Power off 180's
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pilot602
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Re: Power off 180\'s
I have a way of doing 'em.
In a 172, leave the flaps up (I suppose it'd work in nearly any aircraft, you just might have to be a lot more aggressive in turning to the numbers in aircraft with higher wing loadings). You now have the same airplane every time you practice the manuever. Plus, Vg is 65 with flaps up. If you're high, slip it.
I just found it was easier for me to repeat the 180, and get more consisten results, with the same configuration all the way through each time as opposed to flying 4 different "wings" through various stages of the manuever.
Just my 2 cents. It all comes down to do what it takes to get what you want (in terms of flying the aircraft).
I have a way of doing 'em.
In a 172, leave the flaps up (I suppose it'd work in nearly any aircraft, you just might have to be a lot more aggressive in turning to the numbers in aircraft with higher wing loadings). You now have the same airplane every time you practice the manuever. Plus, Vg is 65 with flaps up. If you're high, slip it.
I just found it was easier for me to repeat the 180, and get more consisten results, with the same configuration all the way through each time as opposed to flying 4 different "wings" through various stages of the manuever.
Just my 2 cents. It all comes down to do what it takes to get what you want (in terms of flying the aircraft).
USMCmech
Well-Known Member
Re: Power off 180\'s
[ QUOTE ]
anyone have a certain procedure for doing or teaching power off 180's?
[/ QUOTE ]
Heres the trick I learned that works every time.
Fly your apprach so that you'll be high. Useually you'll be just right.
If you are high, lower the nose and speed up this will increase your descent rate.
If you get low, you can trade some of that airspeed back for altitude.
If you need to slow down use the foward slip.
I used this technique all the time when I was flying jumpers. About every fourth load, the fuel line would run dry because of the angle of descent. At first I would get worried, after I mastered power off landings it was no big deal.
Like most people I was initially taught to maintain best glide speed like my life depended on it and vary my flight path to make my landing point. If I needed to get down faster then I could lower flaps. This never worked well, I always wound up low and slow. It's a lot harder to speed up than it is to slow down.
BTW best glide is for 0 flaps, add flaps and best glide is anyones guess.
I find that flying a tight 180 while adjusting my airspeed to controol my rate of descent works like a charm.
Go out and try it, see what ya think.
[ QUOTE ]
anyone have a certain procedure for doing or teaching power off 180's?
[/ QUOTE ]
Heres the trick I learned that works every time.
Fly your apprach so that you'll be high. Useually you'll be just right.
If you are high, lower the nose and speed up this will increase your descent rate.
If you get low, you can trade some of that airspeed back for altitude.
If you need to slow down use the foward slip.
I used this technique all the time when I was flying jumpers. About every fourth load, the fuel line would run dry because of the angle of descent. At first I would get worried, after I mastered power off landings it was no big deal.
Like most people I was initially taught to maintain best glide speed like my life depended on it and vary my flight path to make my landing point. If I needed to get down faster then I could lower flaps. This never worked well, I always wound up low and slow. It's a lot harder to speed up than it is to slow down.
BTW best glide is for 0 flaps, add flaps and best glide is anyones guess.
I find that flying a tight 180 while adjusting my airspeed to controol my rate of descent works like a charm.
Go out and try it, see what ya think.
gomntwins
Well-Known Member
Re: Power off 180\'s
It depends on if what kind of aircraft you're doing the power off 180's in. I've only used an Arrow... and I found that pitching for best glide works quite well. I don't turn right to the airport... instead I do a small down wind, a base leg... and if I'm too low or high, I'll either turn towards the airport or continue on base until it looks like i'll make my point. On final, if I need to lose altitude, I always slip it. The reason being, if I some how misjudge... I can still use the flaps for gaining a little distance on the runway. If, somewhere in your maneuver, you screw up and are going to land a little short... you can use the flaps to extend your distance. Once in ground effect, and only when you're in ground effect, you can abrubtly add one notch of flaps at a time, and this is going to balloon the airplane. Using the flaps in ground effect will allow you to extend your flight roughly 200-300 feet. It works amazingly well, and it's kinda fun too. I'd recommend at least demonstrating this method to a new student or trying it yourself. This method only works for low wings I believe... so if you're using a 172, I don't have any other pointers beyond what's been mentioned already. Good luck!
