midcap
Pattern Altitude
I just need to decide if a 182 isn't going to be too much plane for a fresh PPL. Maybe I'll buy a 172 and use it for IFR training, then sell it when I build enough time and buy a 182.
that's true
how big of a difference is it from a 172m to a 182m-q regarding Mx and repairs?
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I just need to decide if a 182 isn't going to be too much plane for a fresh PPL. Maybe I'll buy a 172 and use it for IFR training, then sell it when I build enough time and buy a 182.
that's true
denverpilot
Tied Down
No need. Just find an instructor who knows the 182 well. Biggest concern is a student landing it on the nosewheel since that can damage the firewall. The gear is rugged. You'll be flying it well below max gross weight. It is very docile in stalls, and recovers nicely. It'll actually fly slower on approach than a 172 more comfortably and feeling a lot more stable overall. You have two extra engine levers to learn, the prop, and the cowl flaps.
People have learned to fly in twins. A C-182 should be a walk in the park.
midcap
Pattern Altitude
I have heard the 182 is very stable, I didn't realize it was just as easy to land.
As far as the cowl flaps and prop, They both seem to have very simple theories of operation.
Just two more things on the before landing and take off check lists right?
Theboys
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I flew in a 172 yesterday and every time I get in them after my 205 which is like a 182 sorta, I forget how much smaller inside they are and how much difference the extra power makes.
If you can fly a 172 well, you can learn to fly a 182. After 10 or so hours you will be as good in it as you are in the 172. They fly a lot alike. Have similar visibility...Feel the same, only heavier...
midcap
Pattern Altitude
that's good to know. Seems like a 182 would be a better bang for the buck for me.
denverpilot
Tied Down
If you're staying in the pattern you could honestly ignore both and fly it like a Skyhawk. It wouldn't care. Your instructor could easily just let you "get away with" ignoring the prop and the cowl flaps until they decided you were doing okay and needed a little more to do.
coach
Pre-takeoff checklist
I learned to fly in a C182, it worked out well for me. I flew that plane for 8 years before I bought a CT210.
midcap
Pattern Altitude
If you're staying in the pattern you could honestly ignore both and fly it like a Skyhawk. It wouldn't care. Your instructor could easily just let you "get away with" ignoring the prop and the cowl flaps until they decided you were doing okay and needed a little more to do.
That is a good point, I guess technically I could never use the prop knob or close the cowl flaps.
midcap
Pattern Altitude
did you remember anytime where you wish you would have been in a 172?
It's remembering the cowl flaps. If they are closed and you need cooling, the engine can overheat. It's not hard to push or pull the knob
midcap
Pattern Altitude
It's remembering the cowl flaps. If they are closed and you need cooling, the engine can overheat. It's not hard to push or pull the knob
So a handy sticker next to the oil temp gauge that reads. TOO HOT, COWL FLAPs.
Also, what's the big deal with the prop control?
You'll start by moving the throttle lever back until the manifold pressure gauge reads the proper value; in the case of our 182 we're looking for 23 inches. Then you'll slowly rotate the blue knob until the rpm comes back to 2,400. This is the cruise climb setting for a Cessna 182Q.
Then adjust for specific power settings/fuel burn and that's it?
Seems awfully simple, and a check list should cover the put the blue knob back in reminder?
It's not a big deal. You just have to remember to push it in before landing so it's in for a go around.
midcap
Pattern Altitude
Seems simple enough.
James331
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I wouldn't worry about it, it's just a slightly larger 172, I'd have zero hesitation training someone from 0 time, first solo, etc in a 182.
If you can't figure a 182 out off the bat, maybe you should think about maybe taking up golf instead
If you're staying in the pattern you could honestly ignore both and fly it like a Skyhawk. It wouldn't care. Your instructor could easily just let you "get away with" ignoring the prop and the cowl flaps until they decided you were doing okay and needed a little more to do.
I could MAYBE take one lap around the pattern like that, don't think I could handle two with the cowl flaps open on decent and the prop full forward, I'd loose it lol!
Besides, with a good CFI, and 10 laps or so in the pattern, the cowl flaps and prop just become second nature, you're I won't even have to think about it to pull the prop back on downwind and adjust flaps.
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Its just another knob...
midcap
Pattern Altitude
I wouldn't worry about it, it's just a slightly larger 172, I'd have zero hesitation training someone from 0 time, first solo, etc in a 182.
