C182T Maneuvers Guide

New Hampshire CAP C-182T Profiles Guide
Appendix 3
C182T Profiles Guide

March 2011, rev 0
Page | 1
Revision 0, March 2011
TABLE OF CONTENTS
CESSNA 182T NORMAL TAKE-OFF 3
CESSNA 182T SHORT FIELD TAKE-OFF 4
CESSNA 182T SOFT FIELD TAKE-OFF 5
CESSNA 182T ABORTED TAKE-OFF 6
CESSNA 182T NORMAL LANDING 7
CESSNA 182T SHORT FIELD LANDING 8
CESSNA 182T SOFT FIELD LANDING 9
CESSNA 182T GO-AROUND 10
MANEUVERING FLIGHT CHECKLIST 11
CESSNA 182T 45 DEGREE STEEP TURN 12
CESSNA 182T SLOW FLIGHT 13
CESSNA 182T POWER OFF (LANDING) STALL 14
CESSNA 182T POWER-ON (DEPARTURE) STALL 15
CESSNA 182T PRECISION INSTRUMENT APPROACH 16
CESSNA 182T NON-PRECISION INSTRUMENT APPROACH 17
CESSNA 182T MISSED APPROACH 18
C182T G1000/GFC-700 TAKE-OFF AUTOMATON 19
C182T G1000/GFC-700 CLIMB / DESCEND / LEVEL-OFF AUTOMATON 20
C182T G1000/KAP-140 TAKE-OFF AUTOMATON 21
C182T G1000/KAP-140 CLIMB / DESCEND / LEVEL-OFF AUTOMATON 22
Page | 2
Cessna 182T Normal Take-off
1. Clea r e d into Position 4. Cross W in d Depa r tu r e

a. Crew Departure Brief - COMPLETE a. Turn Above 700 AGL
b. Final Traffic – CLEAR
c. Final BLTM Check – Beacon, Lights, 5. Nor m al Cli m b
Trim, Mixture a. Airspeed – 85-95 KIAS
b. Throttle – 23” MP
2. T a k eoff c. Propeller Control – 2400 RPM
a. Wing Flaps – Set 0-10 (10 d. Mixture – Lean to 15 Gal / Hr
preferred) e. Cowl Flaps – As required – Check
b. Throttle – FULL OPEN CHT
c. Propeller Control – 2400 RPM
d. Mixture - RICH 6. Dow n w in d Depa r tu r e
e. Engine Instruments - CHECK a. Continue to Climb to Cruise Altitude
f. Airspeed - ACCELERATING
3. Rotate If depa r ting against or across t r affic flow,

a. Rotate – Smoothly at 59 KIAS w ait u ntil at least patte r n altitude + 500
b. Pitch – 7.5 – 10 degrees nose up befor e tu r ning on cou rse.
c. Climb – 70-80 KIAS
d. Wing Flaps – Retract at 70 KIAS &
Safe Altitude At u ncont rolled ai r por ts, state i ntentions
on CT A F w hen depa r ting a n d befor e
m a k ing any tu r ns.
Page | 3
Cessna 182T Short Field Take-off

a. Wing Flaps – SET 20 d. Mixture – Lean to 15 Gal / Hr
b. Brakes - HOLD e. Cowl Flaps – As required – Check CHT
c. Throttle – FULL OPEN
d. Propeller Control – 2400 RPM 6. Dow n w in d Depa r tu r e
e. Mixture - RICH a. Continue to Climb to Cruise Altitude
f. Engine Instruments - CHECK
g. Airspeed - ACCELERATING
If depa r ting against or across t r affic flo w,
3. Rotate w ait u ntil at least patte r n altitude + 500
a. Elevator Control – SLIGHTLY TAIL befor e tu r ning on cou rse.
LOW
b. Rotate – Smoothly at 53 KIAS
c. Pitch – 12.5 – 15 degrees nose up At u ncont rolled ai r por ts, state i ntentions on
d. Climb – 58 KIAS until clear obstacles CT A F w hen depa r ting an d befor e m a k ing any
e. Wing Flaps – Retract SLOWLY at Safe tu r ns.
Altitude & Airspeed > 70 KIAS
Page | 4
Cessna 182T Soft Field Take-off

a. Wing Flaps – SET 20 d. Mixture – Lean to 15 Gal / Hr
b. Elevator – HOLD AFT using rolling e. Cowl Flaps – As required – Check CHT
take-off technique
c. Throttle – FULL OPEN 6. Dow n w in d Depa r tu r e
d. Propeller Control – 2400 RPM a. Continue to Climb to Cruise Altitude
e. Mixture - RICH
f. Engine Instruments - CHECK CAU T ION: A tai l st r i ke can occu r if eleva tor
g. Airspeed - ACCELERATING back p r essu re is not r educed as pow e r is
incr ease d du r ing the ta k e-off roll.
3. Rotate
a. Elevator – SLIGHTLY TAIL LOW If depa r ting against or across t r affic flo w,
b. Level Airplane just above runway w ait u ntil at least patte r n altitude + 500
c. Accelerate in Ground Effect befor e tu r ning on cou rse.
d. Pitch – 7.5 – 10 degrees nose up
e. Climb – 58 KIAS until clear all At u ncont rolled ai r por ts, state i ntentions on
obstacles CT A F w hen depa r ting an d befor e m a k ing any
f. Wing Flaps – Retract at 70 KIAS & Safe tu r n
Altitude
Page | 5
Cessna 182T Aborted Take-off
1. Clea r e d into Position

a. Crew Departure Brief - COMPLETE
c. Final BLTM Check – Beacon, Lights, Trim, Mixture
2. Decision to Abor t / Reject T a k e-off

a. Pilot noting the Anomaly Requiring Abort – Annou nce AB ORT, ABORT, AB ORT
b. Throttle – IDLE
c. Brakes –AS REQUIRED
d. ATC / Local Traffic - NOTIFY
3. Clea r ing Ru n w ay
a. Emergency Evacuation Checklist – COMPLETE AS APPRPRIATE
4. Evacuation NO T Requi r ed
a. Appropriate Emergency Checklist - COMPLETE
Page | 6
Cessna 182T Normal Landing
1. 45 Degr ee Ent r y 4. F i n al
a. Descend to T raffic Pattern altitude a. Airspeed – 70 KIAS (12-15” MP)
b. Airspeed slowing to 90 KIAS b. FLAPS – 40 degrees if desired (3/4 mile
c. Pre-landing checklist - COMPLETE & 300 AGL)
c. TRIM – 70 KIAS
2. Dow n w ind
a. Airspeed 90 KIAS (16-18” MP) 5. Touch Down
b. Abeam Landing point a. Elevator Control –Slowly release back
i. Reduce Power (12-15” MP) pressure
ii. Pitch – Lower Nose b. Brakes – APPLY AS NEEDED
iii. Flaps – 10 Degrees
3. Base NOTE: If landing with 20 degrees of flaps use 10-

