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 Post subject: Re: 182RG to a Twin
PostPosted: 27 Apr 2014, 23:30 
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Not that bad. They asked what was my transition plan. I said transition class (four days) and then fly with an approved mentor pilot between 50-100 hours till he passes me off. No issue, a little pricey though.

Yep, it's doable. But it's expensive and IMO it takes a pilot who's dedicated to the substantial effort and comes to it with a viable plan. The problem is that it's a lot more than just learning the airplane. At the same time you have to learn a lot about weather flying, something that most of us required years to do (and are still learning).

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 Post subject: Re: 182RG to a Twin
PostPosted: 27 Apr 2014, 23:47 
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Username Protected wrote:
Not that bad. They asked what was my transition plan. I said transition class (four days) and then fly with an approved mentor pilot between 50-100 hours till he passes me off. No issue, a little pricey though.

Yep, it's doable. But it's expensive and IMO it takes a pilot who's dedicated to the substantial effort and comes to it with a viable plan. The problem is that it's a lot more than just learning the airplane. At the same time you have to learn a lot about weather flying, something that most of us required years to do (and are still learning).


See my post on page one about ADM. :cheers:

Tim

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 Post subject: Re: 182RG to a Twin
PostPosted: 27 Apr 2014, 23:57 
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Joined: 09/09/12
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Company: Benjamin Law Firm
Aircraft: Meridian
My thoughts,

1. RG is a perfectly capable airplane. I was where you are 160 or so hours ago. Bonanza is not any different than your plane. However, I've learned a lot over those 160 hours. If I was to move to a baron, or other twin I would take someone's 4 day course. If I couldn't get away from the office for that long, I'd fly the 182. Control touch, judgement, cross wind landings, crossing mountains, lots of individual trip experiences that I'd like to have a pro school me on if I was doing them concentrated like. Not to mention if I was going to do it quickly with my family on board.

2. I called Falcon when I was starting my search. I was not really insurable by AOPA, but got a real nice quote from them that was not too expensive in aviation dollars.

3. Google and read on twin v. single. Not a lot of safety benefit. Still not sure where I stand.


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 Post subject: Re: 182RG to a Twin
PostPosted: 27 Apr 2014, 23:59 
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Joined: 04/26/14
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Company: Which one?
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Aircraft: 04 Meridian 05Mirage
Username Protected wrote:
You: Uh hi, I'd like to get a quote for my new Cessna 421.

Ins Co: Sure, how much time do you have?

You: 100 hours.

Ins Co: That's great, 100 hours in type, you won't need any transition time.

You: No, 100 hours total.

Ins Co: Oh, click.



Haha. Yea some tried telling me that about my RG. I got insurance for $1300 for $80,000 worth of coverage With only 3 hours total time. They will do it, I have already talked to my insurance company about it. He said he would prefer I had my rating first though, which is my personal requirement too!

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Cody
2004 Meridian
2005 Malibu Mirage


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 Post subject: Re: 182RG to a Twin
PostPosted: 28 Apr 2014, 00:13 
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Haha. Yea some tried telling me that about my RG. I got insurance for $1300 for $80,000 worth of coverage With only 3 hours total time. They will do it, I have already talked to my insurance company about it. He said he would prefer I had my rating first though, which is my personal requirement too!


Cody,

If you have a mentor/instructor pilot already picked out. Add him to the insurance policy and he will be PIC on all flights until you have the required time in type. Solves the insurance issue.

Tim


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 Post subject: Re: 2683C speaking!!!! looking to upgrade to a twin...any h
PostPosted: 03 May 2014, 18:07 
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HOW CAN PRESSURE BE SO MUCH HARDER????

It's not the pressurization. It's that no one builds a pressurized but slow and stable airplane.

Higher performance aircraft require more experience to keep up with more complex ATC instructions that come faster and so forth. You must stay ahead of the airplane to make sure you are conducting your flight safely. You must anticipate more complex weather systems, at more possible altitudes, and further distances. Adding any kind of system failure, even minor, to the mix when you are already task saturated is how a non-event becomes a tragedy.

It's not the pressurization, per se. It's the whole flight environment of higher performance and complexity that the capability exposes you to. If you didn't think you want the capability, you wouldn't be here, so you can't just tell yourself you won't do those things, it's part of the game. Flying a pressurized airplane is significantly different and more complex but not really because of the pressurization system.

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 Post subject: Re: 182RG to a Twin
PostPosted: 03 May 2014, 18:16 
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Cody how about some pics of the 182? :deadhorse:

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 Post subject: Re: 182RG to a Twin
PostPosted: 04 May 2014, 21:19 
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The 182 is got to be one of the most docile airplanes in existence, I have +2000 hrs in one 182TR, flew over 20 years and never a moment of grief, you could not overload the thing, it had the Robertson modifications and landed at 35 KTS straight ahead with no wing drop but :sad: unfortunately it cruised at 155 KTS
The problem is that you get no hard experience on it. I learned how to avoid icing encounters, cross winds, and IFR routine, took 200 hrs to become one with the airplane and to learn what it had to tell me, I cried when I sold it for a IVP lancair that I built (which is for sale by the way). You need to get at least 500 hours in it and get your IR then decide what you want (not the airplane you wished you want), that is tell me what you want to do with the airplane. In my case I needed to do 3 trips a month from dallas to kskx at least, no more than 3 people (mostly me and my wife), also needed to go transcontinental id I wanted for my meetings and I wanted to go fast. Therefore the IVP went from 5 hrs dallas taos to 2 hrs 20 minutes burning 14 gal/ hr (less than the 260 hp in the skylane) and when I want I can go 1200 miles non stop if I slow down a bit. Make the airplane fit the bill but you need more experience