It depends on if what kind of aircraft you're doing the power off 180's in. I've only used an Arrow... and I found that pitching for best glide works quite well. I don't turn right to the airport... instead I do a small down wind, a base leg... and if I'm too low or high, I'll either turn towards the airport or continue on base until it looks like i'll make my point. On final, if I need to lose altitude, I always slip it. The reason being, if I some how misjudge... I can still use the flaps for gaining a little distance on the runway. If, somewhere in your maneuver, you screw up and are going to land a little short... you can use the flaps to extend your distance. Once in ground effect, and only when you're in ground effect, you can abrubtly add one notch of flaps at a time, and this is going to balloon the airplane. Using the flaps in ground effect will allow you to extend your flight roughly 200-300 feet. It works amazingly well, and it's kinda fun too. I'd recommend at least demonstrating this method to a new student or trying it yourself. This method only works for low wings I believe... so if you're using a 172, I don't have any other pointers beyond what's been mentioned already. Good luck!
ready2fly
Well-Known Member
Re: Power off 180\'s
I was taught to go to best glide speed and use the first notch or two of flaps as needed and then save the last notch until the runway is made. That usually meant that as soon as the engine was "failed", I would go to best glide, immediately put in the first notch of flaps, sometimes two notches, then save the last notch until I knew I had the runway made. Worked fine for me MOST times. There were times that I would be low and slow.
HOWEVER, yesterday, in my lesson, my CFI had me try leaving all the flaps up until we made the runway. We were high, but as stated, it's better to be high, than low and slow and miss the intended landing sight.
I'm going to keep trying his suggestion and see how it works.
I was taught to go to best glide speed and use the first notch or two of flaps as needed and then save the last notch until the runway is made. That usually meant that as soon as the engine was "failed", I would go to best glide, immediately put in the first notch of flaps, sometimes two notches, then save the last notch until I knew I had the runway made. Worked fine for me MOST times. There were times that I would be low and slow.
HOWEVER, yesterday, in my lesson, my CFI had me try leaving all the flaps up until we made the runway. We were high, but as stated, it's better to be high, than low and slow and miss the intended landing sight.
I'm going to keep trying his suggestion and see how it works.
tonyw
Well-Known Member
Re: Power off 180\'s
I personally find that it works best if I don't do anything with the flaps until I've got the runway flat out made. I usually come in high and fast, but dump in all the flaps, and the next thing you know, I'm on the runway nice and easy.
And if the runway is long, I'll gladly come in high over the threshold and float for a while. Better to touch down 1000 feet down the runway with 3000 feet left than to end up 50 feet short.
I personally find that it works best if I don't do anything with the flaps until I've got the runway flat out made. I usually come in high and fast, but dump in all the flaps, and the next thing you know, I'm on the runway nice and easy.
And if the runway is long, I'll gladly come in high over the threshold and float for a while. Better to touch down 1000 feet down the runway with 3000 feet left than to end up 50 feet short.
Icelandair
New Member
Re: Power off 180\'s
I told my student his battle cry was "down by the numbers" when he was practicing them. He would come in consistantly high because he wasn't down by the numbers (his aiming point). You have to be down by your aiming point and be at a normal airspeed by then and then flare and touchdown on your touchdown point, usually we use the second stripe.
I told my student his battle cry was "down by the numbers" when he was practicing them. He would come in consistantly high because he wasn't down by the numbers (his aiming point). You have to be down by your aiming point and be at a normal airspeed by then and then flare and touchdown on your touchdown point, usually we use the second stripe.
Re: Power off 180\'s
I remember when I was getting ready for my solo (our flight school requires that you be able to do the 180 degree power-off landing before you can solo).
I was flying this one Cessan 172-P which I rarely flew. The darned thing had an air-conditioning air intake scoop under the fuselage which neither my instructor nor I knew about (the AC didn't work).
Every time I tried the maneuver, I ended up up coming short of the runway. I had not had a problem with it in the past. Then my instructor decided that he would show me and he too ended up short. He he. That plane had a lot of drag!
Mahesh
I remember when I was getting ready for my solo (our flight school requires that you be able to do the 180 degree power-off landing before you can solo).
I was flying this one Cessan 172-P which I rarely flew. The darned thing had an air-conditioning air intake scoop under the fuselage which neither my instructor nor I knew about (the AC didn't work).
Every time I tried the maneuver, I ended up up coming short of the runway. I had not had a problem with it in the past. Then my instructor decided that he would show me and he too ended up short. He he. That plane had a lot of drag!
Mahesh