One piece cap 182

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💜Manga 182💜

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They say every airplane is a compromise, and perhaps no airplane makes more compromises—while also delivering more capabilities—than the Cessna 182 Skylane. How do you measure a great airplane? Fuel efficiency? Speed? Useful load? Short-field capability? The list of qualities you might want in an airplane goes on and on. And the

I started flying in 1980 and transitioned to a Cessna 182 about ten years later. Since then I’ve flown a Cessna 182 Skylane in and out of hundreds of

My advice is to fly what you’ve got and learn to fly it well. I’m comfortable with the 182, and it gets me into all the strips I’d normally want to visit just fine. For most ops, prop clearance is more than adequate and the gear is high enough to keep my antennas from getting ripped off. On the rare occasion that I need to land at an extremely short airstrip, I ask my one of my friends who owns a Super Cub for a ride. The fact that it’s hard to find a taildragger without damage history should tell you something!

Heavy Nose Myth: The C-182 has a reputation for being nose-heavy. Personally, I feel the older C-172s were a little too sensitive to pitch input. (I haven’t flown a newer one so can’t say if this is still true.) By trimming the elevator properly for landing, I’ve never felt the nose of a C-182 to be heavy. In fact, it feels just right. The C-182 is a heavier airplane than a C-172 and isn’t quite as prone to ballooning and porpoising.

My 1977 C-182Q came with a low-time engine in which the cylinders had been replaced early on with ECI cylinders. Four out of the six ECI cylinders failed, one catastrophically in flight. I’ve replaced the four of them with “first run” overhauled steel cylinders and have had no issues since. That still leaves two ECI cylinders (argh!) Why overhauled instead of new? It’s primarily a matter of dollars. History on cylinders disappears once they’re overhauled but at least the overhauled cylinders were still intact at the time of overhaul.

The 1963 182F boasted a horizontal stabilizer that had been widened by ten inches, as well as flap pre-select, a thicker, one-piece windshield and back window, and a standard T-panel. An alternator replaced the generator with the H model.

By 1981, the R model had wet wings, a 28-volt electrical system, and an increased fuel capacity 88 gallons and gross weight of 3,100 pounds. The turbocharged T-182RII followed in 1982, powered by the 235-HP Lycoming O-540. Rising liability costs ended production in 1986.

Those who value short-field capability above all tend to go for the earlier models, which are lighter. Airplanes from the 1970s and 80s are a mixed bag with many bargain aircraft available, though you’ll have to check them out thoroughly. But sort through them carefully and you might find a low-time gem. Interestingly, some of the latest models are depreciating rather rapidly and you might find a 1997 S model for under $135,000. The real surprise is the availability of some G-1000-equipped 2005 models for around $175,000. Just remember that if these early Garmins haven’t been upgraded to WAAS yet, they will cost a lot of money to upgrade, and you’re going to need that to comply with the upcoming ADS-B mandate and be able to shoot many of the GPS approaches now available.