Flight :

1980"Q" 182 Turbo flew great with a few squawks --- the battery voltage was low and didn’t seem to want to keep up. I’m investigating replacing the battery – alternator is putting out a steady 28 volts – I’d like to use those DRY CHARGED battery’s like I sell --- I’d also like to find a better mounting place than back in the tail boom . I’ll have to see if the CG change will work closer to firewall. At 2600 rpm take off the turbo spun up into form to give me 30inches of manifold pressure. Lift off was about 70-80 mph and dropped the nose to 100-110 climb out speed witch netted over 1000-fpm up the hill. Engine temperatures remained in green with CHT’s measuring 300-350(single probe) in factory gauge and JPI 700 went a little higher on all 6 cylinders 370-390 cht.. I pulled the power back when crossing the end of the runway which was about 1200 ft. below me Turned to down wind and continued to climb up to about 2000 ft. AGL and trimmed for straight and level. Called Grant on radio and he took down the numbers for engine. I flew in traffic pattern area for 39 min. and it was sweet. At 2500/ 25 inches –got a good solid 140 knots indicated /fuel flow of 18-20 gallon a hour ( I kept it rich) . The CHT’s settled in a little below 400 degrees F . EGT’s were running 1200-1330 on JPI700 . OAT was 82 degrees on the ground . Oil temp seemed un responsive on the factory gauge (found wire to gauge was TU) After removing the cowl in hanger No Runs ,Drip or Errors other than TU wire on the Oil temp sender. I didn’t get a CHT from # six on JPI . Looking into was it wire or ? Fixed oil temp with new wire and works fine now. Alternator was putting out steady 28 + volts at unit –(there are 2 voltage regulators on firewall ) check that end and saw 24-25 volts out on either Voltage regulator. I’m going to address low voltage light with Mike our electrical genius to see if battery is culprit . Battery in this Turbo 182 was installed in last part of 2005 . I really don’t like the water /acid batteries and will go back with at least a Concord AGM or better . Avionics’ shop is going to do Pitot static check to IFR 91.411 and 91.413 so it be flown in the soup . Has 430 /kx155 / stormscope / stec 60 / more dials and lights than the 4th. Of July parade . Great airplane for Cross county flying .I want a Turbo 0-470 in my old 182 .

Are you saying it's a turboed Continental 470? I'm familiar with the turbo IO-540's, unfortunately (for me) they don't recommend a three blade for them which is nice for dirt. I love the overhead windows behind the wing roots in the TR, wish I had them in my J model.

Nosedragger wrote:Are you saying it's a turboed Continental 470? I'm familiar with the turbo IO-540's, unfortunately (for me) they don't recommend a three blade for them which is nice for dirt. I love the overhead windows behind the wing roots in the TR, wish I had them in my J model.

There were 30 or so Continental 0-470's (R or S) converted by C&S Industries in late 70's to mid 80's per a STC. I know of about dozen or so 180/182's that are still active. The IO-540 (turbo ) straight gear 182's from 1979 -1982 about 104 airplanes were done at Cessna before they had problems and Cessna bought them back. The advantage to Turbo is it carries seal level power up to 18,000 ft. (density altitude) but burns more fuel. I've found another for sale in Ohio for 99K . I'm getting a Turbo for my 1956 and 1967
182's .

182 STOL driver wrote:

Nosedragger wrote:Are you saying it's a turboed Continental 470? I'm familiar with the turbo IO-540's, unfortunately (for me) they don't recommend a three blade for them which is nice for dirt. I love the overhead windows behind the wing roots in the TR, wish I had them in my J model.

There were 30 or so Continental 0-470's (R or S) converted by C&S Industries in late 70's to mid 80's per a STC. I know of about dozen or so 180/182's that are still active. The IO-540 (turbo ) straight gear 182's from 1979 -1982 about 104 airplanes were done at Cessna before they had problems and Cessna bought them back. The advantage to Turbo is it carries seal level power up to 18,000 ft. (density altitude) but burns more fuel. I've found another for sale in Ohio for 99K . I'm getting a Turbo for my 1956 and 1967
182's .

Nice. I've wondered aloud about that since I'm within about 400 hours of an overhaul. I'd kind of resolved to go pponk super eagle but thought about a turbo. I heard of the Rajay stc, maybe it's the same co. Have you done the comparison of big naturally aspirated vs. turbo? What elevation does the turbo outperform something like a 270 horse n/a engine?

Nosedragger wrote:

182 STOL driver wrote:

Nosedragger wrote:Are you saying it's a turboed Continental 470? I'm familiar with the turbo IO-540's, unfortunately (for me) they don't recommend a three blade for them which is nice for dirt. I love the overhead windows behind the wing roots in the TR, wish I had them in my J model.

There were 30 or so Continental 0-470's (R or S) converted by C&S Industries in late 70's to mid 80's per a STC. I know of about dozen or so 180/182's that are still active. The IO-540 (turbo ) straight gear 182's from 1979 -1982 about 104 airplanes were done at Cessna before they had problems and Cessna bought them back. The advantage to Turbo is it carries seal level power up to 18,000 ft. (density altitude) but burns more fuel. I've found another for sale in Ohio for 99K . I'm getting a Turbo for my 1956 and 1967
182's .

Nice. I've wondered aloud about that since I'm within about 400 hours of an overhaul. I'd kind of resolved to go pponk super eagle but thought about a turbo. I heard of the Rajay stc, maybe it's the same co. Have you done the comparison of big naturally aspirated vs. turbo? What elevation does the turbo outperform something like a 270 horse n/a engine?

I've checked out a lot of TURBO systems

my 1982 182 with the o-540 carb'd motor, turbo-normalized works real good, 0 trouble once u understand the temp issues to manage. fixed gear, comes off in 500' done right. super-smoothe and once u pull the power back for cruise burns about 11 gph...all in all a pretty good back country bird...dont think i'd go back to non-turbo for sure...

jomac wrote:my 1982 182 with the o-540 carb'd motor, turbo-normalized works real good, 0 trouble once u understand the temp issues to manage. fixed gear, comes off in 500' done right. super-smoothe and once u pull the power back for cruise burns about 11 gph...all in all a pretty good back country bird...dont think i'd go back to non-turbo for sure...

Riding the rocket 1980Q 182 straight gear ---- Doing engine motor brake in flights --- 155 knots down low >3800 ft.msl over LAS .with no wheel pants . Going on another trip tomorrow out to Flagstaff and 4 corners & back at 15,500 out and 16,500 back >should be fun with 165Knots+ true Oxygen On