1. Airspeed – 80 KIAS (12-15” MP) 12” MP
2. Flaps – 20 Degrees
NOTE: Gusty and/or strong crosswinds may require
partial flaps and increase airspeed by ½ the gust
factor.
Page | 7
Cessna 182T Short Field Landing
1. 45 Degr ee Ent r y 3. Base

a. Plan to fly a wider than normal a. Airspeed – 80 KIAS (12-15” MP)
pattern b. Flaps – 20 Degrees
b. Descend to T raffic Pattern altitude
c. Airspeed slowing to 90 KIAS
d. Pre-landing checklist - COMPLETE 4. F i n al
a. Airspeed – 65-70 KIAS (12-15” MP)
2. Dow n w ind b. FLAPS – 30 degrees
a. Airspeed 90 KIAS (16-18” MP) c. TRIM to hold airspeed
b. Abeam Landing point d. Stable airspeed (65-70 KIAS)
i. Reduce Power (12-15” MP)
ii. Pitch – Lower Nose 5. Touch Down
iii. Flaps – 10 Degrees a. Brakes – APPLY HEAVILY
b. Flaps -RETRACT
NOTE: Gusty and/or strong crosswinds may require

partial flaps and increase airspeed by ½ the gust
factor
Page | 8
Cessna 182T Soft Field Landing
1. 45 Degr ee Ent r y 4. F i n al
a. Descend to T raffic Pattern altitude a. Airspeed – 65-70 KIAS (12-15” MP)
b. Airspeed slow to 90 KIAS b. FLAPS – 40 degrees
c. Pre-landing checklist - COMPLETE c. TRIM to hold airspeed
d. Power – 10-12” MP until after landing
2. Dow n w ind
a. Airspeed 90 KIAS (16-18” MP) 5. Touch Down
b. Abeam Landing point a. Power – Maintain through landing if
i. Reduce Power (12-15” MP) required
ii. Pitch – Lower Nose b. Elevator Control – HOLD AFT to keep
iii. Flaps – 10 Degrees pressure off nose landing gear
3. Base NOTE: Gusty and/or strong crosswinds may require

a. Airspeed – 80 KIAS (12-15” MP) partial flaps and increase airspeed by ½ the gust
b. Flaps – 20 Degrees factor.
NOTE: After landing avoid stopping airplane on

wet or soft surfaces. Keep rolling until on firm
terrain.
Page | 9
Cessna 182T Go-Around
1. Go-A round Decision

a. THROTTLE – Set Full
b. GA BUTTON – Depress
c. PITCH – To FD Bars (GFC700) –or- 7-8 degrees nose up (KAP140)
d. FLAPS – Retract to 20 degrees
2. Positive Rate
a. FLAPS – Retract slowly in 10 degree increments
b. Maintain Runway heading
3. Establish Cli m b Po w e r (> 600 AGL)

a. POWER – 23” MP
b. PROPELLER – 2400 RPM
c. FUEL FLOW – Top of Green bar (15 Gal / hr)
4. Contin ue in t r affic patte r n or exit a r e a
Page | 10
Maneuvering Flight Checklist
Maneuvering flight accounts for a considerable number of aviation accidents and incidents. It is
best performed with more than one pilot, where one pilot performs maneuvers and the other
monitors the flight and environment (terrain, traffic, etc.). The checklist below must be performed
before practicing maneuvers.
Airspace - Use uncongested airspace

Emergency - Nearby emergency landing field
Altitude – Above 1500’ AGL
Seatbelts - SECURE
Fuel Sector – BOTH
Propeller – High RPM
Engine Instruments – GREEN
Wind Direction – CHECK
Clearing Turns – ACCOMLISHED
Multi-Function Display – TRAFFIC ENABLE
Page | 11
Cessna 182T 45 Degree Steep Turn
Notes
Avoid sudden head

movements.
Maintaining constant
bank angle will reduce
attitude changes
Do not “chase the VSI”.

Make small corrections
to maintain altitude.
PERFORM CLEARING T URNS B EFORE ALL MANEUVERS

USE MF D TRA F FIC SCREEN DURING MANEUVERS
1. Ent r y Se ttings
a. Power – 16-18” MP Winter, 18-20” Summer
b. Speed - 100-115 KIAS
c. Heading Bug – Push to sync for entry Heading (Push HEADING Knob)
2. Ente r T u r n
a. Smoothly bank to 45 degrees. Maintain coordinated flight.
b. Pitch – 3-4 degrees nose up (typical)
c. Power - Add 2” MP to hold speed
3. Exit T u r n
a. Smoothly bank to 0 degrees – Start 20 degrees before entry heading
4. Repeat
a. Repeat in opposite direction
Page | 12
Cessna 182T Slow Flight

a. Engine Instruments – Select System -> Lean. CHT must remain < 400 degrees
b. Clean Configuration
c. Heading Bug – SNAP to entry Heading (Push HEADING Knob)
2. Clean Configu r ation

a. Flaps – 0 Degrees
b. Power – 18” MP
c. Pitch – 10 degrees nose up
d. Speed – 60KIAS
e. Turns – No more than 15 degrees bank. Add power as needed
3. F ull Flaps Configu r ation

a. Flaps – 40 degrees
b. Power – 18” MP
c. Pitch – 6 degrees nose up
d. Speed – 50 KIAS
e. Turns – No more than 15 degrees bank. Add power as needed
Page | 13
Cessna 182T Power Off (Landing) Stall

b. Flaps – To full in 10 degree increments
d. Speed – Reduce to minimum controllable airspeed
2. Induce Stall
a. Power – Reduce to IDLE
b. Pitch – Increase until imminent (horn) or full stall (Maintain Altitude)
3. Recove r y
a. Simultaneously
i. Pitch – Reduce angle of attack by releasing back elevator pressure (level to +2
degrees)
ii. Power – Advance to maximum allowable power
b. Flaps – 20 Degrees
c. Flaps - Slowly retract as airspeed increases
Page | 14
Cessna 182T Power-On (Departure) Stall

b. Flaps – 10 degrees
d. Speed – 65 KIAS
2. Induce Stall
a. Power – 15” MP
b. Pitch – 15 degrees nose up
c. Bank – 15 degrees
3. Recove r y
a. Simultaneously
i. Pitch – Reduce angle of attack by releasing back elevator pressure (level to +2 degrees)
ii. Power – Advance to maximum allowable power
b. Flaps – Slowly retract as airspeed increases
Page | 15
Cessna 182T Precision Instrument Approach
1. Outside IA F or- Dow n w in d (Vectors) 4. Glide-slope / path Inte rcept

