Cessna T182T FL operations

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Subsonicflight

Filing Flight Plan
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Stanton
Actively shopping for a T182T right now, have ordered the POH to study, and making arrangements for training in the next 30 days. I have a few questions for those that have one of these, and don't mind sharing your experience.

1. Re: Flight Level operations and onboard O2: Wife and I plan to practice configuring the O2 console and putting on a cannula on the ground. Do you have to pre-configure everything on the ground, or is it relatively easy to do inflight? Have any of you used the relatively new O2 masks that are now available, instead of a cannula? How long does the onboard cylinder last at say, 15kft? Do almost all Regional FBO's have O2 fill services? Any issues to be aware of? Of course I'll be studying the POH when it gets here tomorrow. Comments appreciated.
2. When long cross-country flight is planned for one day - say 1,200 miles with two gas stops, every ~400 mi., and going to FL 14 to 16 each time,... it's not a pressurized cabin. I would imagine dehydration, and clearing ears, etc., fatigue sets in. Recommendations? Fly higher to start, then lower on successive legs?
3. Ice. Watched a couple videos on icing conditions. They suggest the ice layer is usually thin (2,000 feet thick) and my objective would be to get above it. What is your procedure with fuel mixture, climb rate, and prop heat, etc., for transitioning through the ice layer. Can you see it visually?

Thanks in advance. Great forum.
 
Subsonicflight said:
Actively shopping for a T182T right now, have ordered the POH to study, and making arrangements for training in the next 30 days. I have a few questions for those that have one of these, and don't mind sharing your experience.

1. Re: Flight Level operations and onboard O2: Wife and I plan to practice configuring the O2 console and putting on a cannula on the ground. Do you have to pre-configure everything on the ground, or is it relatively easy to do inflight? Have any of you used the relatively new O2 masks that are now available, instead of a cannula? How long does the onboard cylinder last at say, 15kft? Do almost all Regional FBO's have O2 fill services? Any issues to be aware of? Of course I'll be studying the POH when it gets here tomorrow. Comments appreciated.
2. When long cross-country flight is planned for one day - say 1,200 miles with two gas stops, every ~400 mi., and going to FL 14 to 16 each time,... it's not a pressurized cabin. I would imagine dehydration, and clearing ears, etc., fatigue sets in. Recommendations? Fly higher to start, then lower on successive legs?
3. Ice. Watched a couple videos on icing conditions. They suggest the ice layer is usually thin (2,000 feet thick) and my objective would be to get above it. What is your procedure with fuel mixture, climb rate, and prop heat, etc., for transitioning through the ice layer. Can you see it visually?

Thanks in advance. Great forum.
Click to expand...
1. Adjust the O2 flow meter in flight to the altitude, then adjust from there based on the pulse ox readings (keep it at >90%). Canulas are great.
2. I did not notice anything going up to 18K, so not sure you will. Just see how it goes.
3. VFR only, so cannot help.
 
Subsonicflight said:
Actively shopping for a T182T right now, have ordered the POH to study, and making arrangements for training in the next 30 days. I have a few questions for those that have one of these, and don't mind sharing your experience.

1. Re: Flight Level operations and onboard O2: Wife and I plan to practice configuring the O2 console and putting on a cannula on the ground. Do you have to pre-configure everything on the ground, or is it relatively easy to do inflight? Have any of you used the relatively new O2 masks that are now available, instead of a cannula? How long does the onboard cylinder last at say, 15kft? Do almost all Regional FBO's have O2 fill services? Any issues to be aware of? Of course I'll be studying the POH when it gets here tomorrow. Comments appreciated.
2. When long cross-country flight is planned for one day - say 1,200 miles with two gas stops, every ~400 mi., and going to FL 14 to 16 each time,... it's not a pressurized cabin. I would imagine dehydration, and clearing ears, etc., fatigue sets in. Recommendations? Fly higher to start, then lower on successive legs?
3. Ice. Watched a couple videos on icing conditions. They suggest the ice layer is usually thin (2,000 feet thick) and my objective would be to get above it. What is your procedure with fuel mixture, climb rate, and prop heat, etc., for transitioning through the ice layer. Can you see it visually?

Thanks in advance. Great forum.
Click to expand...
FL 14 to FL 16…. I’m assuming you’re not flying in the US..??

US flight levels start at FL180.
 
I am a bit confused. You state flight levels, which implies operating above 17,999 ft in US and ask about cannulas, which are limited to <18,000 ft.​
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If you are in the US at flight levels, it requires a mask in an unpressurized aircraft. Wearing a mask sucks.​
 
Subsonicflight said:
Actively shopping for a T182T right now, have ordered the POH to study, and making arrangements for training in the next 30 days. I have a few questions for those that have one of these, and don't mind sharing your experience.