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 Post subject: Re: 182RG to a Twin
PostPosted: 05 May 2014, 15:26 
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Aircraft: Cessna 182M
Cody

I went somewhat the same route as you (OK, I did not buy my 182 until I had a PPL) but along the way I spent some time with an instructor in a pressurized twin Cessna - b/c I could . I was somewhat surprised how different flying a much heavier faster plane really was. You might try to spend some time in such a setting before plopping down a bunch of $ to buy something else. I could use a faster pressurized plane sometimes - but I am not yet sure it makes sense to buy it.

RAS


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 Post subject: Re: 182RG to a Twin
PostPosted: 05 May 2014, 22:20 
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Username Protected wrote:
Cody how about some pics of the 182? :deadhorse:


Please login or Register for a free account via the link in the red bar above to download files.

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 Post subject: Re: 182RG to a Twin
PostPosted: 05 May 2014, 22:30 
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That's a beauty Cody. Do yourself and favor and if you can afford to, keep it when you upgrade. I'm about to upgrade but ain't no way I'm parting with the 182. I KNOW I'll regret it. It's too much fun to fly and an absolute no-brainer to own/operate. It's so simple and easy and I have nearly no stress when I go up in her. I know that my next step up is going to involve a lot more brain power to fly, own and operate and that I'll miss the 182 if I sold her. The Skylane isn't the best at anything but it does everything very nicely and has a way of growing roots into your heart.

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 Post subject: Re: 182RG to a Twin
PostPosted: 06 May 2014, 17:15 
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Cody,

Thanks for sharing some pics. Shes a real beauty!!

I think my first plane(hopefully in a couple years :cross: ) is going to be a 182RG. I have read however that gear issues are hit or miss. Do you think its worth the extra money on insurance and mx for an RG compared to a fixed 182? Does the extra cruise speed make up for the added expense?


Matt

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 Post subject: Re: 182RG to a Twin
PostPosted: 07 May 2014, 19:40 
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Username Protected wrote:
Cody,

Thanks for sharing some pics. Shes a real beauty!!

I think my first plane(hopefully in a couple years :cross: ) is going to be a 182RG. I have read however that gear issues are hit or miss. Do you think its worth the extra money on insurance and mx for an RG compared to a fixed 182? Does the extra cruise speed make up for the added expense?


Matt


Matt I am very pleased with the RG! I am very glad I bought it vs straight leg. I pay right at $1,300 for full coverage since the day I purchased it. (August 9-2013) I was a 3 hour student pilot at the time! I have not had any gear issues. I had the front strut lose oil due to a wore gasket but was only $120 fix. I just annual it on March 28th. The annual cost me $1,200. But there was nothing that needed attention. I feel the speed is well worth the extra expense (if any extra at all) I think resale is huge vs a straight leg. (From the research I have done) which is another reason I bought it. I also always knew I was going to upgrade as soon as possible to a twin turboprop ASAP so to me it only made sense to get the high performance and complex out of the way. I plan for 156 knots and 13 GPH which is doable at full power with no wind. Those who tell you an RG is to much plane to learn in are douche bags! I soloed it after 8 hours of dual in it with 11 hours total. call me if you want to talk anymore about it. I don't go on here all to often

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2004 Meridian
2005 Malibu Mirage


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 Post subject: Re: 182RG to a Twin
PostPosted: 10 May 2014, 16:11 
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Username Protected wrote:
Cody how about some pics of the 182? :deadhorse:


Please login or Register for a free account via the link in the red bar above to download files.

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Cody
2004 Meridian
2005 Malibu Mirage


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 Post subject: Re: 182RG to a Twin
PostPosted: 10 May 2014, 16:24 
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Joined: 04/26/14
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Company: Which one?
Location: North Dakota
Aircraft: 04 Meridian 05Mirage
Username Protected wrote:
The 182 is got to be one of the most docile airplanes in existence, I have +2000 hrs in one 182TR, flew over 20 years and never a moment of grief, you could not overload the thing, it had the Robertson modifications and landed at 35 KTS straight ahead with no wing drop but :sad: unfortunately it cruised at 155 KTS
The problem is that you get no hard experience on it. I learned how to avoid icing encounters, cross winds, and IFR routine, took 200 hrs to become one with the airplane and to learn what it had to tell me, I cried when I sold it for a IVP lancair that I built (which is for sale by the way). You need to get at least 500 hours in it and get your IR then decide what you want (not the airplane you wished you want), that is tell me what you want to do with the airplane. In my case I needed to do 3 trips a month from dallas to kskx at least, no more than 3 people (mostly me and my wife), also needed to go transcontinental id I wanted for my meetings and I wanted to go fast. Therefore the IVP went from 5 hrs dallas taos to 2 hrs 20 minutes burning 14 gal/ hr (less than the 260 hp in the skylane) and when I want I can go 1200 miles non stop if I slow down a bit. Make the airplane fit the bill but you need more experience


Please login or Register for a free account via the link in the red bar above to download files.

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Cody
2004 Meridian
2005 Malibu Mirage


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