allflight57

Hey can anyone point me in the direction of profile diagrams for things like power off 180s, normal pattern etc. I am still trying to get used to this airplane and instead of wingin it i nthe pattern everytime I figured I might as well look for somehting so i can kind of "standardize" how I do it. Thanks

Cubdriver

I could do that but you would miss the point.

1) power settings change for different engines even within the same model type. For example, cylinder compressions may vary between engines, and the density altitude always varies. You will not get the exact same thrust as on colder day in the same airplane. It's not a huge difference usually, but it makes the idea of using memorized power settings not very useful.

2) the manifold pressure gauge used in this airplane is approximate at best. Ever notice how it sticks under about 15MP? It is not a very high quality device, not calibrated, and not accurate enough to allow the use of standardized settings even if the other issues did not exist.

3) you need to experiment with it and see what works. Power settings are not to be memorized although it is fine to have figures to use as starting points.

So, if you need a starting point that's fine just ask your instructor, but if he is looking out for the quality of your experience he or she will tell you to just find a setting that works at the time. This is not a disingenuous answer. Adjust the power to suit the need at the time. This will help you to avoid mechanical flying. Try to get a feel for what produces the right response in the airplane to a given need.

inky13

I agree. Considering that you are doing Power-off 180's, you're at least going for a commercial rating. At this level, you should be able to figure things out on your own and be able to apply your knowledge into a successful outcome of the maneuver. For primary students, it's a different story. They don't have the experience to figure out what power setting to use so CFI's give them a ballpark answer. Commercial level is when you can apply your experience.

Most of all, Have Fun!

allflight57

Hey guys thanks for your replies I completely understand where youre comin from. You brought up some very good points. Just the reason I asked was cuz I have been doing all my complex flying in an arrow and I just flew the cutlass for the first time the other day so I'm just tryin to get used to it but just like in the arrow after I fly it for a few more hours Im sure I'll get the hang of it. Anyways thanks again

joepilot

I have to disagree with a lot that is being said here. Certainly he can figure it out for himself, but having a couple of reference points to start with shortens the training process.

Any time you go for training in a new jet, the instructor will give you a few starting points, like all engines operating takeoff rotate to 18 degrees for V2 plus ten, engine out 12 degrees should give you V2, or for a normal ILS set 3,000# per engine for ref plus 5 no wind, with one engine out use the same total fuel flow and 4 degrees of rudder trim to start.

We all know that these numbers are never perfect, but as a starting point it is quite helpful.

Joe

Cubdriver

Joe, all due respect but any power setting that is considered reliable or necessary for this airplane is listed in the approved POH. Everything else is to be found as required. A couple of figures that could be added to the POH as advisory numbers might be:

cruise descent 18"/2300
downwind pattern, calm day 18"/2500
normal approach in landing config. 14"/2500
short field approach in landig cofig. 10"/2500
maneuvers performed at Va 19"/2300
slow flight in landing config. 22"/2500
departure stall, full power/2500

As explained the gauge typically sticks below 15MP so any setting there is generally unusable. Any power setting to be used at altitude is dependent on the altitude chosen, remember it is a normally aspirated engine. Considering all these things there is no distinct manifold pressure value to provide because the range is too large.

tangoindia

Square 25 , GUMPS check and you are good...lol

NoyGonnaDoIt

Start by using the numbers for the Arrow. There tends to be a similarity between the power settings for aircraft that are similar and an Arrow and a Cutlass (and a similarly powered Mooney M20 and Beech, and...) are all single engine complex airplanes that are not high performance. Although different in many other ways, are very similar in their basic power configurations.