:
a. Set flaps to 20 degrees.
b. Maintain 80 knots.
c. Check propeller is full forward.
3. On final:
a. Adjust power as needed to maintain the proper descent.
b. Set flaps to 30 degrees.
c. Maintain 60 knots until flare.
d. Check Propeller is full forward.
4. After touchdown, Immediately but gently apply max brakes and retract flaps.
SOFT FIELD TAKEOFF
1. Perform all pre-takeoff checks before taxiing onto soft surface.
2. FLAPS - Set to 10 degrees.
3. Taxi onto the runway with full up elevator.
4. Without stopping on the runway, apply max power while continuing to hold full up elevator.
5. As the nose rises, reduce back pressure only enough to keep the tail from striking the runway while
maintaining directional control with the rudders.
6. Lift off at the slowest possible airspeed.
7. As soon as you lift off, smoothly lower the nose to level and accelerate in ground effect to Vy (80kts) or
Vx (60kts) if an obstacle must be cleared.
8. At 60KTS or 80KTS as required, pitch to climb attitude and climb out normally.
SOFT FIELD LANDING
1. Abeam the numbers, reduce power to 15in.of MP, set flaps to 10 degrees, slow to 90 knots and trim for that airspeed to start the descent. Set propeller full forward below 100KTS.
2. Turn base when the numbers are 45 degrees between the fuselage and the wing, or when traffic permits. On the base leg:
a. Set flaps to 20 degrees.
b. Maintain 80 knots.
c. Check propeller is full forward.
3. On final:
a. Adjust power as needed to maintain the proper descent.
b. Set flaps to 30 degrees.
c. Maintain 75 knots until short final then reduce speed to 70 knots.
d. Check Propeller is full forward.
4. Maintain 100-200 RPM above idle through the flare.
5. Upon touchdown, reduce the throttle to idle, hold the nose up as long as possible while maintaining full up
elevator until on a hard surface.
MANEUVERING DURING SLOW FLIGHT
1. Pre-landing check - COMPLETE.
2. Clearing turns - COMPLETE.
3. Power - REDUCE TO 15" MP.
4. Prop - Full Forward below 100 KTS
5. Pitch - ADJUST TO MAINTAIN ALTITUDE.
6. Flaps - FULL (WHEN IN THE WHITE ARC)
7. Pitch/Speed - SLOW TO 40 KNOTS, MAINTAINING HEADING AND ALTITUDE.
8. Maintenance - MAINTAIN AIRSPEED WITH PITCH AND ALTITUDE WITH POWER.
9. Recovery:
a. Power - APPLY MAX POWER
b. Pitch - ADJUST TO MAINTAIN ALTITUDE
c. Flaps - RETRACT TO 10 DEGREES, THEN REMAINING ABOVE 80 KTS.
d. PERFORM CRUISE CHECKLIST
10. NOTE: This maneuver can be performed in two configurations.
a. Flaps up = 50 knots
b. Flaps 30 = 40 knots
APPROACH TO LANDING STALL
(POWER OFF)
1. Pre-landing check - COMPLETE.
2. Clearing turns - COMPLETE.
3. Power - REDUCE TO 15" MP.
4. Prop - FULL FORWARD BELOW 100 KTS
5. Pitch - ADJUST TO MAINTAIN ALTITUDE.
5. Flaps - FULL (WHEN IN WHITE ARC)
6. Establish descent at approach speed. (70-75KTS)
7. Power - REDUCE TO IDLE.
8. Pitch - INCREASE TO PRODUCE THE STALL, WHILE MAINTAINING HEADING AND ALTITUDE.
9. Recovery:
a. Pitch - LOWER THE NOSE TO LEVEL ATTITUDE
b. Power - APPLY MAX POWER
c. Flaps - RETRACT TO 10 DEGREES
d. Pitch - TO CLIMB ATTITUDE
e. Flaps - RETRACT REMAINING ABOVE 80 KTS
f. LEVEL OFF & PERFORM CRUISE CHECKLIST
TAKE-OFF/DEPARTURE STALL
(POWER ON)
1. Pre-landing check - COMPLETE.
2. Clearing turns - COMPLETE.
3. Power - REDUCE TO 15" MP.
4. Prop - FULL FORWARD BELOW 100 KTS.
5. Pitch - ADJUST TO MAINTAIN ALTITUDE.
6. Speed - SLOW TO 60 KNOTS
7. Pitch/Power - RAISE NOSE AND APPLY MAX POWER TO PRODUCE THE STALL WHILE MAINTAINING HEADING.
8. Recovery:
a. Pitch - LOWER THE NOSE TO LEVEL
b. Pitch – CLIMB AT 80 KTS (VY)
c. LEVEL OFF & PERFORM CRUISE CHECKLIST
STEEP TURNS
1. Pre-Landing check – COMPLETE.
2. Clearing turns – CPMLETE.
3. Power – Reduce to 18 in.
4. Propeller – Maintain cruise setting.
5. Airspeed – SLOW TO BELOW VA (110 KTS max).
6. Bank angle – ROLE INTO A 45° OR 50° BANK TURN TO LEFT OR RIGHT. (Bank angle is dependant on the rating sought)
7. Turn 360° and role out on entry heading.
8. Return to normal cruise.
Mike H
Well-Known Member
One thing to keep in mind- the 182 has a LOT more power availble than a 172.
