Congrats on a very nice airplane! I used to instruct in a straight tail (can't recall the exact year), and it was a super airplane.

Some thoughts:
On relocating the battery: Don't do it too quickly without a good check of potential change to W&B. Early 182s are already a bit nose heavy, and it's entirely possible to put it outside the envelope with too much forward CG, with 2 folks in front. There are extended baggage kits which have humps for the battery.
On take off popping the flaps: Try just starting out with 20 flaps and a little nose down trim to stay in low ground effect after lift off while speed builds to Vx. Good likelihood that you'll break ground at about the same place, with less work and with less likelihood of a loss of control. Especially when you trek back out west, popping flaps doesn't work too well at really high density altitudes. It's probably just me, and I know that many pilots do it, but I really don't like monkeying with the flap handle until I'm well into the air, and well past obstacles in front and beside me.
Relocating instruments: At such time as it's necessary to replace any of your instruments, it's pretty easy to relocate them into a more usable format, more like the traditional 6 pack. It will make instrument scan easier, especially if the AI is directly in front of you. As it happened, both my AI and DG crapped out within a few weeks of each other, and the little bit of labor to re-orient the panel from Cessna's "throw it at the panel and see where it sticks" orientation was well worth it.

I know you'll enjoy your airplane. 182s in general are great airplanes, quick enough and with good hauling capacity, and the early ones have a lot to offer: a little faster, a little lighter, thicker skins, than newer models. My only complaint is the relatively small stock fuel capacity (slightly more than 3 hours plus 1 hour reserve), which is easily enough remedied with aux tanks from several vendors.

Cary

I agree with Cary on flaps before roll and neutral or negative trim. I never understood trimming for near stall on takeoff. But then, I never went up anyway. Many Cobra pilots set the forced trim for a climb in case they were shot. There were two pilots and I just like to return to flying level in an emergency. KISS.

Congrats Evan! Very happy for you. It looks like a beautiful plane. There isn't anything wrong with a nose dragger...especially when the nose wheel is big! When I see the sportsman STOL performance, I get impatient to get it on mine. But, that will have to wait until next year.

What a great looking plane, congrats!

Cary wrote:Congrats on a very nice airplane! I used to instruct in a straight tail (can't recall the exact year), and it was a super airplane.

Some thoughts:
On relocating the battery: Don't do it too quickly without a good check of potential change to W&B. Early 182s are already a bit nose heavy, and it's entirely possible to put it outside the envelope with too much forward CG, with 2 folks in front. There are extended baggage kits which have humps for the battery.
On take off popping the flaps: Try just starting out with 20 flaps and a little nose down trim to stay in low ground effect after lift off while speed builds to Vx. Good likelihood that you'll break ground at about the same place, with less work and with less likelihood of a loss of control. Especially when you trek back out west, popping flaps doesn't work too well at really high density altitudes. It's probably just me, and I know that many pilots do it, but I really don't like monkeying with the flap handle until I'm well into the air, and well past obstacles in front and beside me.
Relocating instruments: At such time as it's necessary to replace any of your instruments, it's pretty easy to relocate them into a more usable format, more like the traditional 6 pack. It will make instrument scan easier, especially if the AI is directly in front of you. As it happened, both my AI and DG crapped out within a few weeks of each other, and the little bit of labor to re-orient the panel from Cessna's "throw it at the panel and see where it sticks" orientation was well worth it.

I know you'll enjoy your airplane. 182s in general are great airplanes, quick enough and with good hauling capacity, and the early ones have a lot to offer: a little faster, a little lighter, thicker skins, than newer models. My only complaint is the relatively small stock fuel capacity (slightly more than 3 hours plus 1 hour reserve), which is easily enough remedied with aux tanks from several vendors.

Cary

contactflying wrote:I agree with Cary on flaps before roll and neutral or negative trim. I never understood trimming for near stall on takeoff. But then, I never went up anyway. Many Cobra pilots set the forced trim for a climb in case they were shot. There were two pilots and I just like to return to flying level in an emergency. KISS.

