BeechTalk - BT

Username Protected · **Posted:** 03 Nov 2014, 16:16

125-135 kts on 12-14gph

Username Protected · **Posted:** 03 Nov 2014, 16:38

Transitioning to the 182 isn't a big deal but I do remember being impressed with how rapidly it descends compared to the 172 I had been flying. I also kept forgetting the cowl flaps, which are easy to forget during transition from a 172.

To avoid nose wheel landings and too fast of a descent, I always use only 3 notches of flaps, never full flaps. Also, when you've got the runway made, if you give her two swipes of nose up trim, you'll transition to landing with nose up nicely.

Also remember that there's no step on the side of the fuselage in order to check the fuel. I bought a small, very compact ladder that I keep in the baggage compartment for checking fuel.

Finally, don't overfill with oil. It will just coat the underside of the fuselage with oil if you fill over 9 quarts.

Username Protected · **Posted:** 03 Nov 2014, 16:39

Username Protected wrote:

+1 on it being a great plane but a bit nose heavy. The one I used to fly a lot always had a strange low tone whistle when in the soup. Never did figure that one out.

My 76P did the same thing. As soon as it goes IMC, the airplane whistles. Always wondered about that.

It is a good airplane, a good reference is 90kts (10 degrees) on downwind, 80kts (20 degrees) on base, and 70kts (40 degrees) on final and 65 over the fence. Like others have said, keep trimming up until the stop, but recognize on a go around you'll want to push the yoke forward and get rid of the 40 degrees of flaps, all while retrimming the aircraft.

Username Protected · **Posted:** 03 Nov 2014, 17:02

Nose heavy? Sure but don't obsess over it. 99% of my flights were just me and what ever gas I had. I usually used full flaps. I had the large tail version on my 67 182K. The small tail versions were the ones to be careful of. So first figure out which one you have. Other things to watch:

1.) Seat rails. Crappy Cessna design, they now give you a free seat belt for the seat itself.

2.) Shimmy damper. Cessna model doesn't damp so it shimmys.

3.) Engine mount corrosion. Cessna thought it would be a good idea to run the exhaust an inch from the engine mount tubes. Result is the paint gets baked off and then it corrodes. Get the aftermarket heat shields.

4.) Brake lines fail often. Again a bad design, the hard lines flex, wear out and fail.

5.) Check the firewall for wrinkling. This can total the plane on older models. Ideally if you have an older model somebody already landed on the nose wheel first and they had to fix the firewall with the thicker one.

6.) Rear bulkhead cracks where vertical tail attaches. It's an AD every 500 or 1000 hours, I forget which.

Username Protected · **Posted:** 03 Nov 2014, 18:21

Username Protected wrote:

If it's a straight-leg 182 and has an O-470 Continental, be careful of carb-ice. Flying in IMC seems to be the biggest culprit. It is very easy to have the engine get real quiet if you don't get on the carb heat right away. Better yet, use partial carb heat in IMC conditions.

Thanks - that's exactly what it is. But he's a ways from having his private, so no IMC for a while I hope

Username Protected · **Posted:** 03 Nov 2014, 18:24

Username Protected wrote:

What year is the Skylane?

Nose heaviness is much more pronounced with earlier than later 182s. My '64 G has about 10 inches less horizontal stabilizer than my hangar mate's '77 and you sure feel it (can't remember the year they changed it). When solo or with two aboard in the front seats, I usually roll full nose up trim prior to turning final. I use full flaps on almost every landing - never an issue in any wind.

Another factor contributing to early Skylane firewall damage is a longer "throw" to the nose strut when fully extended. They changed that on later models.

Partial carb heat (to a CAT of 40-50 F) greatly improves fuel distribution to the cylinders. LOP is sometimes possible; cruise at peak EGT at 8-10K MSL is pretty easy and CHTs stay cool. Have a CAT gauge aboard before trying it though.

