I think maybe my wife hates you, too.

Stuart, you want to partner up in a Kingair?

Stuart:

Couple of 3 or 5 things:

1. Boy that Cessna cowl is awful, esp. to remove the bottom.

2. In general, for stock FG airplanes, the post-restart are the fastest. Cessna cleaned up the cowl a bit, as well as the wheel pants. That said, a few after market items (nose wheel aero clean up by fancy pants or others, same with main wheels, flap gap seal, and most important the little fairing over the exhaust) will get a good bit of speed. A PPonk when time to OH costs no more than a regular OH and gets lots more go power.

3. If you are serious, find someone who can loan you the CPA 182 buyers guide - it is terribly useful. I no longer have a copy, sorry. I may have a copy of the model year changes chart which I will send along when I get to my home computer. Big changes early 60s (wider cabin, swept tail, rear window, lowered gear) and around 1970 with the M to N to P changes.

4. In general, the best UL in unmodified planes are the 182P on. After the 182M or N(forget which) Cessna reworked the main gear, went to a tubular gear from a flat spring and got 150lbs more UL. Same wing, same cabin, same motor, so there may be folks that fly 182L-N models at higher weights....If you really want more UL google "trolltunes", they have a paper STC for post M models that adds 150 more lbs. If you need even more UL there is a wing extension kit that adds 2 feet or so to eaither side and gets another 150lbs - boy do I want that for my 182M.....

5. The O470 carburated engines will run LOP with a few tricks, if in good shape otherwise. However I prefer to simply climb to 10K or so and run at peak on the last cylinder to peak. Most power, no risk at 60% power or so, my engine likes that spot....

If you really want the best 182 around go drool over what is done to a 182 by these folks:
http://www.katmai-260se.com/

All that said, if you want a 182, I am willing to swap you.....



RAS

Ref 3: (changes by model year)
http://www.seaplaneswest.com/documents/182hist.pdf

I couldn't agree with David any more. If you really want to haul a load a baron is your friend. And if you could find one to partner in even better!

I'm loading up my baron this afternoon and heading to a family reunion in the middle of Kansas. It amazes me how much stuff I can fit in this thing and have so much room still in the cabin! Stuff the nose full what ever I left (not much usually) goes in the back. And I still have all this room for purses, blankets, snacks and stuff between the front and middle seats. No more bags at people's feet. It's just awesome!

Oh and never a CG problem.

True dat. Fought that fight yesterday.

Buy the 182 AND the Baron. They nest well together.

Cherokee 180. Mine burns 9gph at 7500 truing 123kt and has 1017lb useful. Thats full fuel 50 gal) and 175lb per seat and still 2lb under gross. And thats over 5 hs of fuel. You wont to be in it 5 hs.

Keep the Bo, I dont see much saving buying and flying a C182. If you want to fly in style then get a real plane, a C185.

Ouch.

The 182's with the O470 formed carb ice like you wouldn't believe. Fly in a cloud and keep your hand on the carb heat button. Disconcerting when the engine gets quiet.

Ouch.

I've flown my 182 600 hours in all kinds of IFR weather and never had carb ice.

Yeah, I know. My poor attempt at a joke.

Do you have a carburetor?

I haven't either, but I keep the carb temperature around 45 degrees minimum to improve fuel distribution, so obviously I have no clue if I'd ice up.