a. Procedure loaded in G1000 a. Initiate Descent – 90 KIAS (12-15”
b. Approach Checklist complete MP)
c. Approach Brief - COMPLETE b. TIMER – Start
c. Verify Glide Slope Intercept Altitude
2. IA F or- Base Leg (Vectors)
a. FLAPS – 10 degrees 5. Decision Height
b. Airspeed 90 KIAS (16-18” MP) a. Elect LAND –OR- MISSED
b. IF LANDING – Flaps and/or Power as
3. 2-3 NM befor e F A F needed to slow to normal landing speed
a. Verify configuration & Speed
b. Verify CDI NAV Mode is correct for
the approach
c. Landing checklist complete
NOTE: Power reduction at DH is usually adequate
to reduce airspeed to normal landing range without
additional flaps if glide-slope/path is maintained.
Page | 16
Cessna 182T Non-Precision Instrument Approach
1. Outside IA F or- Dow n w in d (Vectors) 4. F inal A pp r oach F ix

a. Procedure loaded in G1000 a. Initiate Descent – 90 KIAS (12-15”
b. Approach Checklist complete MP)
c. Approach Brief - COMPLETE b. TIMER – Start
2. IA F or- Base Leg (Vectors) 5. MDA

a. FLAPS – 10 degrees a. Elect LAND –OR- MISSED
b. Airspeed 90 KIAS (16-18” MP) b. IF LANDING – Flaps and/or Power as
needed to maneuver and slow to normal
3. 2-3 NM befor e F A F landing speed
a. Verify configuration & Speed
b. Verify CDI NAV Mode is correct for
the approach
c. Landing checklist complete NOTE: Power reduction at DH is usually adequate
to reduce airspeed to normal landing range without
additional flaps if glide-slope/path is maintained.
Page | 17
Cessna 182T Missed Approach
1. Missed App roach Decision

a. THROTTLE – Set Full
b. GA BUTTON – Depress (GFC700 Only)
c. PITCH – To FD Bars (GFC700)–or- 7-8 degrees up (KAP140) (MAINTAIN Vx)
d. FLAPS – Retract to 10 degrees
2. Positive Rate
a. FLAPS – Retract slowly – 10 degrees at a time
b. POWER – 23” MP
d. PROPELLER – 2400 RPM
CAUTIONARY NOTE:
3. Flight Di r ector (GFC 7 00)( K AP 1 40) Follow Missed Approach Procedures
a. HDG BUTTON – Depress EXACTLY as published, ie climb before
b. HDG BUG – Per Missed Approach Procedure turning (READ CAREFULLY!!!)
c. SUSP Soft key – Per Missed Approach Procedure
d. CDI SOFTKEY – Verify NAV source
e. NAV BUTTON – Depress
4. Repor t
a. Report Missed Approach to ATC
b. Missed Approach Checklist
Page | 18
CESSNA 182 STARTING Cont............
CESSNA 182Q PREFLIGHT Brakes........................................................................SET
Tach log and VOR Log.................CHECKED/CURRENT Prime .......................................................AS REQUIRED
Required Certificates (AROW).............................CHECK Master/Alternator Switch...........................................ON
Control Lock......................................................REMOVE Propeller Area.....................................................CLEAR
Cowl Flaps..............................................................OPEN Engine ................................START - IDLE@1000 RPM
Pitot Tube............................................REMOVE COVER WARM-UP AND TAXI
Master Switch..............................................................ON Oil Pressure and Ammeter...............................CHECK
Pitot Heat.....................................................................ON Mixture..............................................LEAN FOR TAXI
Fuel Gauges.........................................................CHECK Avionics Power........................................................ON
Flaps...................................................................EXTEND Transponder.... 1200 or assigned code...........ON ALT
Lights....................................................................CHECK Flaps.......................................UP. CHECK VISUALLY
Pitot Tube/stall warning............................WARM/CHECK Garmin GTN650..... Self-tested. Database CURRENT
Pitot Heat...................................................................OFF Autopilot.................................................................OFF
Master Switch............................................................OFF Shadin/JPI ........................................................RESET
Mag Switch and Avionics Power...............................OFF Heading indicator...................................................SET
Circuit Breakers...............................................CHECKED Radios...............................................................TUNED
Alternate Static Source....................................CHECKED Turn Coordinator and Attitude Indicator.........NORMAL
Trim..........................................Elevator and Rudder SET BEFORE TAKEOFF
EXTERIOR ITEMS - FRONT Brakes....................................................................SET
Static Port (left) ..................................................CHECK Fuel Selector.......................................................BOTH
Window Clean and Cowl Fasteners Attached......CHECK *Cowl flaps...........................................................OPEN
Air Filter Intake.....................................................CHECK *Trim (Elevator and Rudder)..................SET FOR T.O.
Front Cowl, Prop, and Spinner.............................CHECK *Flaps (0-20˚).............SET AND CHECKED VISUALLY
Nose Wheel Assembly ........................................CHECK Controls..........................................FREE & CORRECT
Oil Level 9-12 Qts................................................CHECK Primer.................................................IN AND LOCKED
Alternator Belt.....................................ON AND SECURE Engine..............................................SET @ 1700 RPM
Fuel Strainer..........................................................DRAIN Engine Instruments.......................................CHECKED
Static Port (right) .................................................CHECK Ammeter & Suction.......................................CHECKED
RIGHT WING Mags..........................................MAX. DROP 150 RPM
Fuel Qty & Cap.....................................................CHECK Carb Heat ............HOT. CHECK DROP. THEN COLD
Wing Leading Edge and Fuel Vent......................CHECK Prop (<200 rpm max drop)......CYCLE/SET HIGH RPM
Wing Tie-Down ................................................REMOVE Engine.............................................IDLE @ 1000 RPM
Wing Tip ..............................................................CHECK *Mixture..................................................................RICH
Aileron and Flap...................................................CHECK *Carb Heat............................COLD OR AS REQUIRED
Wing Sump............................................................DRAIN *Heading Indicator and Altimeter.............................SET
Right Main Gear ..................................................CHECK Autopilot..........................................TESTED & READY
FUSELAGE AND TAIL Clock.......................................................................SET
Autopilot Static Source (right)..............................CHECK *Fuel Gauges................................................CHECKED
Rudder, Elevator. Trim tabs.................................CHECK Seat/Shoulder Belts.........................................SECURE
Autopilot Static Source (left)................................CHECK FINAL ITEMS
Baggage Door....................................................SECURE *Strobe/Landing/Pulse/NavLights..........AS REQUIRED
LEFT WING *Transponder.............................CODE SET - ON - ALT
Flap and Aileron...................................................CHECK *Doors and Windows.......................................SECURE
Wing Tip ...........................................................CHECK Takeoff Time......................................................NOTED
Wing Leading Edge & Fuel Vent..........................CHECK Brakes............................................................RELEASE
Wing Tie-Down..................................................REMOVE CRUISE
Fuel Qty & Cap.....................................................CHECK Throttle......................................................................SET
Wing Sump............................................................DRAIN Prop..........................................................................SET
Left Main Gear .....................................................CHECK Mixture....................................................................LEAN
STARTING Cowl Flaps.......................CLOSED OR AS REQUIRED
Tow Bar.............................................................STOWED Fuel Selector.........................................PROPER TANK
Passenger Brief.............................................COMPLETE Landing/Pulse Lights................................................OFF
Seats, Belts, & Doors...........................ADJUST & LOCK APPROACH/LANDING
Fuel Selector...........................................................BOTH Cowl Flaps.......................................................CLOSED
Cowl Flaps............................................................ OPEN Carb Heat................................................................HOT
MIxture.....................................................................RICH Fuel Selector........................................................BOTH
Prop................................................................HIGH RPM Mixture..................................................................RICH
Throttle......................................................OPEN ¼ INCH Landing/Pulse Lights................................................ON
Carb Heat ...............................................................COLD Seat/Shoulder Belts........................................SECURE
Electrical Switches............Beacon (+ Nav at night)....ON Prop…………………………….....................HIGH RPM
*Before Take Off Items For Full Stop Taxibacks
CESSNA 182 AFTER LANDING
Carb Heat................................................................COLD
Flaps............................................................................UP
Cowl Flaps..............................................................OPEN
Trim.............................................RESET FOR TAKEOFF
Lights........................................................AS REQUIRED
Time......................................................................NOTED
SHUTDOWN
Brakes........................................................................SET
Electrical Switches.....................................................OFF
Pitot Heat................................................................. OFF
Transponder…….........................................RESET 1200
Avionics Power......................................................... OFF
Engine.............................................................1000 RPM
Mixture.....................................................IDLE CUT-OFF
Master Switch...........................................................OFF
Magneto Switch........................................................OFF
Fuel Selector.................................L or R FOR FUELING
Control Lock and Pitot Cover ............................INSTALL
Tach Log.......................................................COMPLETE
CESSNA 182 GENERAL INFORMATION