Thanks for the advice. All noted.

I see the point in having a notch in before starting the roll. There is much more to gain in positive control vs induced drag penalty. Admittedly, in the video when I landed the night before, I remembered rolling the trim wheel forward. I remembered that and even looked at the trim wheel during the pre takeoff checklist but it didn't register that it was not in the T/O setting. This was not a big deal this time. But every time I watch the video it reminds me that I forgot to do something. So that is why all the trimming immediately after T/O. Videoing your flights and reviewing them after is helpful. I doubt I will do that again. Its burned in.

As far as the W/B are concerned, I think we are going to do a full on W&B during annual to get a baseline for the airplane. This will tell the true story on this bird and what the next step will be. It hasn't been on the scales since it left the factory.

As far as instrumentation goes, I am not doing anything yet. (unless something goes out) I am 87.6% sure that I will stay IFR equipped for the future. Just not sure to what degree. With the strides being made in tech and avionics right now, plus talk of making glass cockpits more economical for GA, I may be well served to hold off. After all, glass can be lightweight and light weight in the panel area is nice for a nose heavy bird. That said I would love to have a 430 or GTN 650 anytime. Time will tell. The plan is to fly for now and see where my head is after some hours in the bird.

Grassstrippilot wrote:Congrats Evan! Very happy for you. It looks like a beautiful plane. There isn't anything wrong with a nose dragger...especially when the nose wheel is big! When I see the sportsman STOL performance, I get impatient to get it on mine. But, that will have to wait until next year.

Thanks Cory! I want a big nose fork/tires too. But that will have to wait for now.....

My advice on popping flaps... Expirement for yourself and come up with your own conclusion. I'm sure you will.

robw56 wrote:My advice on popping flaps... Expirement for yourself and come up with your own conclusion. I'm sure you will.

[emoji106] great advice.

A1Skinner wrote:

robw56 wrote:My advice on popping flaps... Expirement for yourself and come up with your own conclusion. I'm sure you will.

[emoji106] great advice.

+1

Popping flaps works best for me in the 180, but I know someone with a 56' 182 and leaving them at 20 works best for him.

Beautiful airplane.

Congratulations!

Frank

Heck, I'm still impressed just leaving them at 10 for takeoff. That yields a 500 footer for me in the 56.


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I just loaded my 56 for a weekend trip to CO on Friday. I'm not camping but I packed enough survival gear just in case. My gear is of the backpacking variety. In the baggage compartment alone I've got about 85lbs. With plenty of room to spare. This is all my airplane tools, oil, tiedowns plus, tent, table,2 chairs, 2 sleeping bags, water, food, rain gear, first aid, hats n gloves and flashlights. There is still room back there for at least one pack, or some pillows or something. This leaves the entire rear seats, hat shelf and under the seats yet for luggage and carry ons. The 56 only has a 2550 useful so that gives me and the wife about 50 lbs each to bring with, not that we will.


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I think the extended baggage (flat floor) and firewall battery is a no brainer. Especially after seeing the cavern that is the extended baggage in these airplanes.

I realize the propensity of forward cg and i fully intend to run the numbers before buying anything. But even if there is a forward cg issue it can be compensated for.

I ALWAYS have some sort of tool kit/tie downs and light survival gear. To me, the weight penalty is worth it. Its not like every takeoff and landing is a STOL competition anyway, Right? [emoji6][emoji1303]

That's a great looking aeroplane! I've got hundreds of hours in 182's and love them, a very capable machine indeed.
I went through a very similar process as you did when I was searching for a plane.
I looked at 180's and couldn't wrap my head around the price wanted for the age and hours on the frame.
180's are great but I wouldn't be flying anything right now if I was still holding out for one.

The Maule has been a great platform for me and I have forgotten all about my 180 fascination. A 182 will do most things that a 180 will do and who cares where the third wheel is.
Just get good at flying the thing and have fun!

Oh, and like Matt says, point that thing westbound and come flying with us!