1. Re: Flight Level operations and onboard O2: Wife and I plan to practice configuring the O2 console and putting on a cannula on the ground. Do you have to pre-configure everything on the ground, or is it relatively easy to do inflight? Have any of you used the relatively new O2 masks that are now available, instead of a cannula? How long does the onboard cylinder last at say, 15kft? Do almost all Regional FBO's have O2 fill services? Any issues to be aware of? Of course I'll be studying the POH when it gets here tomorrow. Comments appreciated.
2. When long cross-country flight is planned for one day - say 1,200 miles with two gas stops, every ~400 mi., and going to FL 14 to 16 each time,... it's not a pressurized cabin. I would imagine dehydration, and clearing ears, etc., fatigue sets in. Recommendations? Fly higher to start, then lower on successive legs?
3. Ice. Watched a couple videos on icing conditions. They suggest the ice layer is usually thin (2,000 feet thick) and my objective would be to get above it. What is your procedure with fuel mixture, climb rate, and prop heat, etc., for transitioning through the ice layer. Can you see it visually?

Thanks in advance. Great forum.
Click to expand...
After about 1500 hours in that aircraft, can offer a few suggestions:

1) Get the Mountain High on-demand oxygen system. Greatly increases the duration of the O2 tank. With two onboard the cylinder will last about 30-40 hours I'm guessing at 15k.
2) Filling services will vary widely by region. In the West, not too bad, but most FBOs will consider the fill to be a mechanic only operation, meaning for the most part daytime only. Keep that in mind. A decade ago the fill ran about $100 or so. You will get the max pressure available in their cascading bottles unless they have a concentrator (rare). In the East, may be harder.
3) If I were using the aircraft today, about 15 years after I sold mine, I would also buy a Mountain High portable system which will feed two people for quite some time. This tank you can fill at a scuba shop, which will have a concentrator probably and give you a full fill. Nice backup. Hangs on back of one seat.
4) If you know you are going above 11k or so, I drape the cannula around my neck and then quickly put in on as I climb. If going to be in serious weather, then have in the nose from wheels up.
5) The sweet spot for comfort, range, speed, and oxygen duration is between 13k and 15k where it will do between 150 and 154 ktas depending on weight and temp. Range is often 600 nm with the 92 gallon tanks, figuring 15 gph mean fuel burn. Barring very high headwinds 1200 nm can often be a one stop affair if you can sit that long! That said, to top weather have gone to FL200 several times where the aircraft will be climbing at over 700 fpm still. It has a large turbo and can absolutely go higher if conditions require it; it's certificated to 20k, though the engine manual goes to 24k. Airframe technically regulates however.
6) Drink a least 1/2 litre per leg. Use camping gel urine bags if can't make it to the next stop. Never had issue with my ears but that may just be luck of the draw. Usually also ate about a half sandwich per leg. They have very good autopilots so fatigue less of an issue.
7) Don't know where you fly. Ice can be anywhere from 1000' to 6000' thick. Airfoil is fairly forgiving with ice, not saying that one should count on that, but good to know. If you fly in the west in winter, get the TKS system added - it will keep the wings and tail clean. If stock, of course use the prop heat if there's any doubt - costs nothing and with a clean prop you are in much better shape. With experience, which I am guessing you don't have, climbs through wet cold clouds can be somewhat mitigated by knowing something about the clouds and their tint, but that's experience that is gained baby step by baby step. So get the TKS if you live somewhere where there's a decent chance of needed to perhaps penetrate cold clouds. It works, particularly if turned on before going into the clouds. I.e., better as anti-ice than de-ice. And uses much less fluid as anti-ice.

Great aircraft, still miss mine - can leave a Class B airport, climb to 15k IFR quickly, and then land VFR at a 1500' grass strip without breaking a sweat. Very versatile. Family wanted "safety" of a twin; in retrospect would have just added the parachute (that is available also) and never looked back since it was almost never flown more than two-up.
 
Can’t really comment on a T182T, but I have been flying a beat up old turbo 206 for about a year and am starting to fly it higher and higher. It’s perfectly happy to churn along at 16,500 and will climb there in a consistent profile (in terms of fpm) without any complaint. I’ve always wanted a turbo and it has not disappointed, the thing is a beast.

The only thing in your post that seems like a mismatch or out of place is your comments on icing - if you’re going to the mid teens and passing through weather, you’re going to be hitting a potential icing layer. My basic take on that is no-go. None of the 182s were certified FIKI, so I’m not really understanding your plan there.

Fwiw, our Mountain High O2 system (with I think a 60L bottle - it’s about 6” diameter x 24” long if that helps) lasted four adults about 8 hours at roughly 15k this weekend, with the basic “mustache” style cannulas which I don’t think are particularly efficient. I fill at a medical supplier for about $30 although I have to drop it off and it’s usually about a 2-week turnaround.
 
I also use a Mountain High EDS O2D2 pulse demand with a 'E' cylinder (24cuft) and boom cannulae. At 14-16K' with two of us sucking O2 and set to deliver starting at 5K', I can get at least 10hr on a cylinder. I set up the cannulae on the headsets for me and the passenger on the ground for convenience (T210) although it can also be done in the air with little fanfare as long as all the components are in reach. The EDS system can be set to activate on the ground, at 5,000 or 10,000ft and only delivers O2 pulses on demand; it can be selected for constant flow if desired/using a mask. The EDS O2D2 really extends cylinder flight time and is highly recommended. It can be used with built in systems as well as portables.
 