Vx Sea Level ..........................59 Kts
Vx 10,000’ ..............................66 Kts
Vy Sea Level ..........................81 Kts
Vy 10,000’ ..............................75 Kts
Va (3110 lb)...........................111 Kts
Va (2400 lb) ..........................100 Kts
Vfe (Flaps 1............................140 Kts
Vfe (Full Flaps) ........................95 Kts
Vne .......................................179 Kts
Best glide ..................................76 Kts
Short Field Takeoff (20˚Flaps) 59 Kts
Climb ................................85-100 Kts
Approach (Flaps Up) ...........65-75 Kts
Approach (Flaps 30º) ..........60-70 Kts
Short field App.(Flaps30º) ........60 Kts
Max Demonstrated XW - TO...20 Kts
Max Demonstrated XW - LDG.15 Kts
Max Gross T.O. Weight................................3100 lbs

Max Landing Weight.....................................2950 lbs
Gear must be inspected if landed above 2950 lbs.
5LL Empty Weight & Moment...approx.1821 lbs...64.5
418 Empty Weight & Moment.....approx.1820 lbs...64.5
5LL Payload with 75 gals max usable Fuel... @828 lbs
418 Payload with 88 gals max usable Fuel....@751 lbs
418 has STOL kit CESSNA 182Q SKYLANE
Target Cylinder Head Temperatures
<350 if able. On hot days 370-380 in cruise
CESSNA 182Q Revised August 2019

STANDARDIZED
FLIGHT MANEUVERS GUIDE
(C-182)
Rev 2 (Oct 2011)

TABLE OF CONTENTS
Contents .................................................................... 2
Purpose ..................................................................... 3
Back to Basics......................................................... 4
Slow Flight................................................................. 5
Power-Off Stall .......................................................... 6
Power-On Stall .......................................................... 7
Steep Turns............................................................... 8
Chandelles ................................................................ 9
Lazy Eights................................................................ 10
Eights-on-Pylons ....................................................... 11
Steep Spiral............................................................... 12
Normal and Crosswind Takeoff and Climb ................ 13
Normal and Crosswind Approach and Landing ......... 14
Soft Field Takeoff and Climb ..................................... 15
Soft Field Approach and Landing .............................. 16
Maximum Performance Takeoff and Climb ............... 17
Maximum Performance Approach and Landing ........ 18
Normal Traffic Pattern ............................................... 19
Power-Off 180 Degree Accuracy Approach
and Landing .............................................................. 20
Balked Landing (Go Around) ..................................... 21
Aircraft Key Figures ................................................... 22 Rev 2 10/2011
2
PURPOSE
The purpose of this guide is to establish a standard for specific flight maneuvers.
Applicable maneuvers from this guide will be used for all Initial and Annual Flight
Evaluations.
Standardizing the way maneuvers are performed establishes a solid foundation of basic
procedural skills and knowledge. This, coupled with experience gained over time, will
enable all pilots to handle most unusual situations and emergencies in a more
predictable fashion with a greater chance of a successful outcome.
Flight instructors and students should find these standards helpful in preparation for any
flight evaluation. Chandelles, lazy eights, steep spirals, eights-on-pylons, and power-off
180 degree accuracy approach and landings are commercial maneuvers and will only
be required for Commercial Pilots.
This guide does not replace the practical test requirements for pilot certification or flight
reviews. The specific airspeeds, power settings, and flap settings used in this guide are
for the C172RG. Stalls, slow flight, chandelles, lazy 8’s, steep turns, and unusual
attitudes shall be performed at an altitude which allows for recovery no lower than 1500
feet AGL. Steep spirals and emergency procedures will be terminated at 500 feet AGL
unless the aircraft is in a position to land.
3
BACK TO BASICS
1. Every maneuver begins and ends the same way: SLUF (Strait and Level
Unaccelerated Flight – i.e.; cruise power, trimmed, on altitude and heading, and
stabilized). That way, you know exactly when you are beginning the maneuver,
and exactly when you are done.
2. The recovery altitude is the altitude you are at when you are finished with the
maneuver (i.e.; SLUF). It will probably be different than the altitude from which
you started the maneuver. That being said, your instructor may want you to
return to your original altitude after recovering from a power off stall.
3. There is no requirement to establish a positive rate of climb when recovering

from a stall in a fixed gear aircraft. The PTS only requires a positive rate of climb
prior to retracting the landing gear. However, the aircraft should be in a pitch
attitude that will result in a positive rate of climb at the end of the maneuver.
4. To consistently raise or lower the flaps “incrementally,” use airspeeds that equate
to something useful. Pattern airspeeds work well for extending the flaps and
V-speeds work well for retracting them during a stall recovery or a go-around.
5. Clearing turns will be accomplished by turning 90 degrees in each direction.
6. The importance of proper trim techniques cannot be over emphasized. Trim

constantly changes throughout the flight. Any change in power, pitch, bank,
airspeed or weight/CG (fuel burn) requires a corresponding trim change. You
should constantly strive to keep the aircraft trimmed “hands off.” A properly
trimmed aircraft will allow you to do other things with your eyes and hands (e.g.
navigating, taking notes, inserting coordinates in the GPS) without having to
constantly monitor altitude, airspeed and heading.
7. The following maneuver descriptions are designed to produce standardized

performance by each pilot. Therefore, they should be considered procedural in
nature. By performing each maneuver as described, you will consistently fly the
aircraft (and think through the maneuver) the same way every time. This will
develop a sound knowledge and flying skills base and allow you to handle any
emergency or unusual flight situation in a predictable fashion based on a solid
foundation of the basics.
4
SLOW FLIGHT
1. Clear the area using clearing turns.
2. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON.
3. Establish and announce altitude and heading.
4. Power, approximately 15” MP; PROP FULL.
5. Airspeed in flap operating range, extend flaps in 10-degree increments to desired

setting. (85 KIAS – flaps 10°; 75 KIAS – flaps 20°; 65 KIAS – flaps 40°)
6. As airspeed diminishes, adjust power and pitch attitude to maintain level flight.
7. Establish and maintain an airspeed at which any further increase in pitch, load
factor, and/or reduction in power would result in an immediate stall.
8. Recognize and announce the first aerodynamic indications of an oncoming stall

