BeechTalk - BT

Username Protected · **Posted:** 29 Dec 2019, 12:22

The 1200 FPM sink rate is eye watering. Getting it to stall with power on is an eye watering angle off the deck as well. I am a but larger, so it is 500 pounds up front with the CFI. There is plenty of power in the T182T!

Username Protected · **Posted:** 29 Dec 2019, 12:43

Username Protected wrote:

My clubs 182rg is old enough that it has 40 degrees of flap, the fixed gear we have has 30 max so most of us land both with 20 unless you need it and I see no real difference between the two.

Consistently great landings elude me in both. Just when I think I have it with a 1/2 dozen good ones in a row I plop The next one in.

I’ve historically had the same issue in my 1977 Air Plains XP IO-550 fixed gear C182Q with VGs, which has its flap travel limited to 35 degrees, per the Air Plains IO-550 STC

I just finished a Commercial ASEL in my aircraft, through the Commercial process / training I finally settled in to flying my C182Q slow enough to get consistently good landings. I get to 70 KIAS with 20 degrees of Flaps, then 60 KIAS over the fence so to speak, and my bird regularly settles in nicely

It’s felt odd to me to fly approaches to Landing that slow, after roundly 1,000 MEL plus another 1,000 hours or so in heavier Complex ASEL, however, I was told, coached, and then belittled by my CFII that when flying a C182Q, you have to fly C182Q airspeeds - the VGs create an added requirement to slow down as the VGs do have an impact on / create slower stall / landing speeds, if you don’t want to float as you flare

Granted, at busier, controlled airports I still fly 100 KIAS Approaches with 10 degrees of flaps in, as then when I power back my aircraft slows and settles in better and quicker to lower IASs than starting to slow from a Clean configuration

There has been another recent Thread in the last 60 days or so titled, Why Can’t Pilots Fly Slow Enough To Land, which seems like an appropriate premise based upon my own previous shortcomings

All IMHO

Username Protected · **Posted:** 29 Dec 2019, 14:15

Username Protected wrote:

The 1200 FPM sink rate is eye watering. Getting it to stall with power on is an eye watering angle off the deck as well. I am a but larger, so it is 500 pounds up front with the CFI. There is plenty of power in the T182T!

Yes, there is! On the test flight, we had my mechanic and I, my wife, and the ferry pilot with roughly 45-50 gallons of fuel, putting us within 70-80 lbs of MGTW. On takeoff, we pitched for 80 and by 500 feet we were pitched for 90-95 and still climbing out at 700-800fpm.

I have done MGW takeoffs in my Archer previously and was doing good to get 500 fpm. It was more comfortable at 300-400fpm.

Username Protected · **Posted:** 29 Dec 2019, 14:21

Great airplane! Hard to go wrong with a 182.

Username Protected · **Posted:** 29 Dec 2019, 22:59

Congratulations! Beautiful plane! :thumbup:

Username Protected · **Posted:** 30 Dec 2019, 13:44

Username Protected wrote:

Congrats!
Looking forward to plenty of trip reports!

Keep a sticky note on you gtn750 that says “Rudder Gust Lock!” and only peel it off if you have the gust lock in your other hand.

I am paranoid about stuff like that. I remove everything including the tie downs and chocks before I unlock the plane. Then I unlock the cargo compartment and put them in. After my walk around, I check the cargo compartment again. I have heard nightmares about people forgetting things like that.

Username Protected · **Posted:** 30 Dec 2019, 13:47

Username Protected wrote:

After seeing a fellow pilot have the nose baggage door open on rotation in a 402, I adopted the policy that baggage doors are either full open, or closed and locked on the ground.

Yep. Closed and locked is part of the checklist!

Username Protected · **Posted:** 22 Jan 2020, 16:34

Steve or others,
What kind of speeds / altitudes / fuel flows do you see in cruise with the turbo 182. I’m starting to look at them as a next plane now that my mission has changed.

Tom

Username Protected · **Posted:** 25 Aug 2020, 17:43

Username Protected wrote:

I also got good flying in yesterday with 2 different CFIs. We were solid IMC early in the day so we did approaches with the autopilot and without. The KAP140 is decent, but no better than the Century 2000 on my Archer. It will get a GFC500 sooner rather than later.

Slow flight was nuts. With 420 lbs of pilot and copilot and full fuel, the stall pint was 52 no flaps and 34 full flaps. Steep turns require a lot more muscle and trim than the Archer, especially at 60 degrees.

The best part to me is being able to come in a little high and bring the power back and sink like a rock. That was cool. Power off 180s were easier than the Archer. I did 10-12 landings and none were nose first. A couple were flat though. The toughest part right now is waiting longer to flare. I am so paranoid about the nose gear that I am glaring early.

I had hoped to fly today but is was solid IMC with 700 foot ceilings and a crosswind. If I had an instructor, I would have done it, but I wasn’t ready for that solo yet. We will have good weather this week so I can spend time in the pattern.

I did figure out that I will need GAMIs though. I want to run LOP and it seems that just as the last cylinder goes lean I get rough running. I’ll get Up in VMC with a safety pilot to really work on it, but I estimate that I have a GAMI spread in excess of 2.5 gph. Of course this was a quick practice run, but it let me know about the injectors.

Steve...Congratulations on your T182. I have my eye on Van Bortel for my own 182T (NA) someday.

Wondering if you have considered putting 4-point shoulder harnesses in the plane, and dispensing with the AmSafe belts (if that year plane has the AmSafes).

David H.
Los Angeles

Username Protected · **Posted:** 07 Oct 2020, 23:21

I follow a lady pilot on instagram. She demos 182 (new ones). She posted a couple pictures cruising at a TAS of 145 kt @ 9000 ft. She was alone, no idea on gas load. But my question is when did 182’s get that fast? I always figured them out in the 130’s.

Rgs
Patrick

Username Protected · **Posted:** 07 Oct 2020, 23:51

She’s flogging it pretty hard to get 145 KTAS. I think you can get an older one to do that too, but pulled back to 22 squared they usually do about 135.

Username Protected · **Posted:** 08 Oct 2020, 05:41

The post-restart 182s are significantly faster mostly, I’m told, due to aerodynamic cleanup.

Username Protected · **Posted:** 08 Oct 2020, 06:39

Congrats!!

Beautiful T182

Username Protected · **Posted:** 08 Oct 2020, 19:29

The older I get, the more I want a 182.
Enjoyed the desert and crossing Sierras this year in Ol Square Tail.
Yours is Primo!
Mark

Username Protected · **Posted:** 08 Oct 2020, 19:37

Username Protected wrote:

The post-restart 182s are significantly faster mostly, I’m told, due to aerodynamic cleanup.

I don't know about "significantly faster." My CAP unit got in 2005/6, and it did everything pretty much the same as the 1985 model we had before that. Controls felt a little heavier because of the drag of the autopilot servos.

I do remember it was somewhat heavier than the old one. Maybe that extra weight and the aero refinements canceled each other out.

My new to me 182!