For slow flight, reduce MP to 15" to slow down while holding altitude, add in flaps, and then use pitch to control airspeed and adjust power to control altitude. You won't need full power to hold altitude or to climb a little if you lose a little altitude and you'll have to pull some power off if you start to climb. In a 172, you pretty much need full power for the whole manuver
In steep turns, you can add an inch or two of manifold pressure to help maintain altitude
For slow flight, reduce MP to 15" to slow down while holding altitude, add in flaps, and then use pitch to control airspeed and adjust power to control altitude. You won't need full power to hold altitude or to climb a little if you lose a little altitude and you'll have to pull some power off if you start to climb. In a 172, you pretty much need full power for the whole manuver
In steep turns, you can add an inch or two of manifold pressure to help maintain altitude
jrh
Well-Known Member
I couldn't resist the urge to comment on this...
I'm all for using checklists, but I'd encourage CFIs out there to think for a minute about what they're trying to accomplish with a maneuver, and how a maneuver checklist will further that goal.
Maneuvers are designed to increase a pilot's skill at physically flying the plane, as well as deepen their understanding of the physics involved in flying. I wonder how a detailed checklist will fit with that purpose.
Let me take slow flight as an example. When I teach slow flight, I break it down in to the most basic elements possible: slow down as much as you can, fly around a bit, then speed back up to cruise flight. On the checklist that Jhugz posted, slow flight is broken down into 13 very specific steps, which lead to one very specific maneuver. I'm not sure what they all are because I got kind of bored and my mind started to wander halfway through the maneuver.
Ok, maybe not quite that bad, but you get my point.My concern is that a maneuver checklist can make something way more complicated than it needs to be, as well as become a crutch for a person who doesn't understand the dynamics of a maneuver. The PTS is incredibly broad in its definition of slow flight. It does not specify a speed or configuration, other than the minimum speed possible without stalling, and whatever configuration the examiner asks of the applicant. Nobody cares when the flaps are extended, or how much the power is reduced to, or how the applicant goes about recovering to cruise flight. All of those details can be made up on the fly (no pun intended).
When I'm teaching slow flight in the plane, we don't have a checklist. I start out by saying, "Let's stay at the same altitude and slow down. How do we do that?" Reduce the power.
"Ok, great, we're slowing down. Now, how can we make sure we're able to go as absolutely slow as possible?" Extend the flaps. If we're not in the white arc, I guess we have to reduce the power some more.
"Now, as we slow down, what's going to happen to drag on the plane? And how is that going to affect how much power we need from the engine?..."
"How do we know when we're close to stalling?" It's not an airspeed, it's AoA, and that's what the stall horn is there for...
And so on, through the entire maneuver, so that the pilot develops an understanding of how everything is affecting other things. I intentionally don't use numbers, because I want him to be feeling and anticipating the plane, listening for the stall horn, making minor tweaks all along, developing the skills to put the plane in to any position he wants, whenever he wants, without having to follow a strict series of events.
Then, when checkride time comes, the examiner can ask for anything and the pilot will handle it. Flaps up, gear down, within 10 knots of a stall, with a twenty degree bank? Ok, no problem. Flaps down, gear up, in a 30 degree bank? You got it. And those are perfectly reasonable requests within a PTS for a checkride.
So I'm not saying a maneuver checklist is a bad thing. It has its place, particularly when a person is brand new and doesn't have any knowledge base to go off of. Just be certain the pilot understands that the checklist simply details one way out of numerous ways to perform the same maneuver.
jrh
Well-Known Member
But that's not the point. I'm not annoyed with maneuver checklists because the pilot has to learn too many items for each plane they fly. I'm annoyed because I think it's overkill for skills that are basic. It's like designing a checklist for how to taxi...1...apply 1300 RPM...2...reduce power to idle as soon as aircraft begins to roll...3...apply right rudder to turn right...4...compare your present position to that of the yellow taxiway line...
See how ridiculously pointless that checklist is? Nobody uses a 13 point checklist for a fundamental skill like taxiing, yet it's somehow needed to perform a steep turn?
The goal is to have such a deep understanding of what's happening that the pilot doesn't need a checklist for maneuvering.
jrh
Well-Known Member
Sorry if I came across as critical towards you. I didn't mean it that way. Your post just happened to be the one that set me off.
Yeah, it's not bad to have something to look over and familiarize oneself with for things like power settings or airspeeds that work well for a particular aircraft.
I'm mainly wanting to prevent people from thinking that checklists like this are *the* way to do *this* maneuver in *this* airplane. Maneuvers are much more broad and generalized than some checklists imply. I hate it when I talk to a pilot who thinks they're doing something "wrong" if they do something different from a checklist, like if they're at 60 knots on base leg of the pattern rather than 80 knots. I feel like screaming, "Why not??? Where does it say in the regulations, PTS, POH, or Airplane Flying Handbook that you can't do that? Unless it's prohibited somewhere, that means you can do whatever you want."
I know a guy who thought for sure he'd busted his commercial checkride after realizing he'd demo'd a lazy eight with the gear extended. He had just finished slow flight and forgot to bring the gear in before moving on to lazy eights. The examiner laughed and said, "Well, I've never seen it done that way before, but there's nothing saying you can't have the gear out, so I guess that's fine."
There are a million ways to skin a cat, and I think good instruction should make that clear to a person.
Complete everything up to and including the approach checklist. Also, push the prop up.
Complete everything up to and including the cruise checklist.
Clean stall - Complete everything up to and including the approach checklist.
Approach configuration - Same.
Landing configuration - Complete everything up to and including the before landing checklist.
Make it as "real world" as you can. Think "when would such a scenario really happen?" and configure for it accordingly. You may want to pop open the cowl flaps for slow flight and stalls, if not already open.
-mini