(e.g., stall warning, mushy flight controls, buffeting).
9. Perform coordinated turns, climbs, and descents as directed by the instructor.
10. Recover to cruise flight by simultaneously applying maximum power, carburetor

heat cold, flaps 20°. Adjust pitch attitude to maintain altitude. Retract flaps to 10
degrees at Vx, and full up at Vy. (The recovery is analogous to a Go-Around
procedure.)
5
POWER-OFF STALL
2. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON.
5. Airspeed in flap operating range, extend flaps in 10-degree increments to desired

setting. (85 KIAS – flaps 10°; 75 KIAS – flaps 20°; 65 KIAS – flaps 40°)
6. When airspeed reaches an approach speed of 60 to 65 KIAS, reduce power to

idle. Establish a glide and trim at that speed while continuing to maintain
heading unless instructor directs a turn.
7. After establishing a stabilized descent, call out the altitude you have picked for
the “simulated ground” and transition smoothly to a pitch attitude that will hold
that altitude.
8. Recognize and announce the first aerodynamic indications of an oncoming stall

(e.g., stall warning horn, mushy controls, buffeting).
9. Recognize and announce the stall, then promptly recover by simultaneously:
A. Decreasing angle of attack (relaxing backpressure)

B. Maintaining wings level using primarily rudder inputs.
C. Applying full power, carburetor heat cold, flaps 20°.
10. Adjust pitch to maintain altitude.
11. Retract flaps to 10 degrees at Vx, and full up at Vy. Determine and announce
your new cruise altitude. Return to cruise flight by setting cruise power, and
trimming the aircraft to maintain altitude and heading.
6
POWER-ON STALL
2. Fuel: BOTH - Mixture: FULL RICH - Carb Heat: ON
5. Slow to lift-off speed (60 – 65 KIAS), then simultaneously apply full power,
carburetor heat cold, and establish a takeoff attitude.
6. Establish desired bank angle (as directed by instructor). If a turn is used, 20-
degree max bank angle.
7. Transition smoothly from the takeoff attitude to the pitch attitude that will induce a
stall. (Feet on the horizon or approximately 20 degrees nose high). (Max
allowable pitch is 30 degrees).
8. Recognize and announce the first aerodynamic indications of the oncoming stall
(e.g., stall warning horn, mushy aileron control, buffeting).
9. Announce the stall (at the buffet); then promptly recover by simultaneously:
A. Decreasing angle of attack (relaxing backpressure).

B. Maintaining wings level using primarily rudder inputs.
10. Maintain present altitude and accelerate to Vy.
11. Determine and announce your new cruise altitude.
12. Return to cruise flight by setting cruise power and maintaining altitude, heading,
and airspeed.
7
STEEP TURNS
2. Establish cruise flight (Power approximately 2400 RPM and 23” MP, airspeed at
or below VA). Trim for level, hands-off flight.
3. Establish and announce altitude and heading. Determine a visual reference

point (if practical).
4. Smoothly roll into a 45 degree banked turn using coordinated ailerons and
rudder. (50 degrees for Commercial Pilots)
5. Maintain a level turn by looking outside and “dragging the nose across the
horizon.”
6. Vary backpressure to maintain altitude, ailerons to maintain bank angle, rudder to

maintain coordinated flight, and power to maintain airspeed.
7. Approaching the visual reference point (within approximately 5-10 degrees of

initial heading) transition smoothly back to straight and level flight using
coordinated ailerons and rudder. Reduce backpressure to maintain altitude and
power to maintain airspeed.
8. Smoothly transition into a step turn in the opposite direction.
9. After completion of the second 360 degree turn, return to cruise flight by setting
cruise power and maintaining altitude, heading, and airspeed.
8
CHANDELLES
or below VA). Trim for level, hands-off flight.
3. Establish and announce altitude and heading. Determine visual reference points
and wind direction.
4. PROP – FULL.
5. Smoothly roll into the wind and establish a 30-degree bank.
6. Apply full power while increasing backpressure to increase pitch to approximately

5-10 degrees nose high.
7. Maintain 30 degrees bank and continue to increase pitch until the 90 degree
point (altitude is increasing, airspeed is decreasing).
8. Gradually start rolling out bank at the 90 degree point while maintaining pitch.
9. Complete the rollout to wings level at the 180 degree point. Airspeed should be
approximately 1.2 VS.
10. Momentarily hold airspeed without stalling.
11. Resume straight and level flight while letting airspeed increase to cruise.
12. Reduce power to cruise setting and maintain altitude, heading, and airspeed.
9
LAZY EIGHTS
2. Establish cruise flight (Power approximately 2400 RPM and 19” – 20” MP,
airspeed at or below VA). Trim for level, hands-off flight.
NOTE: The hardest part of Lazy 8’s is returning to the starting airspeed
and altitude at the 180 and 360 degree points. When you slow from normal
cruise speed to below Va, reset the power to between 19” and 20” MP. This
lower MP will give you a “tactical advantage” in loosing the altitude you
gained during the first part of the maneuver without busting the ± 10 KIAS
PTS tolerance.
3. Establish and announce altitude and heading. Determine visual reference points
and wind direction. (Select a reference point abeam the wingtip.)
4. Raise the nose above the horizon and begin a climb (approximately 5-10
degrees nose high).
5. Slowly roll in bank and enter a coordinated climbing turn.
6. Pass the 45 degree point with maximum nose-up for the maneuver. (Bank is
increasing through 15 degrees; speed is decreasing; pitch begins decreasing;
bank angle continues to increase).
7. Arrive at the 90 degree reference point with a maximum bank angle of 30