If you can't figure a 182 out off the bat, maybe you should think about maybe taking up golf instead
I could MAYBE take one lap around the pattern like that, don't think I could handle two with the cowl flaps open on decent and the prop full forward, I'd loose it lol!
Besides, with a good CFI, and 10 laps or so in the pattern, the cowl flaps and prop just become second nature, you're I won't even have to think about it to pull the prop back on downwind and adjust flaps.
that makes me feel better about thinking about buying a 182.
I really don't want to buy a 172 then have to deal with selling it and then buy a 182 shortly after.
I don't mind doing some upgrades to a 182 since I would keep that plane for a long time since it would fit all my missions.
midcap
Pattern Altitude
that's what it sounds like, I just wanted to make sure the 182 was a tame plane and not somthing like a Bo.
On the ones I fly, cowl flaps is a lever and it's located below the mixture knob. That makes the flow of my right hand easy to remember: to point the nose up, lift the nose up (i.e. pull the cowl flaps lever up, adjust the mixture on the right, adjust the prop knob in the middle, adjust the throttle knob on the left); to point the nose down, push the nose down (i.e. adjust the throttle knob on the left, adjust the prop knob in the middle, adjust the mixture knob on the right, push the cowl flaps lever down).
midcap
Pattern Altitude
This is all going on while landing?
Takeoff: I'm going to point the nose up, so lift the nose up.
Cruise: I'm going to point the nose down, so push the nose down.
Descent: I'm going to point the nose down, so push the nose down.
On base before turning final: This is going to be a go-around (or landing flare), so prepare to point the nose up by lifting the nose up.
You can also think about the cowl flaps as "undercarriage" when you do your GUMPS check. Starting with the fuel selector (Gas), move your hand up to the cowl flaps lever (Undercarriage), then up more to the Mixture, then to the left for Prop.
Checkout_my_Six
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I hope thats all done.....before landing.
midcap
Pattern Altitude
that makes sense now, I thought all of this was going back in forth in the pattern.
But logically it makes sense when you explain it like that.
So, basically, in the pattern, same thing as the 172 except you open the cowl flaps for more air and then push the prop lever in just in case you need to go around?
Basically the cowl flaps provide more cooling when you are going slow, i.e. pattern work?
The prop control when pulled out gives you more pitch so you can get better efficiency out of the engine?
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James331
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It's like driving stick, do you really think about every aspect of shifting and each gear and RPM range, operating the clutch, changing the throttle..
Or do you just drive?
Same deal, with a complex.
Or do you just drive?
Same deal, with a complex.
midcap
Pattern Altitude
James331
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Yes.
And if you're a even somewhat sharp guy, if you know mechanical things, ride motorcycles, jet skis, heck drive stick, it'll be second nature in no time.
Only thing I'd recommend is getting a experienced and recommend CFI, a good teacher makes things simple, and this isn't even that complicated to start with.
Don't worry about it, buy the 182 if that's what you want.
Checkout_my_Six
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ya....like in an hour or two. It ain't all that hard.....just don't come back here and call it slippery fast.
Rotero
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From my experience, having flown 172p for a while, the transition to my new (to me) 182 only took a few hours. Handling the cowl flaps and propeller is very intuitive, and it becomes natural in no time. Perhaps the most important difference is the need to trim the 182 to make a flare without excessive effort with the wheel. (Clearly the greatest weight in the nose).
But it is a fantastic lady. Never complaint, not even when you are not at your best.
But it is a fantastic lady. Never complaint, not even when you are not at your best.
coach
Pre-takeoff checklist
No. When you learn in a 182 the prop and cowl flaps are normal, you don't think about them. I never thought about what a 172 (or any other plane) did or didn't have.
midcap
Pattern Altitude
If that's the case, I think I'd be fine, My CFI is top notch.
midcap
Pattern Altitude
From my experience, having flown 172p for a while, the transition to my new (to me) 182 only took a few hours. Handling the cowl flaps and propeller is very intuitive, and it becomes natural in no time. Perhaps the most important difference is the need to trim the 182 to make a flare without excessive effort with the wheel. (Clearly the greatest weight in the nose).
But it is a fantastic lady. Never complaint, not even when you are not at your best.
I actually need to work on honing that skill in the 172 I fly.
Hi midcap.
A lot of good information here. Like a lot of folks have said, a C-182 is heavier on the controls, and you have to fiddle with the prop, manifold pressure and cowl flaps, but those are really just small things. A 182 is roomier, faster, more stable and you are more likely to find one pretty well equipped for instrument flight. For regular use like you are talking about and the distance of the legs on your triangle, I think you would be much happier with a 182. You will save money by not having to trade airplanes in two or three years.
