Fight! Fight!



er, . . .I mean Flight! Flight!

Especially on Beechtalk.

Faster than a fixed gear Skylane, yes. However the R182, it's still no speed demon.

e.g. On a 119NM flight to lunch, on my departure, I glanced down to see Jon Cabot performing run-up in front of his hangar. When I arrived at MKG, Jon was sitting in the FBO.

Just sitting and waiting.

The joy I get from my Skylane is mixed so thoroughly with times I enjoyed in it with Dad that I can't rationally answer that question. If Dad had bought a flying lawnchair instead, I'd have happily sought it out, bought it, and enjoyed the memories all over again.

It is comfortable, easy to own and operate, and painless to insure. A lightweight '64 G with 270 hp and Horton STOL is a blast in and out of grass fields. Speed and range are why I have the Baron. I have neither in the Skylane - and that's OK.

I still don't get the issue with full flaps. I use them every time. Oh well.

FWIW, I get a lot more positive comments at airports with the Skylane than the Baron. Both are gorgeous. I don't know why.

Faster than a fixed gear Skylane, yes. However the R182, it's still no speed demon.

Non-turbo. I usually cruise at about 68% power, 10.7gph (I found a sweet spot there, leaned with slight carb heat, bit of cowl flaps, it runs smooth, <380 CHT, and economically), FL's 40-60, flying upper 130's TAS.

Always full flaps. If it's too heavy just carry a case of oil in the baggage compartment! The 182, just like the 180, is a little nose heavy with one or two in the front, but if you trim and are slow enough it's fine. Can't imagine limiting one's self to 20 degrees. That's kinda like using only part of the airplane. Hi altitude short strips demand full flaps. Sea level and long runways don't care. But go arounds with full flaps are an advanced maneuver and must be practiced regularly, just like ALL go arounds should.

The 182T I occasionally fly is a CAP plane. I have 9000ft of runway to chose, any flap setting from 0-30 will get me off at the taxiway that leads to the FBO.

The last 10degrees are more of an air-brake. If I needed to drop the plane into a short strip between 75ft trees, sure the steepest possible approach is desireable, but for day to day use on regular length runways, 20deg is just fine.

John, I really don't care how you fly your aeroplanes, but the above are all silly arguments IMO.

Hanging the "barn doors" out is half the fun of flying a C182!

I am sure that if Cessna had wanted use of flap restricted to 20 degrees - that is as far as they would extend!



Yeah, no contest! I am sure yours is bigger than mine!

I love that flying Cessna 182 has caused so much controversy on Beechtalk.

I will bring up one point others have not mentioned and several myths.

1) If you line up a 210 and a 182 next to each other, one can see the nose gear on a 182 is actually further aft. You need to ensure you have established a landing attitude prior to sinking to the runway. If that nose touches first the airplane will fly again. Next thing you know you are thirty feet in the air with stall horn blaring.

2) Full flaps or partial flaps really does not matter. The airplane is easier to land with partial flaps because you have more time in the flare. Even with the CG slightly fore of its limit the airplane has more than enough elevator authority.

3) Busted nosewheels and bent firewalls start with poor airspeed control. Flare then occurs to high. Landing attitude never established and next thing you know you have a bounce on your hands. I have seen 10,000 hour plus professional pilots do this in a 182. I have seen 400 hour tailwheel pilots do this who fly their tailwheel just fine.

4) The wing makes lift to the bitter end. I can fly my stock 182 down the runway at 34 kias with power in. It looks like you are going to rip the tail off.

Another fun activity is to go power off, full flaps, and prop windmilling. Pull a Bob Hoover and touch one wheel, then the other, and then try to wear out the stall horn. Plenty of energy to do all this on a normal approach and landing.


How to avoid it? Teach full stall landings from the start. Make it a competition how long the stall horn is on for prior to touching down. 65kias in a 182S model is probably too fast on final. 60kias seems to work better.

Overall easy airplane to fly. Teach full stall landing and to use you right foot on takeoff and all is good.

BTW-my 6 year old daughter lands mine. "pull harder" is all it takes. With full flaps she can maintain the centerline until the flare. I only have to work the rudders. I need a video of this.

Me too!

Since my student (who bought the 182) has only flown his Dad's C337 Skymaster to date; footwork, speed control and flaring to a near stall have been his weak points. The 337's performance has masked those issues or allowed him to learn poor habits. I've been trying to cure him with chandelles, lazy 8's and endless changes of airspeed without touching the throttle, all in my 150. Sounds like we've got to get that down first (which has been my plan all along)

Non-turbo. I usually cruise at about 68% power, 10.7gph (I found a sweet spot there, leaned with slight carb heat, bit of cowl flaps, it runs smooth, <380 CHT, and economically), FL's 40-60, flying upper 130's TAS.

May I ask if you have speed / GPH numbers for when you are pushing for speed, say at 8-10K alt?

I'm with John Green. In the 12 years I have flown my Skylane I have used full flaps twice (1700' runway). Otherwise I see no value in using 40 degrees when, at 20 degrees, I can still take-off and fly it home if they get stuck

Kevin

I own a T182t. With two people up front and empty in the back use two to three swipes of up trim right before the flare. Use the trim to make that yoke easier to pull back on to make easier landings. With a load in the back no trim before the flare otherwise it floats much longer. Also on touch and go's u must use down trim after positive rate of climb to make it easier to keep the nose down.
The continental 182,s are not as nose heavy as the lycomings and might not require as much trim adjustment.