degrees. (Pitch is momentarily level, then descending through the horizon; bank
begins to decrease; speed begins to increase).
8. Take note of the altitude and airspeed at the 90 degree point.
9. Pass the 135 degree point with the lowest pitch attitude for the maneuver. (Bank
is reducing through 15 degrees; speed continues to increase; pitch begins
increasing; bank angle continues to decrease).
10. At the 180 degree point the aircraft is momentarily level at the same altitude and
airspeed as at entry.
11. Smoothly roll bank in the opposite direction and re-accomplish the maneuver.
12. Complete the rollout to wings level at the 180 degree point. Airspeed, altitude,
and heading should be the same as at entry.
13. Resume cruise flight after completing the maneuver.
10
EIGHTS-ON-PYLONS
2. Establish cruise flight at 800 feet AGL. (Power approximately 2400 RPM and 23”
MP, airspeed at or below VA). Trim for level, hands-off flight.
3. Calculate pivotal altitude (ground speed in knots squared divided by 11.3).
4. Select 2 pylons approximately ½ nm apart, perpendicular to the wind.
NOTE: Fly over one of the 2 pylons, put the wingtip on the other pylon and
note the bank angle on the attitude indicator. 20 degrees bank angle
means the pylons are approximately ½ nm apart. If the bank angle is more
than 20 degrees, the pylons are less than ½ nm apart. If the bank angle is
less than 20 degrees, the pylons are more than ½ nm apart.
5. Enter the maneuver by approaching the midpoint between the pylons diagonally,
with the wind to your back.
6. Just past the intended pylon, roll into a turn around that pylon (approximately 30
to 40 degrees of bank) and place the wingtip on that pylon.
7. Use ailerons to correct up and down movement and elevator (pivotal altitude) to
correct fore and aft movement of the pylon on the wingtip.
NOTE: If the pylon moves forward of the wingtip, apply forward elevator
( i.e. descend to increase ground speed). If the pylon moves aft of the
wingtip, apply aft elevator pressure (i.e. climb to decrease ground speed).
Do not use rudder to maintain wingtip position on the pylon.
8. Crossing the midpoint between the pylons, roll back to wings level.
9. Just past the opposite pylon, roll into a turn around that pylon (approximately 30
to 40 degrees of bank) and place the wingtip on that pylon.
10. Use ailerons to correct up and down movement and elevator to correct fore and
aft movement of the pylon on the wingtip.
11. Complete the maneuver by crossing the midpoint between the pylons wings
level, at the same altitude and airspeed at which the maneuver was entered.
11
STEEP SPIRAL
or below VA). Trim for level, hands-off flight at an altitude that will allow at least 3
descending 360 degree turns.
3. Select an appropriate landing area.
4. While maneuvering to the intended landing area, slow the aircraft to best glide
speed and configure for landing (up to full flaps may be used).
5. Maintain altitude and trim for hands-off at best glide speed.
6. Abeam the intended landing area, reduce power toward idle (approximately
10” MP), allow the nose to drop, and re-trim for hands-off at best glide speed.
PROP – FULL.
7. Maintain a constant radius turn around the intended landing area by varying bank
angle to correct for wind. (Normal 20-30 degrees of bank; Max 60 degrees).
8. After the 3rd 360 degree turn, execute a power off landing or go around, as
applicable.
NOTE 1: Clear the engine at least once during the maneuver.
NOTE 2: If you are not at an airfield suitable for landing, discontinue the
approach and execute a go around above 500 feet AGL.
12
NORMAL / CROSSWIND TAKEOFF AND CLIMB
1. Accomplish the before takeoff checklist.
2. Align aircraft with runway centerline with ailerons fully deflected into the wind if
crosswind is present.
3. Smoothly apply full power and check instruments. Announce, “Engine

instruments in the green, Airspeed alive.”
4. As the aircraft accelerates, reduce aileron deflection as necessary and maintain

runway alignment with rudder.
5. At 55 KIAS, apply backpressure to establish Vy climb attitude.
NOTE: If a significant crosswind exists, increase the rotation speed by one

half the gust factor, not to exceed 10 knots. This holds the aircraft on the
ground a little longer so that a smooth and definite liftoff can be made.
6. As the aircraft lifts off, establish a crab into the wind; then level the wings.
7. Maintain climb power, Vy, and a ground track along the extended runway
centerline during climb out.
13
NORMAL / CROSSWIND APPROACH AND LANDING
1. Accomplish the before landing checklist. (GUMPS)
2. While flying the appropriate traffic pattern, assess the wind by the required wind
correction angles and by the surface wind indicators. (Consider the use of
reduced flap settings for landing, depending on the crosswind conditions.)
3. Prior to 300 feet AGL on final approach, stabilize the aircraft with the final flap
setting and crab angle. Maintain final approach airspeed of 65 KIAS with
approximately 500 feet per minute rate of descent, PROP – FULL, and 12” to
15” MP.
NOTE: If gusty conditions are present, increase final approach speed by

one half the gust factor, not to exceed 10 knots.
4. Prior to the flare, establish and maintain a drift correction using the wing low
(side-slip) method: opposite rudder to keep the aircraft’s longitudinal axis aligned
with the runway centerline, aileron into the wind to control drift.
NOTE: When to transition to the sideslip depends on pilot proficiency.

Establishing the sideslip earlier on final (for low time pilots) allows for a
more stabilized approach with maximum exposure to the control inputs
needed for the touchdown.
5. At the appropriate flare altitude, reduce power toward idle and slow the descent
by increasing pitch attitude. As the aircraft decelerates, increase aileron and
rudder deflection to maintain the necessary sideslip. Allow the aircraft to touch
down on the upwind main wheel first, followed by the downwind main wheel, then
the nose wheel.
NOTE: The 182 will develop a definite sink rate if the power is retarded to
the idle hardstop prior to touchdown. A normal flare and touchdown is
accomplished with power at approximately 11” to 12” MP. Retard the
throttle to the idle hardstop after touchdown.
6. Maintain backpressure on the yoke throughout the landing roll and continue to
increase aileron deflection fully into the wind as the aircraft slows to taxi speed.
14
SOFTFIELD TAKEOFF AND CLIMB
2. Prior to taxiing onto the takeoff surface, check the flaps up and apply full elevator
backpressure.
3. Taxi onto the takeoff surface at a speed consistent with safety. Avoid stopping on
a soft surface.
4. Smoothly apply full power and check instruments while adjusting the elevator to
maintain minimum nose wheel pressure on takeoff surface (approximately 1” to
2” off the runway). Announce ”Engine instruments in the green, Airspeed alive”.
5. Lift off at the lowest possible airspeed, then reduce back pressure to lower the
pitch attitude to remain in ground effect (one wingspan length) while the aircraft
accelerates.
6. Establish Vx or Vy pitch attitude as appropriate.
7. Maintain takeoff power and a ground track along the extended runway centerline
during climb out.
8. Set climb power (2400 RPM, 23” MP) when clear of obstacles. Continue
climbout at Vy.
NOTE: If a crosswind exists, apply the appropriate crosswind procedures

