Thread: airspeeds-RPM settings

Hi Folks:

Just a quick question.

I am a relatively new CTsw owner. I have a lot of time flying Cessna 210s, so I am kind of numbers driven.

Could anyone tell me what the recommended RPM settings are to achieve the appropriate airspeeds for the pattern and approach to landing in this airplane?

Thanks...

<<Mike>>
Barneveld, WI

All I can remember off of the top of my head is that about 3700 with flaps zero is good for downwind in the pattern and ground reference maneuvers.

I'm not so much a numbers guy where RPM is concerned. Never have been. I just fly the plane to make it do what I want. Should work for an experienced pilot. Maybe not so much for low experience where a student has to be given somewhere to start. With 210 time you should be on the more experienced side.

Hi Mike,

I use the following to help my students get set up for the pattern.

Descent into the airport approx 2-3 miles out reduce throttle to 4500RPM, as you level off at pattern altitude you will be below 100KIAS and able to set the flaps at 0 deg as you turn downwind.

On downwind adjust throttle to about 3600rpm mid-field. This will put you below 80KIAS as you are abeam touchdown. Set flaps to 15deg at this point then throttle back to 2600rpm and start a 500fpm descent. This will yield about 60 to 65 kts. I fly this speed to short final then slow to about 55 KIAS crossing the fence. You have the option on final to add 30 deg of flaps, reducing the approach speed to 50-55KIAS with the same power setting and descent rate. It works for 0 flap as well, the approach speed will be about 65-70 with the same procedures.

Every airplane is a bit different but it will get you in the ballpark, you may find it takes 100-200rpm difference to get the speeds.

Good luck

Regards
Eric Swisher
Copper City Aviation Services

As a 210 flyer, numbers guy, you probably want to try some instrument profiles, too. Try holding and initial approach level at 90 knots, flaps 0, 4600 rpm. Reduce to 3800 rpm to fly the glide slope flaps zero, 90 knots. Nonprecision approach descent at that speed is about 3200 rpm. At 400 agl you can go power off and slowly reduce speed to 60 knots as you cross the threshold. - WF

This has been exactly what I need. This makes it more like the habits I acquired with the big Cessna. I have gone from flying a Chevy Suburban to a Fiat Spider. Gotta respect the differences .

<<Mike>>

prop pitch and field elevation play a big part here. the rpm that i use at home (7,100') area about 1,000 rpm higher then sea level.

As a new pilot transitioned out of a Cessna 172 and with 50 hours in the CTLS, Eric's rpm settings (as noted above, and previously by him) helped improve my landings more than anything else. Setting up for landing does begin on downwind and setting 3,600-3,700 rpm works to get airspeed below 80 kts by abeam the numbers for 15 degree flaps. Then throttling back to 2600-2700 rpm helps establish a 60-65 kts stabilized base and final - which feels great. Mid to short final, usually requires throttling back to 2200-2300 rpm depending on altitude and winds, and I like others, keep some rpm going until touchdown. In the pattern when I'm not looking out the windows, I check airspeed a lot more than rpm, but by setting initial rpm at the beginning of each of these pattern segments now means that I'm hitting desired airspeed and setting up early, which helps me get much better landings. The CTLS is feels great taking off and flying - and now I'm learning to really enjoy landing it.

I agree with Charlie Tango. Many of us have re-pitched our props from the original factory settings. As a result, they are not all the same (if they ever were). There are also significant differences in the props we use (I have 2 blades), aircraft weights and airport altitudes.
Some time back, in response to a suggestion on this forum, I tried to carry a specific rpm throughout a landing. I flew the whole length of Camarillo’s 6,000 foot runway in ground effect without the wheels ever touching down.
Unless your goal is to provide entertainment for the folks in the tower, I think you should pick your own numbers.
Mike Koerner

All good gouge! Somewhere back in the 'Am I Hurting My Engine' thread there is concern over engine strain at low RPM when starting/warmup/taxing and several suggestions to keep the RPM between 1800 and 2000+ to keep the strain off the engine/gearbox. Would this concern also be true in the pattern for those of us who might be prone to 'Chop the Power''Chopping the power to decend from altitude?

Better question: Other than the other good reasons already stated by our world class maintainers, is it a bad thing mechanically for the engine to 'Chop the Power' for any reason other than an emergency?