Left-right fuel imbalance is something Cessna didn't get fully corrected through the production run (pre-1997 - not sure about the later ones). Don't be surprised if one tank goes dry with the other still half full on the gauge. It may indicate a rigging issue, or may be normal for that airframe.

Other than that, it's just a big, fat, slightly faster, more stable and greatly superior version of the 172, systems-wise and handling-wise.

I'll try to find some specifics to flesh out the above if you'd like.

It appears to be 1976 (N1885M) with an O-470.

Username Protected · **Posted:** 03 Nov 2014, 18:26

Username Protected wrote:

If it's a straight-leg 182 and has an O-470 Continental, be careful of carb-ice. Flying in IMC seems to be the biggest culprit. It is very easy to have the engine get real quiet if you don't get on the carb heat right away. Better yet, use partial carb heat in IMC conditions.

Better to use a carb temperature gauge to guide your use of carb heat.

Username Protected · **Posted:** 03 Nov 2014, 18:27

This student was flying a C337 SkyMaster with his Dad before coming to me. Flying my C150, his feet are very lazy on the rudder, and his pitch/speed control is not there yet - all typical faults from someone used to large, high powered aircraft.

Does the 337 have the same "lots of trim, oodles of drag" characteristics?

Username Protected · **Posted:** 03 Nov 2014, 18:28

Username Protected wrote:

http://www.amazon.com/Skylane-Pilots-Companion-Richard-Coffey/dp/B001DBQB8A/?tag=btalk-20

Out of print book that is highly regarded for 182 flying tips. It's sort of an odd format - almost novel like with piloting hints woven into stories. I wasn't a big fan, but it has a major following.

^^^This^^^

Great book...

Username Protected · **Posted:** 03 Nov 2014, 18:43

Username Protected wrote:

+1 on it being a great plane but a bit nose heavy. The one I used to fly a lot always had a strange low tone whistle when in the soup. Never did figure that one out.

My 76P did the same thing. As soon as it goes IMC, the airplane whistles. Always wondered about that.

It is a good airplane, a good reference is 90kts (10 degrees) on downwind, 80kts (20 degrees) on base, and 70kts (40 degrees) on final and 65 over the fence. Like others have said, keep trimming up until the stop, but recognize on a go around you'll want to push the yoke forward and get rid of the 40 degrees of flaps, all while retrimming the aircraft.

Username Protected · **Posted:** 03 Nov 2014, 18:44

Run the carb heat about 1/4 out in cruise. When you touch down hold the nose off as has been mentioned before.

Keep a close eye on the tires. I've only had two blown mains and both were in C182's.

Username Protected · **Posted:** 03 Nov 2014, 19:20

Best bet is a carb temp gauge and then use what ever amount gives you a carb temp of approx 40 degrees in cruise. What I noticed on mine is the tiniest movements of the carb heat knob gave huge changes in temp, as in the slightest pull gives a 30 degree rise in temp. Not anything close to a vernier type adjustment.

Username Protected · **Posted:** 03 Nov 2014, 19:20

I think the 182 is one of the best airplanes ever built. The 230 horses and low stall speed saved my fanny a couple of times when I was learning to fly. I think with the proper training it is much safer than a 172 (opinion without stats).

The 1976 I believe has a bladder in the wing. Those bladders had a propensity to gather moisture in one place and let it go unexpectedly. The 79 and newer was a wet wing. Preflight is really important to make sure water does not get sent to the carb.

Username Protected · **Posted:** 03 Nov 2014, 19:31

Seems I used to get 128KTS TAS burning 12.5hr. Great instrument platform, stable and predictable just not real fast yet easy to slow down on landing.

Username Protected · **Posted:** 03 Nov 2014, 20:27

A handy reference that I recommend to customers; from AOPA: Cessna 182 Skylane Safety Highlights (PDF). It's a free booklet that's useful as a guide for prospective owners and as a teaching aid during checkouts.

What I should know about the Cessna 182