I just bought a 1971 PA28-180. Someone with same make/model, pls advise the rpms used for various speed settings. i.e in pattern, on downwind/base/final; any other suggestions/advise on leaning the mixture; general care. ANy advice will be helpful ; first time owner,
KMAM0910 Wrote:
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> I just bought a 1971 PA28-180. Someone with same
> make/model, pls advise the rpms used for various
> speed settings. i.e in pattern, on
> downwind/base/final; any other suggestions/advise
> on leaning the mixture; general care. ANy advice
> will be helpful ; first time owner,
Welcome to airplane and Cherokee ownership. I think you'll like the airplane.
IN my '65 180, I fly ILS's at 90 kts and 1700 rpm which yields about 500 fpm descent. Seems to work. Around 2000 rpm works for 90 on downwind, then reduce as necessary for 80 on base and 75 kts' on final. I've found that 2 notches of flaps gives the best landings.
In cruise, I fly at book settings for 70% and my plane gets book speeds. I have an EGT and use the target EGT method for climb and cruise. 1325 for climb and 1350 for cruise flight. I could lean it to 1375 for cruise but 1350 is 100 ROP, works fine and the plugs stay reasonably clean. I've tried LOP but it just won't run smoothly. YMMV though.
If you haven't already, get a mechanic to show you how to change oil and all the little stuff we are allowed to do as owners. You'll learn lots about your plane that way. Learn how to cut open and inspect your oil filters for metal. If it isn't already, get the engine on an oil analysis program to get a feel for what the engine is doing and how it's wearing.
In short, owning an aiplane is unlike owning any other machine, and the learning curve is steep. You'll love it. Welcome to the club.
Thanks for the information. Is there any make/model specific book that I can read on maintenance etc on the plane. POH does not help. It is written for pilot needs.
The settings below work very well for me in my 1967 PA28-180C. I established these setting in flight at about 2500 feet MSL with an instructor after I purchased the plane. The key is to neutralize your trim on downwind at the proper airspeed. From there, pitch for airspeed as you set the next stage of flaps and trim, and it will fly without having to fight the controls.
Downwind -- 2050 rmp
0° Flaps
85 mph
Trim Neutral
(apply trim as need for neutral setting)
Abeam -- 1500 rmp
10° Flaps
82 mph
Trim 1 turn up
Base -- 1500 rmp
25° Flaps
79 mph
Trim 1 turn up
Final -- 1500 rmp
40° Flaps
76 mph
Trim 1½ turns up
Here's the V-speeds I put into my checklist from the manual:
Vr 55 mph
Vx 74 mph
Vy 85 mph
Vso 57 mph
Vs1 66 mph
Vg 80 mph
Va 108-129 mph
Vno 140 mph
Vfe 115 mph
Vfinal 75 mph
Vne 171 mph
Congrats on the new bird. I am very happy with mine so hope yours serves as well. I have a '65 180C with -A3A engine (RPM restricted 2150-2350).
I rotate when airspeed reaches white or green - flap dependent.
I use 2 notches of flaps for high temp or load otherwise none.
Downwind - 2150 RPM and whatever speed results in level flight.
Abeam - 1700 RPM, trim for 90 MPH then pull in 1 notch flaps
Base - another notch and fly 87 MPH.
Final - rest of flaps and 85 MPH (If gusty use base leg speed/flaps).
Numbers (assured) - pull power and 80 MPH (~82 if 2 notch flaps) then reduce gradually to ~76 (78) prior to touchdown.
Cruise - 2350 RPM leaned for 50 RPM lean of peak RPM (no EGT), (results in 7 - 8 GPH dependent upon altitude but don't lean this agressively above 65% power).
For 75% I lean 50 RPM rich of peak RPM (10 GPH). I seldom fly above 65% as besides my being a miser my Lycoming operators manual says you are far more likely to reach TBO if you keep it under 65% - so faR so good!
As I look at jmckinley's numbers above I have to wonder if his bird is in stock configuration (e.g. sans metcos, VGs, gap seals etc.) because my totally stock 180C develops a very high sink rate at speeds below 80 RPM and low power settings. If I tried to fly the pattern at 1500 RPM and 80 MPH outside of ground effect I would come in like the Space Shuttle. That being said you should note that everyones numbers (yours included) will be different due to aircraft configuration and rigging so take all of this with a grain of salt.
