Please educate me here, as this is something I have struggled with across multiple types. In the 182, I'm at 75mph indicated on final and let speed bleed off until I'm over the numbers. I get down into ground effect, ease out the throttle so as not to bang the nose, and then repeat the mantra "hold it off... hold it off..." I set it down on the mains, but not at what I would call a satisfying nose high attitude. I am worried that if I pull back on the yoke too rapidly, the plane will balloon rather than just raise the nose. What am I missing?
Slow down more. You're probably light. Look at the stall speed to weight chart and adjust accordingly to arrive at the runway not more than 1.3 Vs-for your weight.
If you're landing on the mains that's "satisfactory". Getting it to squeak tires with the stall horn blaring is the next challenge. Remember the horn comes on well above stall so you're not that slow, but the drag goes up exponentially on that end of the curve as you slow, so you have to accelerate your elevator pull right as it starts to settle out from under you. Time it early, you'll go back up. Late, and it'll "plop" on often in the three point stance. It takes a little practice.
RE: The C182Q you linked..... If you're planning on purchase, talk to your mechanic about the fuel bladders. The ad says the RH one was installed in 1990. 26 years is a long time and this one might be due for replacement real soon. The LH side may need it too. So once you know the cost of replacing it (or both), then you can use that to negotiate the price downward some. Then plan on doing it during the next major maintenance cycle.
...
As always, get a thorough pre-buy inspection done by a mechanic of your hiring.
We knew ours were about ten years old and one went a few years ago. It ran more than the other person's number in the thread because it's a long range bladder and the labor is higher on those. It suuuuucks getting that last clip in. Skinny long arms and maybe a rubber wrapped fat dowel. Ran about $1800 and we bought new STCd fuel drains that install better and are flush (a set of them, so we have the other side one still sitting in the box) at about $150.
Different years of bladders from different manufacturers had different warranty periods also, worth looking into if yours were newer but they're way too old.
I wouldn't buy anything I didn't have MY mechanic make a list of squawks on, paid by me. Just sayin.
My procedure is usually 75 on final slowing to 65 kts over the fence (70 if gusty), then close the throttle. When in ground effect hold it level 5-10 ft above the runway and when I feel it starting to quit flying pull all the way back on the yoke slowly. If you do it this way you are ensuring there is not sufficient lift to balloon when pulling that nose up
I have also started to add JUST A LITTLE but of power as a pull the power back. I mean to the point where the engine sound JUST changes- no more than 50 or 75 rpm. I have found that this makes it for a softer landing- chirping the wheels.
I find it easier to flare way nose up in a 182 than I do a Cherokee or similar.
That's definitely a way to make the landings soft but you can practice and make them soft power off also. But if you've got the runway and you're trying to impress a non-pilot, a tiny touch of power and an extra 300-400 feet of runway is always an option.
Carry some power until mains down.
Not necessary. Just eats more runway. See below why.
There are several landing techniques in the 182...a power off where you can glide it in all the way to runway or fly it all the way to the touchdown.
One thing I have learned in the 182 is that if you are dragging it in under power at a shallow angle with full flaps across the threshold and pull the power to idle over the fence like the 172 the thing will drop like a rock and bounce you hard.
The reason the 182 both pitches down more and drops faster with power changes, is the size of the elevator and the amount of prop-created airflow over it.
The trick is anytime you touch the throttle in the flare if you're not already power off, be already planning to MOVE the elevator aft. Faster than you think. Nearly simultaneously.
It takes practice and that's why folks find the "leave a little power in" easier. The elevator quickly becomes less effective when that big windmill up front stops blowing air across it, and if you don't correct for that immediately, the nose will fall to seek trim speed.
In a lighter airplane the momentum hides this a bit. The 182 is a draggy beast when slow so it'll not only try to drop the nose but will lose a little speed and since you're pulling and raising the nose the drag goes up quicker and quicker.
I think of it like "hold it off... hold it off... sink... pull..." it's a feeling in your butt when it starts down and on mine it also changes the pitch of the stall fences vibrating.
When you pull the power, you should expect the nose to want to drop. Let it, until you're ready to flare, and maintain the airspeed. The power needs to be pulled at high enough altitude that you can let it stabilize on the new profile.
Otherwise, you get slow, and you will drop. But they do not drop at approach airspeed, and that still leaves a lot of margin to flare and a soft landing.
I've made a number of 182 landings at Watsonville, and my usual technique is to pull the power over the localizer, provided I'm on speed. 60 KIAS at low weight, 65 when heavy (i.e., CAP -- especially, the cadet rides seem to always land 10 lbs under max landing weight).
Yup. Many people don't think they'll fly at 60 and then go out and do full flap slow flight indicating 40 or lower at altitude and don't make the mental connection. It'll fly slow. You can go up to altitude and see how much power it takes to hold 60 and level with full flap and mimic that in the flare and it will work out well. In fact, set up for slow flight at 60-65 full flap and then pull power and maintain altitude until the stall or buffet to see how far and fast to pull the yoke back. You'll have it in your lap at the stall break if you really tried hard to hold altitude. Pretend you're at the runway and a foot in the air when you start and don't go up or down on the altimeter. Pay more attention to the yoke feel than the altimeter though. That's what you need in the flare. Small pull at first and faster and heavier as it slows up. Elevator not working as well.
On the landings discussion... whatever the "when to power" technique, the Skylane (and any aircraft) really appreciates a stable approach. Remember that good landings start off with a good approach. So if you are on transitioning from long to short final and are still chasing sight picture and airspeeds, start thinking hard about waving off, going around and doing better the next time.
I also agree with MakG that you shouldn't be shy about using a cushion if needed. Proper sight picture makes a big difference.
My landings once were crap until I realized a prior club member had lowered the seat. A short pause to adjust and things got muuuuch better.
Hahaha that's bitten me too. I now set the seat where I want it BEFORE I get in.
Or worst case right after I buckle up and realize it's all wrong, so I climb back out. Haha. I'll admit it!
Setting it too low, you'll flare high thinking you're about to drag your butt on the ground. And vice versa. If you're just learning the 182 get in the habit of setting the seat to the same height every flight until you decide you want to try with it in a different height.
