Thread: Setting power CTLS

Hi guys I have been trying to get back on my training. can you guys tell me the power setting for all kind of flying configuration ?

Hi,

That question is a bit broad but I'll give it a try.

--Takeoff and Climb-Full throttle and 73kias flaps 0, 78kias with -6flaps, and cruise climb at 85-90kias.

--Cruise-4800rpm to 5200rpm typically with -6 flaps

--Descent from cruise 4800-5200rpm and -6 flaps, or if it's bumpy, whatever power setting keeps you below Va of 98kias.

--2 miles out from the traffic pattern 4500rpm, flaps to 0 below 100kias

--Downwind set around 3600rpm at level flight should put you around 80kias for 15 deg of flaps abeam your touch down point.

--Abeam your touchdown point set 2600-2800rpm, should give you around 60-65kias with a 500fpm descent. Add more flaps if needed (though its not really needed in most cases).

--Final, adjust power as needed to slow to 54-60kias with 15 deg flaps, 50-54kias with 35deg flaps. Touching down with a little power is ok, unless your above 60kias, then idle.

Review the Aircraft operating instructions to get re-familiar with the aircraft systems and limitations. Review the traffic pattern and your local flying area a bit as well.

Hope that helps.

Eric

sorry for not explain my self. That is part of what I need it, thank you for that info . But for example :

For Steep Turn what will be the best power setting to keep the CTLS At Va?

also Stall w/out flaps and with flap?

No problem,

For steep turns I start with about 4500rpm, flaps -6, then inscrease the rpm a bit (200) as I pass thru 30deg of bank.

For stalls, power off I set up the same as in the traffic pattern. 3600rpm, flaps to 15 below 80, power to 2600 flaps 35 below 62, start a 500fpm descent. At the target altitude for the stall, power to idle, perform the stall and recovery.

For power On stalls I use 0 flap, 3000 rpm initially to slow to near 50kias, at that point pitch up to a higher angle, smoothly increase to full power while continuing to pitch up until the stall occurs.

Remember stalls should not be performed below 1500' agl...unless your a couple inches off the ground during landing!

For ground ref maneuvers I use -6 flaps and 4500rpm.

Eric

Thanks for the interesting data on your RPMs and flaps for various maneuvers. I was particularly interested by your use of -6 flaps in steep turns and ground reference maneuvers. I only think of using -6 for cruising above 100 kts. Could you explain desirability of -6 in maneuvers described? Also, I'm flying a CTSW. Would you be able to say whether the -6 would be recommended in the same maneuvers in the CTSW?

Thanks,

Mark

Hi Mark,

I mainly fly a CTSW as well, and the power settings listed above seem to work for it too. Of course they are just guidlines to get you in the ball park, every airplanes power settings are a bit different especially with a ground adjustable propeller.

The main reason I use the -6 flaps is it seems to help keep the planes speed more consistant thru the manuever with very little power change required. Remeber maintaining speed is one of the PTS requirements. Another more selfish reason is when you are operating in the 9o-100 kt range doing manuevers its real easy to get over the 0 flap 100 kt limit, so I just have my students use -6 in case they do start creeping over 100. Less wear and tear on my plane I guess.

Eric Swisher
Copper City Aviation Services

Many thanks, Eric: very interesting! I have a feeling my CFI would wonder what the heck I was doing if I went to -6 at under 100 kts in maneuvers, but I will try it next time I'm out soloing in the practice area!

Hi Mark,

Hope everything is going well.
I agree with Eric. Unless I'm going to be doing maneuvers around the 50-70 area I just leave things in -6. The plane will also fly just fine at 60 in -6. It just helps keep things consistent and less chance for doing something you really didn't want to do.


P.S.
Eric,
I didn't find that NOTAM on DUATS either.

Hey, if Roger and Eric agree, it must be right: I'll try it.

i'll agree with roger and eric about maneuvering with negative flaps, works for me too.

i'll agree when eric says that these are guidelines and that with a ground adjustable prop things change. elevation has a pronounced effect as well.

where eric and i differ is that i fly most of the time at wot and 5,500 rpm because the engine was designed to spend its whole life running at that rpm.

if you happen to encounter enough of these variables a simpler rule can be used: power [and flaps] as needed.

it takes manifold pressure and rpm to determine power. prop pitch and elevation will determine available manifold pressure and available rpm.

i always think in terms of "pitch and power" adjustments. due to the limited power a 912 produces and the fact that only 75% power [probably less due to course pitch] is available at 7,500' MSL [less power available as you go above that] i tend to fly wot same as i did in my old skyhawk and cherookee.