A lot of good information here. Like a lot of folks have said, a C-182 is heavier on the controls, and you have to fiddle with the prop, manifold pressure and cowl flaps, but those are really just small things. A 182 is roomier, faster, more stable and you are more likely to find one pretty well equipped for instrument flight. For regular use like you are talking about and the distance of the legs on your triangle, I think you would be much happier with a 182. You will save money by not having to trade airplanes in two or three years.
midcap
Pattern Altitude
That's what I was figuring also, I'd hate to buy a 172 just to sell it in a few years.
denverpilot
Tied Down
LOL I'm just explaining away his worry about it. CFI can handle a couple of the knobs until the student gets past the initial "what the hell IS all this STUFF?!" phase.
Any CFI would have him working all the levers in short order. Haha. Shhh. Don't tell him.
Let the student fly juggling a couple of balls first, then when they're comfortable, toss them another ball to juggle.
Keep adding balls until they say, "Hey, when did I learn to juggle 12 balls at once?"
And of course as others have mentioned, it can be introduced quite early as a flow. Like you're helping with it and saying it out loud from the checklist on flight number one, but they don't have to deal with it, by flight two it's already something they've seen demonstrated and not new.
Cowl flaps and prop wouldn't take long and would be an easy inclusion right from the start. But we'll keep that a secret and tell him he can ignore them at first.
First meaning, flight number one. Hahaha. Shhhhh!
It's so simple a cave man could do it. Which explains why I'm a 182 driver. The airplane is incredibly forgiving of stupidity or just having a bad day.
The only thing it's not forgiving about is landing on the nosewheel. So we never do that and shouldn't anyway.
Clark1961
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Fly a Cherokee, landing on the nosewheel can be okay....a few times...LOL I'm just explaining away his worry about it. CFI can handle a couple of the knobs until the student gets past the initial "what the hell IS all this STUFF?!" phase.
Any CFI would have him working all the levers in short order. Haha. Shhh. Don't tell him.
Let the student fly juggling a couple of balls first, then when they're comfortable, toss them another ball to juggle.
Keep adding balls until they say, "Hey, when did I learn to juggle 12 balls at once?"
And of course as others have mentioned, it can be introduced quite early as a flow. Like you're helping with it and saying it out loud from the checklist on flight number one, but they don't have to deal with it, by flight two it's already something they've seen demonstrated and not new.
Cowl flaps and prop wouldn't take long and would be an easy inclusion right from the start. But we'll keep that a secret and tell him he can ignore them at first.
First meaning, flight number one. Hahaha. Shhhhh!
It's so simple a cave man could do it. Which explains why I'm a 182 driver. The airplane is incredibly forgiving of stupidity or just having a bad day.
The only thing it's not forgiving about is landing on the nosewheel. So we never do that and shouldn't anyway.
I took a catfish flyer up once and let him land the 'kota. We bounced off the nose several times...I know I have no clue about flying anything bigger but it was funnier than hell.
James331
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Clark1961
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Yes, we all know how perfect you say you are.
midcap
Pattern Altitude
LOL I'm just explaining away his worry about it. CFI can handle a couple of the knobs until the student gets past the initial "what the hell IS all this STUFF?!" phase.
Any CFI would have him working all the levers in short order. Haha. Shhh. Don't tell him.
Let the student fly juggling a couple of balls first, then when they're comfortable, toss them another ball to juggle.
Keep adding balls until they say, "Hey, when did I learn to juggle 12 balls at once?"
And of course as others have mentioned, it can be introduced quite early as a flow. Like you're helping with it and saying it out loud from the checklist on flight number one, but they don't have to deal with it, by flight two it's already something they've seen demonstrated and not new.
Cowl flaps and prop wouldn't take long and would be an easy inclusion right from the start. But we'll keep that a secret and tell him he can ignore them at first.
First meaning, flight number one. Hahaha. Shhhhh!
It's so simple a cave man could do it. Which explains why I'm a 182 driver. The airplane is incredibly forgiving of stupidity or just having a bad day.
The only thing it's not forgiving about is landing on the nosewheel. So we never do that and shouldn't anyway.
Sounds like I should be able to fly a 182 no problem then.
Everskyward
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I taught a non-pilot (the camera operator) to land a 206. He went on to take flying lessons in a 172 and his comment to me was that he had to get used to the lightness of the controls. For the most part, if you learn in a certain airplane, others feel foreign to you at first.
JoseCuervo
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