Transitioning from 172 to 182..tips

gkrangers

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Gonna go ahead and get my HP and checked out in the local 182T.

129/hr so..65-70 when splitting the time, which is what I'll do with a friend.

Its brand new, and might be glass, not sure.

So it'll be nice to have a little fun with it.

I searched but didn't see any specific threads like this, so anyone want to advise me on the "big" differences when flying the skyhawks big brother ?
 

Geronimo4497

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Not much really. If you are used to fuel injection, it won't be a big deal to start. Bascially, a little faster t/o and landing speed; slightly better cruise; a lot more fuel flow; and AN EXTRA LEVER :D

If it has the G1000 panel, expect a long check out. It's neat, but takes a while to get used to.
 

Almerick07

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About the same jump from a P model 172 to an R or SP model 172. Not a big deal, but a lot more fun to fly
 

Koslen

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Holy chit man Dont do it!!!!!!! It's too much to handle!!!!!!!!

Just Kiddin. The nose is a little heavier thats all. Bigger engine and stuff.

Have fun!
 

gkrangers

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Koslen said:
Holy chit man Dont do it!!!!!!! It's too much to handle!!!!!!!!

Just Kiddin. The nose is a little heavier thats all. Bigger engine and stuff.

Have fun!
Thats kinda what I was lookin for, any different "feel" to it.

I'm not sure if its G1000 or not...I kinda hope not, too much extra learning and money involved!
 

gkrangers

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Geronimo4497 said:
Not much really. If you are used to fuel injection, it won't be a big deal to start.
I guess you missed my thread about me having a bad night with an SP...taking around 10 tries to start it over an hour period.

*sigh*

That bastard airplane....
 

pilotyip

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Get some dual with an experienced 182 pilot. It is much more nose heavy in landing than the C-172. You will find as you go into the flare, the fingertip pressure you used in the C-172 become full four fingers gripping the wheel pulling back. Many new pilots will experience a nose wheel first landing if they are not careful. It has enough power to jump off the ground at light weights in about 300', but it will not climb out of ground effect unless you have a lot of runway in front of you. Do a search this was discussed here recently.
 

viper548

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Landing with flaps 20 instead of 40 will help keep the nose up on landing
 

Almerick07

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not so much of a flare as in a 172.....more of a ride it in to greasy smooth squeek. Just keep your approach speed pegged and it will land itself, very fun airplane to fly!
 

gkrangers

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viper548 said:
Landing with flaps 20 instead of 40 will help keep the nose up on landing
I'm not a big fan of full flaps in the 172, I usually use 20.
 

trol1374

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I just did a checkout in a 182. I flew 172's and I have only about 100 hrs. Main point as others mentioned is watch the nose on landing. The yoke is noticeably heavier then a 172. You'll learn that you will want to use the trim properly to help the feel. You will learn about using the prop knob to increase performance. There is also learning on when to open and close the cowl flap. You will use the throttle to watch the manifold pressure vs using the rpm gage in a 172.

I learned to throw in the first 10 degrees of flaps abeam the nbrs on down wind after slowing to 80, then on base still doing about 80 and another 10 degrees and on final 65-70 (keeping only 20 degrees of flaps). The 182 is much heavier and will drop like a rock. If you find yourself high, just pull back some power and watch her sink.

Other then that, you should have no problem on the transition.
 

cforst513

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gkrangers said:
Thats kinda what I was lookin for, any different "feel" to it.

I'm not sure if its G1000 or not...I kinda hope not, too much extra learning and money involved!
yes, it is a G1000 equipped C182T. but just think about it: you get checked out in it, you're also checked out in our C172 NavIII airplanes. you're doing it the right way by killiing 2 birds w/ one stone.
 

BRIGADEAVIATOR

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b3

I'd just say keep the manifold pressure below rpm. LOL Those are fun planes to fly. Actually some balls behind those throttles (compared to 152, adn 172)
 

gkrangers

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cforst513 said:
yes, it is a G1000 equipped C182T. but just think about it: you get checked out in it, you're also checked out in our C172 NavIII airplanes. you're doing it the right way by killiing 2 birds w/ one stone.
Makes sense...damn you and your flight school trickery mentality!!!!!!!!!
 

cforst513

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what are you talking about? it saves you money! if you got checked out in the 172's first, you'd still have to get checked out in the 182.
 

JediNein

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Landing with full flaps should be part of your skills, along with landing with no flaps. The C182 lands just fine with 40 flaps and a full stall. Many more nose prangs come from "flying it on" (no flare) and reduced flaps than full flaps and full stalls. If you do happen to bounce, go around. The third impact is usually where either the nose or the tail strikes.

Load a third person on board and try to get as near to max gross weight as possible. It's a bit different bird at max weight than 40% below gross.
Trim will be your friend, much more so than in the 172s.

Don't let the G1000 scare you. It's a big Garmin 430. Download and play with the simulators. Spend some time on the ground with a competent G1000 CFII and your inflight time will be greatly reduced.

Spend the time to learn engine management. If it's a turbo 182, 5 minutes to cool the turbocharger before shutdown will extend the turbocharger's life. Descent planning and airspeed control are more of a factor now than in the 172s. You can enter the pattern at 140 knots wondering when you'll have time to run the checklists, or, you can run the checklists and slow the plane before the pattern, enter the pattern at 100 knots and enjoy a normal approach.

Forget the old wives tales about 'square', M.P. below/above RPMs, leaning, and so on. Use the numbers in the POH and you won't go wrong.

Fly SAFE!
Jedi Nein
 
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