Tips on flying old Cessna 182

[cougar6903]

I'm doing a flight tomorrow in a 182B and have never flow one. Anyone have any good tips or tricks they can pass on? Any info would be greatly appreciated. Thanks Steve

 

[midlifeflyer]

I haven't flown a "B" model either, but the answer might depend on what you =have= flown before.

 

[$$$4nothin]

Yeah. Don't crash

 

[pilotyip]

Real heavy nose with no one in the back seats, lots of nose up trim and it wants to land nose first if you are not ready. If you have been flying C-150/172's it is much heavier.

 

[hotwings402]

I'd recommend limiting your flaps unless you have people in back. You may need to add slight power in the the flare to get the the nose up, so you don't pancake.

 

[viper548]

I agree with pilotyip and hotwings. Try to limit flaps to 20 for landing, that will help with the pitch attitude. Also coming in on final with nose up trim will help. These things want to land nose first.

 

[Jump Pilot]

The 182 I fly is an old jump plane, circa 1957 I believe. Nose up trim and 2 notches of flaps for landing.

 

[CSY Mon]

Yup. I agree, the 182 be nose heavy.


Have fond memories of the 180 however, did some stunts with that model flying fish of the beaches in Alaska.

The most memorable flight was a T/O in a 50 knot headwind:

Hold the brakes, warm up the engine, pull full flaps with full power, let go the brakes and pull back in one second or so...Lift off in one airplane lenght and experience severe low-level turbulence due to the strong winds.

Don;t have balls for that sh!t anymore.....

Uh, as far as the 182, keep the trim back and the nose up if flying empty.

 

[DAS at 10/250]

I agree with all the posts on a nose heavy airplane. Limit your flaps, nail your approach speed (85 KIAS?), and try to stall the airplane over the runway. Very, very, nose heavy. The heavier engine (O-470?) is a lot heavier then the 172 O-300C/320 and the firewall will not forgive a nosewheel landing. Land on the nose with much speed and you will bend the firewall. I also believe that airplane has a trimable horizontal stabilizer and not a trim tab.

 

[Bongo]

Hold the brakes, warm up the engine, pull full flaps with full power, let go the brakes and pull back in one second or so...Lift off in one airplane lenght and experience severe low-level turbulence due to the strong winds.

Dude, every STOL take off empty in the twin otter is like that. (Well, not exactly, but pretty close) Not much more than oh...100 feet into a good wind. By your off the brakes are realize that you are accelerating, the airplane is already airborne. Gotta be real quick on the roll over to get the airspeed up. Fun times indeed.

Bye bye.

--Bongo

 

[Bongo]

Hold the brakes, warm up the engine, pull full flaps with full power, let go the brakes and pull back in one second or so...Lift off in one airplane lenght and experience severe low-level turbulence due to the strong winds.

Dude, every STOL take off empty in the twin otter is like that. (Well, not exactly, but pretty close) Not much more than oh...100 feet into a good wind. By your off the brakes are realize that you are accelerating, the airplane is already airborne. Gotta be real quick on the roll over to get the airspeed up. Fun times indeed.

Oh wait, I should probably add something about flying the 182. I have a few hundred hours on it from flying jumpers up in Canada. I didn't really find the nose heavy issue to be a real problem. It is by far the best G/A aircraft that I have had the pleasure of flying. I flew both the straight (yes, before the 'A' model) and a B model. The straight 182 was the easiest airplane to fly in all aspects. It handled like a dream, was very forgiving, and could be landed with a finger looking out the door.

Bye bye.

--Juggs

 

[cougar6903]

Anyone have the V speeds around? What kind of speed to expect on approach ? Thanks for all the tips guys, and keep them coming

 

[CSY Mon]

Dude, every STOL take off empty in the twin otter is like that. (Well, not exactly, but pretty close) Not much more than oh...100 feet into a good wind.

Yeah I know, got a few thousand hours in the Twotter, wheels and floats.
Like that plane a lot.

 

[pilotyip]

Eating trees

The short field stuff brings up another 182 quirk I ran into. At light weights and 10 flaps it will come off the ground before you see speed on the airspeed indicator, but it will only fly in ground effect and will not climb until you nose over and accelerate. This is no problem on a long runway, but doing a real short field with trees at the end could give you some real surprises. Use the POH short field technique and a 182 is awesome.

 

[FL030]

Hey Guys,

Since we're on the subject of 182's

Any guidance on how to lean my 182Q at higher density altitudes for takeoff?

Example would be 90 degrees F at 5000'. Common enough scenario here in CA.

Does the constant speed prop hinder my normal technique of leaning for best RPM? What about Continentals insistance that a full rich mixture be maintained at any power setting above 75%? I want best power available, but of course at the same time need to take care of the engine. My only indication on the panel for mixture per se, is an EGT guage.

Thanks.

P.S. On a side note. Anybody here flown into Burning Man (Black Rock Desert) How was it? Gotcha's??