One of many first upgrades most pilots face is the one from fundamental coaching plane to one thing with a bit extra efficiency and complexity. At one time the widespread transition was from a Cessna 152 to a Cessna 172, or from Piper Tomahawk to Piper Warrior. As these very fundamental plane disappeared from coaching inventories for just a few years, it grew to become far more widespread to begin off in a 172 or one thing related, pushing the primary transition to a extra advanced plane such because the Cessna 182.
In line with the FAA, the 182, with an engine of over 200 horsepower, is taken into account a excessive efficiency plane. To fly a excessive efficiency plane the FAA requires you log floor and flight instruction with a licensed flight teacher (CFI). Although the period of time isn’t specified by the FAA, instructors generally point out round 5 to 10 hours because the period of time required- although that will differ considerably based mostly on a scholar’s background and expertise.
Whereas the 182 is classed as a excessive efficiency plane, it doesn’t match within the advanced class. Although it has two of the three necessities (flaps, fixed pace prop, retractable gear), its mounted touchdown gear means it is not thought of a fancy plane.
Although the FAA might not contemplate the 182 advanced, starting college students might imagine in a different way. As talked about, the 182 provides a continuing pace prop and cowl flaps to the already acquainted controls. Extra weight means totally different dealing with strategies, and an even bigger engine means extra consideration needs to be paid to its administration. Total, these further parts give extra weight to the significance of following guidelines procedures.
So far as what the brand new controls imply, the prop RPM can be managed by the blue knob. The throttle will go from controlling the RPM as in a 172 to controlling the manifold stress. More often than not within the 182, floor ops, takeoff and touchdown can be with the prop management pushed the entire manner in. That provides you with probably the most energy accessible. In cruise flight although, that setting is not very environment friendly, so you may convey the blue knob again to a slower RPM, which can have the propeller taking an even bigger chunk out of the air. The settings for RPM and manifold stress differ barely from one mannequin of 182 to the subsequent, so seek the advice of the POH on your explicit plane for the precise numbers.
When adjusting the engine controls the inevitable query will come up as to which management to maneuver first. The best approach to bear in mind is that the blue knob will keep in additional than the throttle. So, whenever you wish to enhance energy, lead with the prop management. When lowering energy (as in leveling off), lead with the throttle.
Greater engines are likely to foul extra simply than their smaller counterparts- which means the correct leaning approach should be adhered to. Correct approach is to lean throughout taxing and in cruise flight. On the bottom it is normally ample to tug the combination out an inch or so or only a bit earlier than the engine coughs. In cruise you may lean by gas movement or cylinder head temperatures based mostly on the gear in your plane. Examine the POH for detailed directions.
The cowl flaps are one other factor to recollect. They management the quantity of cooling air flowing over the engine. Cooling air is nice when it is sizzling otherwise you’re gradual or on the bottom; but it surely will increase drag the remainder of the time. For the 182 the cowl flaps will stay open till you attain cruise flight, then they are often closed. They’ll normally stay closed till touchdown. As in all circumstances, comply with the guidelines.
As for dealing with, the 182 is heavier in each roll and pitch than a 172. Pitch would be the first notable distinction as you are rolling down the runway for takeoff and understand that it’ll take a determined pull to get the nostril transferring up. That very same attribute will come into play on touchdown as it can take a acutely aware effort to maintain the nostril wheel up longer than the mains. Correct trim, which is extra necessary in heavier planes, will decrease this impact. You have to be trimming for palms off flight always. There are lots of 182’s which have suffered bent firewalls in testomony to the significance of flare and correct trim.
The Cessna 182 is nothing to be intimidated by. It isn’t far more tough to fly than a 172, with the addition of some guidelines objects to bear in mind. After just a few hours you’ll come to benefit from the elevated pace, vary and stability that it provides you with.