as described in crosswind takeoff procedures and raise the flaps.
15
SOFTFIELD APPROACH AND LANDING
2. Select the desired touchdown point and complete the appropriate traffic pattern.
Extend downwind to allow sufficient time on final for establishing the desired
descent profile.
3. Stabilize the airplane on final approach at 55 KIAS (1.3 Vso). Descent rate
should be approximately 500 feet per minute, flaps full down, and power between
12” to 15” MP. PROP – FULL.
4. When the intended landing area is assured, reduce power toward idle. As you
initiate the flare, increase power to break the descent rate of the aircraft just
above the landing surface. Maintain pitch with elevator and control descent rate
with power.
5. Hold this power setting all the way through the flare and touchdown. As the main
wheels touch, hold backpressure to prevent the nose wheel from touching. Once
the aircraft is stabilized with the main wheels on the ground, smoothly reduce
power as required while maintaining sufficient backpressure to hold the nose off
the runway as long as possible. Adjust power according to the surface
conditions.
6. When the nose wheel settles to runway, maintain full elevator back pressure to
minimize the weight on the nose wheel.
NOTE: If a crosswind exists, apply the appropriate crosswind procedures

as described in crosswind takeoff procedures.
16
MAXIMUM PERFORMANCE TAKEOFF AND CLIMB
(SHORT FIELD)
2. Set flaps as recommended by POH.
3. Taxi into position at the end of the runway so that maximum runway is available
for takeoff.
4. Smoothly advance the throttle to full power. Check engine instruments and
announce “Engine instruments in the green, Airspeed alive.”
5. Rotate at 55 KIAS and establish Vx pitch attitude. After liftoff, establish and
maintain Vx until clear of real or simulated obstacles.
6. Once all obstacles are cleared, lower the nose and accelerate to Vy. Trim the
aircraft to maintain Vy and continue the climb to cruise altitude.
Note: If crosswind exists, apply the appropriate crosswind procedures as

described in crosswind takeoff procedures.
17
MAXIMUM PERFORMANCE APPROACH AND LANDING
(SHORT FIELD)
2. Select the desired touchdown point and complete the appropriate traffic pattern.
Extend downwind to allow sufficient time on final for establishing the desired
descent profile.
3. Stabilize the airplane on final approach at 55 KIAS (1.3 Vso). Descent rate
should be approximately 500 feet per minute, flaps full down, and power between
12” to 15” MP.
4. Select an appropriate aim point situated approximately 100-200 feet short of the
specified touchdown point and adjust power as necessary to avoid over- or
undershooting that aim point. Precise airspeed control is essential for judging
the descent profile.
5. In the flare, reduce power toward idle to land on (or slightly beyond) the specified
touchdown point. Touch down at minimum control airspeed with no side drift,
minimum float, and with the airplane’s longitudinal axis aligned with and over the
runway center/landing path.
6. Begin smoothly applying brakes immediately after touchdown. Retract the flaps
while holding positive backpressure on the elevator. Continue applying full
elevator backpressure and maximum braking (without skidding the tires) until the
aircraft has slowed to normal taxi speed.
NOTE: If crosswind exists, apply the appropriate crosswind procedures as

described in crosswind takeoff procedures.
18
NORMAL TRAFFIC PATTERN
Accomplish the before landing checklist prior to entering the pattern. (GUMPS)
1. Entry: Enter traffic pattern from a 45 to downwind, at pattern altitude (1000 feet
AGL), Carb Heat on, approximately 19” MP, and 85-95 KIAS.
2. Abeam Touchdown Point: Pwr to 15” MP, Flaps to 10 degrees, Trim for 500
feet per minute rate of descent (Approximately 85 KIAS).
3. Turn to Base: 45 degrees to touchdown point (700 feet AGL), Flaps 20 degrees
(Flaps, Turn, Talk), Re-trim for 500 feet per minute rate of descent
(Approximately 75 KIAS).
4. Turn to Final: 20 degrees to touchdown point (500 feet AGL), Flaps 30 degrees
(Flaps, Turn, Talk). Roll out on final approximately ½ NM from touchdown, 300-
400 feet AGL. Adjust pitch and power to maintain a stabilized approach at
approximately 65 KIAS and 500 feet per minute rate of descent. Re-check PROP
– FULL.
5. Turn to Crosswind: Maintain climb at Vy with max continuous power until within
300 feet below pattern altitude.
6. Turn to Downwind: level off at pattern altitude, reduce power to approximately

19” MP, Carb Heat on.
19
POWER-OFF 180 DEGREE
ACCURACY APPROACH AND LANDING
1. Position the aircraft on a normal downwind and complete the before landing
checklist. (GUMPS)
2. Determine projected ground track for a continuous turn to final (based on wind).
3. Determine desired reference altitudes around the turn to final (based on field
elevation).
NOTE: As a general rule of thumb, divide the final turn into thirds. If the
pattern altitude is 1000 feet AGL, plan on being approximately 700 feet AGL
at the first 3rd of the turn, 500 feet AGL at the second 3rd of the turn, and
rolling out on final at approximately 300 feet AGL and ¼ nm from the
intended touchdown point. If you are above these projected altitudes, add
more flaps or extend the ground track. If you are below these projected
altitudes, shorten the ground track.
4. Close the throttle abeam the intended touchdown point. PROP – FULL.
5. Establish glide speed based on wind and projected ground track.
6. Evaluate aircraft performance based on determined ground track and reference

altitudes.
7. Lower flaps as desired. (Consider delaying the last 10 degrees of flaps until
landing is assured).
8. Touchdown at or within 200 feet beyond the intended touchdown point, on

centerline, with the aircraft aligned parallel to the runway.
20
BALKED LANDING (GO-AROUND)
1. Smoothly apply full power, retract the flaps to 20 degrees and push Carb Heat in.
Establish a pitch attitude equivalent to Vy.
(Warning: Jamming the throttle forward can cause the engine to falter or
quit. Additionally, if the prop is not full forward, significant engine damage
can occur)
2. If obstacles are present, establish a Vx pitch attitude and maintain Vx until clear
of obstacles.
3. As the aircraft accelerates, retract flaps to 10 degrees at Vx and flaps up at Vy.

Continue climb to pattern altitude.
4. Side step to the right to keep conflicting runway traffic in sight.
5. Announce the go-around on CTAF or to the Tower
NOTE: The decision to execute a go around is no reason for

embarrassment, but rather the manifestation of sound judgment.
Welcome any opportunity to practice this vital maneuver!
21
KEY FIGURES FOR C-182
GENERAL:
MAX GROSS WEIGHT - 3110

ENGINE - 6 CYL; 230 HP; CONTINENTAL
PROPELLER - CONSTANT SPEED (15 – 29.4 DEGREES);
82” DIAMETER; Mc CAULEY
FUEL - 92 GAL MAX; 88 GAL USABLE; 100LL (BLUE) 110/130
(GREEN)
OIL - 12 QT MAX; 9 QT MIN; SAE 20W50
WING SPAN - 36’
MIN TURN RADIUS - 27’
ENGINE:
MAX RPM - 2400

NORMAL RANGE - 2100 - 2400
WARM-UP - 1000
MANIFOLD PRESSURE - 15 – 23”
MAX CYL HEAD TEMP - 460 DEGREES
NORMAL RANGE - 200 – 460 DEGREES
OIL:
MAX TEMP - 240F

