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Now it’s common knowledge within the aviation community that even though a Cessna 172 sports 4 seats, often it’s not the best choice to fly with 4 full-sized adults. Depending on the aircraft configuration, it’s important to note that the Cessna 172 may not support a full tank and 3 additional passengers. Even though the 182 does not drastically differ, it still offers a better utility and increased weight and balance parameters.
Retiring an Aircraft – End-of-Life Recycling and Repurposing of Aircraft Parts
Cessna Turbo Skylane returns to Textron Aviation’s piston product lineup - Skies Magazine
Cessna Turbo Skylane returns to Textron Aviation’s piston product lineup.
Posted: Thu, 10 Feb 2022 08:00:00 GMT [source]
Imagine having an all-knowing oracle in your pocket, providing real-time market level supply and demand for aviation parts. Cessna 172 Skyhawk – The Skyhawk’s fuel efficiency, combined with its standard fuel capacity, allows for a range of approximately 800 miles, making it suitable for regional trips and day-long excursions. While the exact speed can vary based on specific models, configurations, and conditions, the 182 typically cruises at rates exceeding 172 by about knots. Introduced a few years after the 172, the Cessna 182, commonly referred to as the “Skylane,” made its debut in 1956.
Cessna 182 / Similar Aircraft
On the other hand, power loading grew from 11.5 lbs/hp to 13.5 lbs/hp. Like all the Skylanes that went before it, the Turbo Skylane RG is magnificently mediocre. It doesn’t do anything at the head of the class, but it does so many things acceptably well, it’s hard to ignore. Even if you’re not a big fan of Cessnas, even if you don’t like high-wing airplanes, the Turbo Skylane RG offers so much talent that it just may be one of the best used four-seat retractables on the market. If you’re like most people who fly behind turbos, you may prefer to operate at non-oxygen altitudes—typically 11,500 or 12,500 feet. Any pilot willing to strap on a mask and high jump to the flight levels will find the basic speed advantage is an extra 15 knots of cruise.
Takeoff distance ground roll
The test pilot did a good job and walked away, but the certification effort was set back quite a bit. This left Cessna in the unenviable position of having no Skylanes to sell, since the avgas models had been phased out. Low-speed handling was improved in 1972 with the use of leading-edge cuffs on the wings. Shortly before the 1986 production break, Cessna began offering the turbocharged Skylane in 1981, with a 235 hp Lycoming IO-540 engine. Since 1956, the Cessna 182 has been produced in a whooping 23 distinct variants. Changes in gross weight, powerplant, and landing gear arrangement make up the brunt of these.
Used Cessna 182 Skylanes - Plane & Pilot
Used Cessna 182 Skylanes.
Posted: Wed, 25 Nov 2020 08:00:00 GMT [source]
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Since production was restarted in 2015, Textron has been offering newly-built Cessna 182 models for $ with the standard kit fitted. With this in mind, it can be hard to believe that way back in 1956, the very first new Cessna 182 was on the market for only $17700 – around $ in FY2020, adjusted for inflation. Perhaps for that very reason, many pilots regard the folding-foot Skylanes as among the best used-plane buys on the market. In addition to simple systems, docile handling, and good load-lifting capability, Skylanes of all types have long enjoyed outstanding resale value. All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted.
Question: Is the Cessna 182 a Good First Plane?
Yet, the C172 compensates for its performance differences with its cost benefits. Ultimately, the decision hinges on individual preferences and needs, whether for personal trips, training, extended journeys, or versatile missions. The fixed gear is also beneficial for student pilots as it’s less complex to operate. Cessna 182 Skylane – The 182’s Lycoming IO-540-AB1A5 engine, while robust and reliable, is also more complex. This can sometimes lead to higher maintenance costs, especially if specialized work is required. Cessna 172 Skyhawk – The Cessna 172, with its dependable Lycoming IO-360-L2A engine, boasts a cruise speed of approximately 125 knots.
High density altitudes are less of a challenge with such power on tap. To create the model, Cessna took the popular 182 and gave it a variation of the folding electro-hydraulic gear used on the 200-HP Cardinal RG, which had been introduced two years before. The turbo option was offered on the 1979 model, when Cessna first began building the line with integral fuel tanks instead of those troublesome bladders, which leaked and trapped water in wrinkles.
Cessna 182 Turbo Skylane
In 1983, Cessna beefed up the flaps further so they can be lowered to 20 degrees at up to 120 knots. In 1980, an avionics cooling fan became standard and the oil cooler was relocated from the left forward baffle to the firewall. 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. Move the fuel selector valve to “left” or “right” when fueling and whenever you park for the night on a ramp, stop for a $100 hamburger or make any other short trip away from the airplane. This simple step prevents fuel from crossfeeding from one tank to the other through the “both” setting on fuel selector valve.
Cessna 182 Skylane – The Cessna 182, powered by the more robust Lycoming IO-540-AB1A5 engine, offers a faster cruise speed than the 172. Even though this is a variable topic, it is still worth mentioning. Often times you will find both the 172 and the 182 fitted with similar cockpit avionics. However, we find there are more 182s on the market with newer technological advancements such as the G1000 outfit. The Cessna 172 can often be found with the more traditional steam gauge cockpit. Depending on your price parameters and comfort level, an equivalent 172 with a steam gauge cockpit may run you much cheaper with initial costs and maintenance cost versus a 182 with the same.
For those pilots with long-range bladders who can endure eight-hour legs, dramatically reduced power settings can extend range to nearly 1000 nm. Many variants of the 182 offer retractable gears or a variable pitch propeller. This is something to factor in to your purchase as the added complexity can increase maintenance and insurance costs.
Fewer than half that number were built during the 1980 model year and the total fell off each year thereafter. These changes led to an increase in gross weight to 2800 lbs from the original 2550 lbs, which brought a landing gear reinforcement and a new O-470-R engine to compensate for it. Turbocharged versions currently in production match this take-off weight and luggage, but with a slightly smaller useful load of 1186 lbs. Oil capacity on earlier models was 12 quarts, increased to 13 quarts on the 182R, then reduced to only 9 quarts with the T182T.
Introduced in 1956, the 182 has been produced in a number of variants, including a version with retractable landing gear, and is the second-most popular Cessna model still in production after the 172. 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.
Wait until the oil temperature gets to 100° F (38° C) before doing your pre-takeoff “mag check” runup. It’s perfectly okay to do the mag check with the mixture leaned—you can’t hurt the engine. If it’s too lean, the engine will slowly lose power; just push the mixture in slightly and continue the checks detailed on the checklist.
Watch out especially for forward-CG landings, with full fuel and only two aboard in the front seats. And before buying a used Skylane RG, check the logs, gear and the firewall carefully for evidence of damage. As the power is reduced, the prop governor will continue to control prop rpm until the throttle is almost full aft and the manifold pressure is quite low. The second trick for the Continental crowd is to pull the throttle aft enough to get it off the full-in position; not enough to reduce manifold pressure (MAP), but enough to make it “twitch” a little bit. This cocks the throttle butterfly and creates a turbulent airflow upstream of the main discharge fuel nozzle, which also aids in fuel/air mixture mixing and distribution. Please don’t jam the throttle to the firewall at the start of your takeoff run—especially if you’re taking off from a long runway.
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