Steamflyer said:
...This tank you can fill at a scuba shop, which will have a concentrator probably and give you a full fill. Nice backup...
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I don't believe you will be getting O2 at a scuba shop; try a place that sells O2 for medical or welding.
 
RockyMtnFlyer said:
I don't believe you will be getting O2 at a scuba shop; try a place that sells O2 for medical or welding.
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Not sure what belief has to do with it; I fill mine at a scuba shop all the time. May not be as useful away from coastlines, and may have to build a relationship with the shop.

Welding works too; medical is hit or miss since they often fill at a central location you can't go to, but pick up and deliver at various branded locations. Some areas that works, others it doesn't.
 
What SCUBA shop do you use that fills with pure oxygen? SCUBA tanks are filled with compressed air, 21% oxygen; just like we breath all day long. Even when you get into Nitrox it is only about 30% oxygen. A scuba shop that mixes gas for Nitrox tanks might be able to provide pure O2; never asked.
 
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RockyMtnFlyer said:
What SCUBA shop do you use that fills with pure oxygen? SCUBA tanks are filled with compressed air, 21% oxygen; just like we breath all day long. Even when you get into Nitrox it is only about 30% oxygen. A scuba shop that mixes gas for Nitrox tanks might be able to provide pure O2; never asked.
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My shop has N2 and 02. They mix them as needed for their purposes; for mine they just use O2 and they can pressurize they feed tanks to whatever the rated max pressure of the bottle is. I think it's about 1800 psi for the portable tank I have; they can go higher for their needs at times.
 
Thanks, I didn't know that; but the only scuba shop in my area does not fill Nitrox; they just have a big compressor.
 
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Just lease a tank and fill at home. You can get a 330CF tank swapped for 30ish bucks.
 
Or... I just get an 02 tank exchange at my local welding supply shop. The 02 they fill the tanks with is the same you'd get at an FBO. $15 or so for a full tank.

Back to the original post - looks like a great plane! Love my 182P, but I do see how great a turbo would be on it.

Are you IR rated and current? Getting to 12, 14k for cruise will probably require getting through clouds/IMC to get there.
 
I have about 400 hours in a T182T and concur with Steamflyers comments. One thing I would recommend is that if you plan on using oxygen, make sure you turn on the valve as a part of your preflight to make sure the valve actually opens. I have occasionally had issues with the oxygen lever (on the ceiling above the pilot's right shoulder) not turning the oxygen cylinder on. As long as that is on, it's easy to plug in the cannulas to the ceiling and put them on.

Regarding ice, I personally wouldn't want to try to climb through an ice layer in this plane.
 
Side Note: Would love to have the Turbo altitude option. Flew home LOU to ATL on Sunday, 9000 feet. Was mostly smooth, but got bumpy at times. Would like to have gone a few thousand higher to get into the clear blue sky. Someday just for kicks I'll see if I can actually get to 12,000 with my normally aspirated / at that altitude wheezing engine. I have a bad feeling of requesting, and 45 minutes later ATC calls up and asks "You actually going to get there some day?"
 
@WDD I've been up to 11,500' in a 182S, loaded near max gross (minus fuel burn to get up there...LOL) on a couple of occasions to take advantage of an generous tailwind and eliminate a fuel stop. 188kts GS level flight with glass smooth air in a 182 is nice! I was still climbing at 400fps around 10,000' IIRC.

Edited for full disclosure about the JATO bottl....uh...I mean 400 FPM.... Carry on..
 
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I’ll try it! We’re on O2 anyway - just feels better after the trip
 
Subsonicflight said:
3. Ice. Watched a couple videos on icing conditions. They suggest the ice layer is usually thin (2,000 feet thick) and my objective would be to get above it. What is your procedure with fuel mixture, climb rate, and prop heat, etc., for transitioning through the ice layer. Can you see it visually?
Click to expand...
2,000 feet is far from "thin". At 1,000 fpm climb that's two minutes. Sit still and watch your watch count off two minutes. AFAIK, there is no such thing as a FIKI 182.
 
WDD said:
I’ll try it! We’re on O2 anyway - just feels better after the trip
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I've taken a 182 with 4 aboard up to 13,500 and it did not take forever to get there. I would have gone higher except that we didn't have oxygen.
 
asicer said:
I've taken a 182 with 4 aboard up to 13,500 and it did not take forever to get there. I would have gone higher except that we didn't have oxygen.
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At that altitude, assume top of green RPM/2400, and whatever manifold pressure you can get. What kind of GPH do you get?
 
WDD said:
At that altitude, assume top of green RPM/2400, and whatever manifold pressure you can get. What kind of GPH do you get?
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It's been a while, but I seem to recall something in the high 9's or low 10's. This was an injected 182, if that makes a difference.
 
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