NORMAL RANGE - 100-240F
MIN PRESSURE - 10 PSI
MAX PRESSURE - 100 PSI
NORMAL POWER - 30 - 60 PSI
ACCELERATION:
FLAPS UP - +3.8 TO -1.52G

FLAPS DOWN - +2.0 TO 0G
22
MAG CHECK (1700 RPM):
MAX DROP - 150 RPM (FOR EITHER MAG)

COMPARISON - +/-50 RPM (BETWEEN MAGS)
VACUUM CHECK (1700 RPM):
ALLOWABLE RANGE - 4.5 TO 5.4 PSI
ELECTRICAL SYSTEM:
ALTERNATOR - 60 AMP
BATTERY - 24V
OVER VOLTAGE LIMIT - 31.5 VOLTS
ELECTRICAL INSTRUMENTS:
FUEL QUANTITY INDICATORS

OIL TEMP
CYLINDER HEAD TEMP
COURSE DIRECTION INDICATOR (CDI)
RADIO MAGNETIC INDICATOR (RMI)
TURN COORDINATOR
AMMETER
ENGINE DRIVEN INSTRUMENTS
ENGINE TACHOMETER (RPM)

OIL PRESSURE
MANIFOLD PRESSURE
VACUUM DRIVEN INSTRUMENTS:
DIRECTION GYRO (DG)

ATTITUDE INDICATOR (AI)
PITOT STATIC DRIVEN INSTRUMENTS:
AIRSPEED INDICATOR (ASI)

VERTICAL SPEED INDICATOR (VSI)
ALTIMETER (ALT)
23
INSTRUMENT GROUP CATEGORIES:
POWER - RPM; OIL TEMP; OIL PRESS; MAN PRESS,

CYL HEAD TEMP
PERFORMANCE - ASI; VSI; TURN COORDINATOR
FLIGHT - AI; ALT; DG; CDI; RMI
WARNING - AMMETER; VACUUM GAGE; LOW VOLTAGE LIGHT;
KEY SPEEDS:
VA - 111 BEST GLIDE - 76

VNE - 179 FINAL APPROACH - 65 (FULL FLAPS)
VNO - 143 MAX CROSS WIND - 15
VFE - 95 HYDROPLANE - 58
VS - 50 STALL WARNING - 5-10 KNOTS ABOVE THE STALL VSO -
40
VX - 59
VY - 81
VR - 50
NORMAL CLIMB
2400 RPM; 23” MP; 85 – 95 KIAS
CRUISE POWER SETTINGS (4000’; +7C [STD DAY])
2300 RPM (63%); 20” MP; 127 KIAS; 10.8 GPH
NORMAL PATTERN:
PATTERN ENTRY - 1000 AGL; AIRSPEED/POWER AS REQUIRED

ABEAM TOUCHDOWN - 15” MP; FLAPS 10; TRIM FOR 500 FPM DESC
TURN TO BASE - 700 AGL; 45 DEGREE ANGLE-OFF; FLAPS 20;
500 FPM DESC
TURN TO FINAL - ½ NM FROM TOUCHDOWN; 300-400 AGL; FLAPS 40
DESCENT ON FINAL - 500 FPM (4.5 DEGREE G/S) @ 65 KIAS (60 KIAS
SHORT/SOFT, 70 KIAS NO-FLAP); 12-15” MP; PROP
FULL
24

C182T Maneuvers Guide

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New Hampshire CAP C-182T Profiles Guide

C182T Profiles Guide

CESSNA 182T SHORT FIELD TAKE-OFF 4

CESSNA 182T SOFT FIELD TAKE-OFF 5

CESSNA 182T ABORTED TAKE-OFF 6

CESSNA 182T NORMAL LANDING 7

CESSNA 182T SHORT FIELD LANDING 8

CESSNA 182T SOFT FIELD LANDING 9

CESSNA 182T GO-AROUND 10

MANEUVERING FLIGHT CHECKLIST 11

CESSNA 182T 45 DEGREE STEEP TURN 12

CESSNA 182T SLOW FLIGHT 13

CESSNA 182T POWER OFF (LANDING) STALL 14

CESSNA 182T POWER-ON (DEPARTURE) STALL 15

CESSNA 182T PRECISION INSTRUMENT APPROACH 16

CESSNA 182T NON-PRECISION INSTRUMENT APPROACH 17

CESSNA 182T MISSED APPROACH 18

C182T G1000/GFC-700 TAKE-OFF AUTOMATON 19

C182T G1000/GFC-700 CLIMB / DESCEND / LEVEL-OFF AUTOMATON 20

C182T G1000/KAP-140 TAKE-OFF AUTOMATON 21

C182T G1000/KAP-140 CLIMB / DESCEND / LEVEL-OFF AUTOMATON 22

Cessna 182T Normal Take-off

1. Clea r e d into Position 4. Cross W in d Depa r tu r e

3. Rotate If depa r ting against or across t r affic flow,

Cessna 182T Short Field Take-off

1. Clea r e d into Position 4. Cross W in d Depa r tu r e

Cessna 182T Soft Field Take-off

1. Clea r e d into Position 4. Cross W in d Depa r tu r e

Cessna 182T Aborted Take-off

1. Clea r e d into Position

2. Decision to Abor t / Reject T a k e-off

Cessna 182T Normal Landing

3. Base NOTE: If landing with 20 degrees of flaps use 10-

Cessna 182T Short Field Landing

1. 45 Degr ee Ent r y 3. Base

NOTE: Gusty and/or strong crosswinds may require

Cessna 182T Soft Field Landing

3. Base NOTE: Gusty and/or strong crosswinds may require

NOTE: After landing avoid stopping airplane on

Cessna 182T Go-Around

1. Go-A round Decision

3. Establish Cli m b Po w e r (> 600 AGL)

4. Contin ue in t r affic patte r n or exit a r e a

Maneuvering Flight Checklist

Airspace - Use uncongested airspace

Cessna 182T 45 Degree Steep Turn

Avoid sudden head

Do not “chase the VSI”.

PERFORM CLEARING T URNS B EFORE ALL MANEUVERS

Cessna 182T Slow Flight

PERFORM CLEARING T URNS B EFORE ALL MANEUVERS

2. Clean Configu r ation

3. F ull Flaps Configu r ation

Cessna 182T Power Off (Landing) Stall

PERFORM CLEARING T URNS B EFORE ALL MANEUVERS

Cessna 182T Power-On (Departure) Stall

PERFORM CLEARING T URNS B EFORE ALL MANEUVERS

Cessna 182T Precision Instrument Approach

1. Outside IA F or- Dow n w in d (Vectors) 4. Glide-slope / path Inte rcept

Cessna 182T Non-Precision Instrument Approach

1. Outside IA F or- Dow n w in d (Vectors) 4. F inal A pp r oach F ix

2. IA F or- Base Leg (Vectors) 5. MDA

Cessna 182T Missed Approach

1. Missed App roach Decision