My 182 had the original bladders from 1976 which were nice and pliable when I sold it last year and never found any water in them when sumping. I heard a lot about carb ice, but in 800 hours of flying all months here in the NE, I never had carb ice. Structural ice - yes. I did put a carb temp gauge in it because of all of the comments, but in the summer never used carb heat. In the winter, keeping the carb temp around 50F would get the most even fuel distribution. Great airplane and I agree that it was a better training platform than a 172, especially if you are going to upgrade to a complex airplane in the future.

Excellent points made previously. The plane continues to provide diamonds...a common 182 painful reoccurence that only gets bloody when you are in a hurry. I use all the trim on landings up here. I've never had carb ice, but I frequently use partial heat. The leading faces of the tires provide an early ice warning if it be comes part of your scan. Our 182g has a generator and seemed tough on batteries until we switched to a sealed unit.

I like to fly low and look down. This a/c does that pretty well.

Did I mention how much Cessna diamonds hurt? This is a great plane!

If you are comfortable with a 172 I wouldn't be worried in the slightest about transition because there really isnt any. The difference isnt noticeable enough to give any concern. I just like the 182 because it's a little faster and spunkier when light. Love the big barn doors.

If the nose is a little heavier just trim or pull back a little more to keep a good a attitude when landing.

Just be conservative with the gas and book 14gph.

Great station wagon. Can't be beat for its mission.

+1

Most newbies and instructors without much experience on type approach too fast - and that is where the trouble starts that can result in a bent firewall.

Otherwise the C182 is just a 172 on steroids!

This above. ^^^^ Most pilots will experience porpoising due to excessive speed at some point. A balked landing requires aggressive control to hold the nose down while raising flaps and adjusting trim.

Every change in power and/or flaps needs to be followed with an appropriate trim change. Have the student play with the trim in the pattern using the tips of the fingers pointed down and palm to roll the trim (not pinching the trim wheel). "Pinchers" tend to under trim. He will get so he automatically knows how much to roll the nose up just taking a swipe at the trim wheel with his palm and fingertips. I have never met a 182 Pilot that trims too much.

+1.

My CFI was not adamant enough on my use of trim when flying. Which seemed to make each landing different. When I took my 5 hrs of dual for my Cherokee, instructor was the opposite. ALWAYS trim to hands off, esp in the pattern. Do that, and fly the right numbers and you can land ANY plane. I have not yet been able to try in a whole bunck of planes, but it sure makes landing - and flying in general, much easier. I know now that trim is not just for level cruise .

Thanks - very useful. I shall give a copy to my student, who bought the plane.

I had a new to me CFI decide that I wasn’t braking hard enough to make a turnoff. He stomped on the brakes before I had raised the flaps. We made the turnoff—but on a dolly.

Even though the plane is a lot heavier than a 150, it still floats if you are going fast and have the flaps down.

I think others have mentioned it, but it bears repeating. With full flaps and no power, it drops like a rock.

I own a 182 and have some time in a P337. I do not recall it having the same drag characteristics as the 182. Lose one engine - then it did. When the gear was in transition - drag went up immensely and you better not be too slow. The P337 really seemed like a 182 with lots more power & better balance - it was not as nose heavy. Frankly I found the 337 simpler to fly, except for keeping track of 2 motors.

RAS

I flew my first 182 when I was eleven years old and countless ones since. I own one today for my "back up" and for my son to fly when he comes home, 1975 model. Most of what has been said is accurate, lots of trim for landing, but I cannot imagine why anyone would use full flaps, or over 20 degrees for a normal landing. IMO, still the best SE airplane ever made and incredibly inexpensive to fly.

Jgreen

My 182Q had the same whistle!

I dont think I saw it mentioned but a go-around with lots of trim can surprise the un prepared. Be sure to practice this. As mentioned, the nose heavy issue is really a non issue if you use the proper trim and speed.

It's whistling to tell you you are in IMC.




My 182Q had the same whistle!

+1

This sounds silly, but it is really easy to hit your head on the wing. If you do it from the back of the wing it will leave a mark that makes you look stupid well beyond the impact.

I agree about being nose heavy vs. smaller Cessnas.

The 182 is a really good aircraft. In history, some designs of cars, planes, etc. were just right. The C182 is one if them. Cessna nailed this one.

KJ