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182 (1966) power settings for each instrument approach mode

Asked by: 7015 views Instrument Rating

I'm working with a student to get his IFR rating in his 182.  Cessna of course provides no information for recommended power setting when flying in the various configurations during an instrument approach.  We've tried a few settings and we think we have them ... but I would appreciate some other thoughts on what these settings should be to help determine if we're close. 

I believe so far we've got 17" 2200rpm for Approach Cruise.   15"-2200rpm Approach Cruise Descent for glide slope.  12"-2200rpm for non-precision approach ..... not sure about any of the rpm settings; I've seen higher numbers elsewhere.  Plus ... I'm thinking maybe we should be using flaps on a non-precision descent.   Please help

2 Answers



  1. John D Collins on Nov 15, 2014

    What ever works and provides the desired airspeed and descent rates. i would probably settle on 90 Knots as my target speed as this permits me to use category A minimums. Find the power settings for a 500 FPM descent, a 700 FPM descent, and level flight at 90 Knots.

    I prefer the KISS method and set an RPM that can be used with full throttle for go around. On my Bonanza, 2500 RPM is adequate for go around. I also don’t use flaps. This makes for a simple go around if needed, fewer things to do, power up (full throttle), pitch up (+10 degrees), positive rate then gear up. This is much simpler than prop full forward, power full throttle, pitch up 10 degrees, positive rate gear up, flaps up. My theory is why generate work for yourself. Keep the procedure simple as you can. A C182 can be easily landed no flaps as can my Bonanza.

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  2. Mark Kolber on Nov 17, 2014

    You should be able to find some pretty good starting point tables with a Google search, but I’m wondering about the way your question is phrased – no mention of speeds. To me the starting point is what speeds are you trying to target. Then determine what settings get you there.

    On that point I agree with John that 90 KTS is just about right for a 182 and is, AFAIK, commonly used. It may even be the speed your student already uses on downwind in the traffic patern – if so, why not ask him what setting he uses and start from there? (He might, of course, be a pure seat of the pants pilot and have no idea.)

    Flaps or no flaps is a pure matter of preference. Like John, I also prefer no flap instrument approaches, much for same KISS reason – much less to do that involves a significant configuration change on the missed.

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