Table Of Content
The 1980s models like the Cessna 182R brought the take-off weight up to 3100 lbs with 1377 lbs of useful payload plus 200 lbs in the luggage, a very significant increase. Between 1956 and 1980, all Cessna 182 models came with a 230 hp engine. Originally these were made by Continental, but a contractual break between the two companies eventually opened the doors for Lycoming engines to be installed. The Cessna 182 Skylane is an American four-seat, single-engined light airplane built by Cessna of Wichita, Kansas. It has the option of adding two child seats in the baggage area.
Propeller aircraft
I will cruise between 10,000 and 14,000 feet depending on terrain and winds. I plan for 150 knots at 12,500 with fuel flow of 12 GPH average. The oil cooler is half out of the airflow in the left front cowl so it is probably not as efficient as it could be. My choice was between a 210 and a 182 RG and I figured with the 210, I would be dragging a whole lot of expensive empty metal behind me most of the time. I would not get a normally-aspirated model in California due to the Sierras. I wanted an aircraft that would carry four adults, a full fuel load and some baggage at 150 knots-plus.
Design
Its packed full of utility and performance with excellent parts support and a ton of upgrade options. The 182 has a lot of history, with its roots dating back to the mid-1940s and almost two dozen iterations. However, despite its success, not all Cessna 182s are created equal.
Cessna 182 / Model Maintenance Schedule
Lycoming service instruction SI 1505 says preheating is required at temperatures below 10° F (–12° C) except for -76 engines, where the low limits are 20° F (–6.6° C). Change the oil at 25- to 35-hour intervals or every four months, whichever comes first. Install a full flow oil filter and change the filter at every oil change. Cessna 182 Skylane – The Cessna 182 Skylane, with its enhanced features and more powerful engine, comes with a higher price tag than the 172. Cessna 182 Skylane – The Cessna 182 takes cabin comfort and space to the next level.
Cessna 182 Guide and Specs : Pricing and Performance
Cessna 182 Skylane – The Cessna 182 primarily has a fixed tricycle landing gear, similar to the 172. However, specific models or modifications might offer retractable gear options. For many pilots, both novice and experienced, the choice of aircraft often boils down to specific models that best fit their needs.
Cruise Performance Charts
Flying the RG is reminiscent of flying a standard Skylane in almost all respects. It’s true that the numbers on the gauge at cruise are a little higher, but that’s hardly noticeable in the way the airplane handles, especially during takeoff and landing. Liftoffs are a decidedly casual affair with only 235 hp pushing 3100 pounds of airplane. The turbo surge grants the airplane notably more enthusiasm, but you need to monitor the power manually, as the wastegate isn’t automatic. The engine is essentially turbo-normalized rather than turbo-supercharged, with maximum manifold pressure set at 31 inches. This also means any change in manifold pressure, rpm, or mixture dictates changes to all other settings.
For pilots not in a hurry, cruising at around 117 KCAS brings around a 15% loss of speed, but the throttle reduction cuts fuel burn by 30%, a very good trade-off in most situations. The fuel is fed by gravity from the wing tanks to the auxiliary fuel pump. The major change came with the Cessna T128 Skylane, certified on August 15th, 1980. Introduced in 1956, the 182 quickly became a hit due to its flexibility and ease of operation, spawning a total of 23 variants over time. Whether in its regular, retractable-gear, or turbocharged versions, it has made its name as an honest aircraft that gets owners their money’s worth without needless excesses. In terms of a profile, the 182 has an empty weight of 1,970 lb (894 kg) and a gross weight of 3,100 lb (1,406 kg).
Cabin Width
It’s important to understand the extensive financing opportunities or leasing arrangements available to us as pilots. One of the most important questions you can ask is where do I plan to go. If you are looking to travel long cross-country trips that span more than 600 nm, the Cessna 182 would be your better bet. But if you only see yourself traveling distances of under 600 nm then the Cessna 172 would be a better buy.
Limiting and Recommended Airspeeds
Handling in the pattern is simple as long as you keep the trim moving. Inexplicably, stall speed doesn’t increase at the higher weight. It remains a low 50 knots, and that means approaches as slow as 60 to 65 knots aren’t unreasonable. Cessna recommends a 66-knot short-field approach speed, equal to 1.3 Vso, but I’ve used 60 knots many times with power on and never experienced that “verge of destruction” feeling. The aircraft initially had the iconic square-tipped vertical stabilizer in its first models, but this was replaced with a swept one in 1960 with the introduction of the Cessna 182C.
Flight test: Cessna 182C - Pilot Magazine
Flight test: Cessna 182C.
Posted: Thu, 30 Sep 2021 07:00:00 GMT [source]
While this allowed them to keep the aircraft’s weight within the targets set, it also brought along fuselage ripples. To remedy this, Cessna brought about the end of the ‘naked’ 182, opting to fully paint the aircraft instead to prevent wrinkling. When it comes down to it, it really depends on your preference of efficiency. Both the 172 and the 182 are very similar in style however differ drastically when it comes to performance.
Any more than that would blow out of the engine breather tube and end up on the belly of the airplane. The pivotal question for potential buyers revolves around their intended use of the aircraft. For those prioritizing distance, altitude, and speed, the C182 stands out.
Both the 172 and 182 make excellent first planes, but if you were to ask most pilots, they would agree that the 182 is the better choice. The Skylane, however, lives up to this expectation, putting its runway requirements just slightly above aircraft equipped with Roberston STOL conversions. This jack-of-all-trades excels not by being a world-beater but by having next to no shortcomings for its class. Hardly a bragging point by most standards, a large reason why owners love their Skylane is because it can actually live up to its four-seater reputation in most conditions.
Perhaps the primary advantage of a turbo in day-to-day operation is the preservation of climb, a safety benefit that has more meaning than fast cruise. Accident reports often cite crashes because of a lack of climb rate, but I’ve never heard of an airplane crashing because of slow cruise speed. At 12,000 feet, when the other two 182s are running out of steam, the Turbo Skylane RG can still deliver 800 fpm. That’s a significant safety factor if your flying takes you into high-altitude strips in summer when density altitude can easily climb to five figures.
Similarly, any changes in ram air pressure caused by climb or descent affect higher manifold pressure, and that also demands adjusting prop and mixture. Shown in Figure 4 is just such a table, constructed for a gross weight of 1900 lbs, and for an installed engine power of 180 hp. I have omitted the RPM data, and used the same percent powers as appeared in the original table (12.5% greater power than in the original table).
Also, the battery was moved from the firewall to the less hostile environment of the tail cone and for easier access. A new muffler for better cabin heating, especially in the rear seats, addressed another Skylane complaint. I now make the claim that the function above depends strongly on the coefficient of lift, and only very weakly on advance ratio.
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