Hello guys

This is my first post, great site with lots of knowledge!!

I just recently (oct.2011) bought a cream puff 1973 C182P 1216tt gorgeous airplane, I've got some questions...I'm familiar with the firewall issues but I was hoping some experienced 182 pilots could chime in.

1. What kind of landing damages the firewall? Nose gear first? I've done plenty of all 3 touching at the same time but no nose gear first landings!! I keep the yoke in my lap on the rollout as well.

2. I've never used full flaps on landing, they don't seem to lower the stall speed over 20 degrees?? Is this true?

3. Last this plane has a 300hr reman in it with a super scimitar, seems like it has a little vibration in cruise at 23 squared. Any ideas, I've heard of similar problems on 180-185 with same prop. Also what kind of oil consumption are you guys seeing on your O470R..

Thank you very much for your time

Mike

182dude wrote:1. What kind of landing damages the firewall? Nose gear first? I've done plenty of all 3 touching at the same time but no nose gear first landings!! I keep the yoke in my lap on the rollout as well.

2. I've never used full flaps on landing, they don't seem to lower the stall speed over 20 degrees?? Is this true?

Welcome...

If'n it was me, and I was looking at paying all the bills for feeding and upkeep (and repairs) of a new to me C182, I would find a CFI experienced in the C182. You need to explore the airplane in all weights and configurations just to get to know your airplane. And to get the most performance out of it if/when you need it.

Gump

Thank you, I have spent time in the plane with a CFI who flew 182's for Cessna it was a smart idea...I'm just looking to hear what you guys here think...I'm a 500hr pilot, but it's my maint. bill now and curious as to what you guys are doing with the 182, I have made some of the best landings I've ever made in my life in this rig, but they aren't always like that!! Just curious as to "what's really bad"

Mike

There is no reason in the world not to use full flaps if you think you need full flaps, so you need to be comfortable working there. And... That firewall isn't dangerous fragile, but it is fragile. Landing 3-point at any time means you're a few degrees pitch away from pranging it on the nosewheel. That is NOT where you want to be. Work on keeping that nosewheel up, and always touching mains first. No flaps to full flaps.

Gump

Flaps at 20 is a good way to go most times. There is a greater difference between 20 and full if you're light. I like 20 because I can go around easy and it usually doesn't make much difference on roll out. There are times I'll slap 40 if there's trees at the approach end. I'll clear the trees, drop the flaps, and nose over. I have the 3 blade simitar too, be careful, that thing pushes a lot of wind when you twist it flat. If you notice you haven't pushed your prop in when you're close to the ground-don't. I don't burn much oil if I leave it on the middle mark, if I fill it to the top mark, it blows it out to the middle mark. I usually only top it off on a cross country.
Mine has the firewall reinforcement kit so I don't know how it would be without. I will say that landing with more flap and giving it a little burst over the tail in your flair will keep your nose up really well.

A bad landing is one where you damage the airplane. Keep landing with all three at the same time, and you'll find out how fragile that firewall can be. If your instructor didn't check you out in ALL configurations and such in the airplane, find one who will, and go fly with them a bit.

But, DO NOT land the thing flat, unless you'd like to spend a LOT more money on it.

MTV

Nosedragger and MTV, thank you for the replies, I land it best if I roll in on the trim in the flare, and roll in a skosh of power, makes my landings real nice...MTV I may have misled in my original post, I have indeed landed the plane with full flaps I just don't use full flaps much...I had a comprehensive checkout in it, landings being the concentration, full flaps to no flaps, I must say a go around with full flaps and some up trim definitely gets your attention real quick! The 3 pointers were all early on in my ownership maybe my first 3-5 hours, now they might not be graceful all the time but for sure on the mains way before the nose!!

Im seeing the same oil use on mine, along with a cleaner belly if not filled to the brim, no oil consumption really at all.

I'm in love with this bird, and appreciate your comments...I looked long and hard, now as an owner I truly understand why finding a super nice 182 is hard...their owners love them!!

Mike

I've got quite a bit of 182 time and I'll echo Gump: every landing with or without flaps can easily be done on the mains first once you get to know your aircraft. I use full flaps on every landing, unless I have a pretty good crosswind, then I'll use either 20 or no flaps, depending on how strong the crosswind is. The older 182s that had the shorter horizontal stab are a little more challenging to keep the nose up if you didn't have any weight in the back, but was doable if you managed your energy and/or kept some prop wash flowing over the tail. Get an instructor that really knows 182s and make him make you proficient in all configurations at varying weights. Welcome to the site!

182dude wrote:3. Last this plane has a 300hr reman in it with a super scimitar, seems like it has a little vibration in cruise at 23 squared. Any ideas...

One of my early investments would be prop balancing, excellent ROI.

Mark J

182dude wrote:Just curious as to "what's really bad"

Mike

Please refer to the thread Cessna 182 Down at Lake Hood Strip

Is BCP.org helpful with up-to-the moment need-to-know answers, or what?!

I did my instrument training in a 73 182 eons ago--it was almost brand new! I've also owned in partnership a 70 182 and a 79 TR182. I did SE charter in several different mid-70s 182s, as well as some instruction in them. And of course, I've rented several over the years. Total maybe 6-700 hours 182 time, perhaps more.

Echo: land flat much, and one of these days, you'll mangle the firewall. There's no other key to good landings in a 182 or any other airplane than good speed control on final, and that means being properly trimmed on final. When I was instructing, the issue I had to overcome most with a 182 was the belief that it's just a fat 172--no, it's a different airplane, and the biggest difference is that it's nose heavy, i.e., with 2 aboard, the CG is right at the front of the W&B envelope. So it takes a little more effort to get the nose up, but it's worth it. As long as you're properly trimmed for your approach speed, the pitch forces are not excessive for a proper nose-up flare. If you don't trim properly, it can be a handful--or a 2 hands full.

With electric trim, I often did trim into the flare, but it's awfully easy to get into trim stall territory on a go around that way. With manual trim, one nose up swipe at the beginning of the flare helped quite a bit, but still required some rapid nose down trim in the event of a go around.

There's no reason not to use full flaps, except in a significant crosswind. While they don't reduce the Vso much from 20 flaps, they do add a lot of drag that makes steeper approaches easier. I like 10 in a significant crosswind.

While I truly love my little hot rod P172D, which totally suits my needs now, I don't think there's a better all around airplane than a 182. Get comfortable with it, and it'll serve you very well.

Cary

Want very consistent good landings?
Get an AoA indicator, it compesates for wind, weight, temp.
Has helped me a lot specially in windy conditions (I was coming too fast and floating before) now, no float, no sink, no bounce, just the right speed all the time one landing after the other.

For short fields is the only time I dont look at it and just do it more by feel, I rather concentrate in listening and feeling the plane.

I use full flaps most of the time with 10kts or less, so I can come steeper.
Also use full aft trim if only me or one more person in front seats.(One time I did a go around in this config and pushed the yoke and trim , and made it ok, but needed to act quick).
Some weight in the cargo area makes for nicer landings too, in my case.
450 something hrs in a 1973 182 .