Considering very near-term purchase of a T182T. Have a few questions for knowledgeable folks on here. 1. Engine TBO is 2000 hours...does that apply to the turbocharger, too? 2. How is the turbocharger condition evaluated in a pre-buy inspection? 3. How is the wastegate automatically controlled on this setup to manage manifold pressure to 30 inches constantly? 4. What's everyone's experience with favorite cross country flight altitude and speed to get best mileage out of it? 14k - 16k feet and what indicated vs. true airpeed? Thanks to any and all comments. Note on me and my experience. Own a '56 Piper Tri-Pacer and have about 600 hours PIC total time in various C-152, 172, and PA22-150 planes. Also about 200 skydives out of an old C182 20 years ago.
At overhaul, the turbo is one of the components that must also be overhauled. Along with wastegate, controller, and relief valve(s). Plus the usual NA stuff. When you choose to do the overhaul for a Part 91 airplane may vary from the 2000 hours however.
Turbo can be peered into by removing the induction side. Pitting, corrosion of the blades or housing if present might be seen. Should also turn freely. In my experience the turbocharger itself is a fairly reliable piece of the system if not subjected to excessive temps or loss of oil pressure. A new one is probably in the 8k range; an overhaul maybe half of that. My data may be data as everything seems to have skyrocketed lately.
There's an automatic pressure controller in the system. From experience, it's a set and forget system going up and down. Very well tuned. So you pick the MP and there it will stay. The critical altitude of the turbo system (max altitude it can make full boost) is above the certificated altitude of the aircraft.
The aircraft will do about 150-152 ktas at 10k feet, rising to about 155-157 ktas at 16k feet both at 15 gph. The sweet spot is 13k-18k, for that's a region with little traffic and the oxygen will last a long time.
I think that installation is also affected by the v-band clamp AD between the turbo outlet and the exhaust. These clamps were (are?) in short supply and now have a 500 hour life. Think the situation has improved, but make sure you review this one for applicability and TIS.
As far as your experience, should be fine. Flying one or two up without baggage will have you near the forward c.g. limit which can make the aircraft feel nose heavy in the flare. Like any other aircraft in such a case, slow decceleration will allow for a proper 2 + 1 point landing, but lack of flare control can lead to a three point or nose wheel first landing which can be very expensive. Suspect you will need ten hours of CFI time to be insurable anyway, so this will be covered and practiced.
IMHO the utility of a turbo is not just for high terrain out west - imagine a summer flight east of the Mississippi - in a T182T you can climb above the inversion quickly to say 10 to 13l and cruise along in nice smooth 60 degree air while the NA guys are bouncing around at 6-8k. Even at reduced pitch angles, the aircraft will go 750 fpm indefinitely, and can be made to go way above 1000 fpm all the way up to where you need to go without overheating.
Get the Mountain High O2 regulator if you get the aircraft.