I FR is a good, and safe, way to get out of bad, slow moving weather in the East and get to the beautiful West. Kansas is boring either way. Lots of frontage road for gas and eats though.

Crzyivan13 wrote:I think the extended baggage (flat floor) and firewall battery is a no brainer. Especially after seeing the cavern that is the extended baggage in these airplanes.

I realize the propensity of forward cg and i fully intend to run the numbers before buying anything. But even if there is a forward cg issue it can be compensated for.

I ALWAYS have some sort of tool kit/tie downs and light survival gear. To me, the weight penalty is worth it. Its not like every takeoff and landing is a STOL competition anyway, Right? [emoji6][emoji1303]

For me, it came down to: Would I rather carry an extra 20 pounds of battery and cable, or 20 pounds of survival gear, tools, water, etc... It's still nearly impossible to load out the forward end of the envelope with the Atlee battery kit. It can be pretty tough to get it real slow when loaded lightly at forward CG. With nothing in the baggage compartment, it's about impossible to pitch for less than 65 mph IAS, so if you want to win an STOL competition, it will probably happen at a little heavier weight.

Pitch and power. Get slow with elevator and control sink rate with power. Now, with the extra power, we can pitch to even slower. If in a high pitch , high power attitude at touchdown, the elevator is not so heavy. We don't have to drag it in to do this. We just have to increase pitch and power shortly before the desired touchdown spot. The airplane is heavier than trainers, but with power and those wonderful flaps it will land really slowly and really softly.

contactflying wrote:Pitch and power. Get slow with elevator and control sink rate with power. Now, with the extra power, we can pitch to even slower. If in a high pitch , high power attitude at touchdown, the elevator is not so heavy. We don't have to drag it in to do this. We just have to increase pitch and power shortly before the desired touchdown spot. The airplane is heavier than trainers, but with power and those wonderful flaps it will land really slow.

Light, at a forward CG with the battery repositioned to the firewall, there is not enough elevator to pitch for a low airspeed. Perhaps I need to adjust the jack screws in my tail for more nose up trim.

MTV is the one to ask about trim. Are you using power to touchdown or very near touchdown? When fast, like 1.3 V so, gravity thrust is helping elevator effectiveness. If you slow before need to round out, you will need more power to control sink rate. This power will help elevator effectiveness. Apparent rate of closure approach is like a soft field started before arriving at the numbers.

On a long runway try slow flight in low ground effect (hover taxi ) touching down, picking back up into low ground effect, touching down, etc. as much as possible.

Forgot to mention that round out and hold off is not needed with this approach. A little scary in heavy airplanes, but the same as in light airplanes. The extra power handles the greater weight and greater sink rate. Yes, more muscle or servo required.

Scolopax wrote:

Crzyivan13 wrote:I think the extended baggage (flat floor) and firewall battery is a no brainer. Especially after seeing the cavern that is the extended baggage in these airplanes.

I realize the propensity of forward cg and i fully intend to run the numbers before buying anything. But even if there is a forward cg issue it can be compensated for.

I ALWAYS have some sort of tool kit/tie downs and light survival gear. To me, the weight penalty is worth it. Its not like every takeoff and landing is a STOL competition anyway, Right? [emoji6][emoji1303]

For me, it came down to: Would I rather carry an extra 20 pounds of battery and cable, or 20 pounds of survival gear, tools, water, etc... It's still nearly impossible to load out the forward end of the envelope with the Atlee battery kit. It can be pretty tough to get it real slow when loaded lightly at forward CG. With nothing in the baggage compartment, it's about impossible to pitch for less than 65 mph IAS, so if you want to win an STOL competition, it will probably happen at a little heavier weight.

Interesting comment. What year is your 180? My 62 is very east to load out the front. With my wife and I and fuel fuel we are out the front. But I have a heavy 3 bladed Hartzell that weighs 84lbs... still highly recommend the FW battery and airglas EB though. Some tools and survival equipment and all is well.