Pi1otguy
Pattern Altitude
During the written checkout test for my FBO's 182 I noticed that this is the first ASEL I've flown that has a max higher takeoff weight then landing weight. IIRC its about a 60 lbs difference. I always fly withing the limits, but have a hard time imagining myself circling the airport for an hour or so if an inflight emergency was to present itself near max GW.
For example, lets say I experienced complete loss of oil pressure with the accompanying prop overspeed and higher temps. I'd expect the engine to die soon. Therefore I'd like to land ASAP with some power instead of waiting until I become a glider. But would the overweight landing cause the gear to bend or shear off and turn an engine inspection into major body work?
Is this T-O weight vs landing weight diffence common among 4-6 seat asel over 3000lbs?
For example, lets say I experienced complete loss of oil pressure with the accompanying prop overspeed and higher temps. I'd expect the engine to die soon. Therefore I'd like to land ASAP with some power instead of waiting until I become a glider. But would the overweight landing cause the gear to bend or shear off and turn an engine inspection into major body work?
Is this T-O weight vs landing weight diffence common among 4-6 seat asel over 3000lbs?
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