One of the first upgrades most pilots face is from a basic trainer aircraft to something with a bit more performance and complexity. There was a time when the common transition was from a Cessna 152 to a Cessna 172, or from a Piper Tomahawk to a Piper Warrior. As those very basic aircraft disappeared from training inventories for a few years, it became much more common to start on a 172 or something similar, prompting the first transition to a more complex aircraft like the Cessna 182.
According to the FAA, the 182, with an engine of more than 200 horsepower, is considered a high-performance aircraft. To fly a high-performance aircraft, the FAA requires you to record flight and ground instructions with a certified flight instructor (CFI). Although the FAA does not specify the amount of time, instructors commonly indicate around 5-10 hours as the amount of time required, although that can vary significantly depending on the student’s background and experience.
While the 182 is classified as a high-performance aircraft, it does not fit into the complex category. Although it has two of the three requirements (flaps, constant speed propeller, retractable gear), its fixed landing gear means it is not considered a complex aircraft.
Although the FAA may not consider Complex 182, beginning students may think differently. As mentioned, the 182 adds a constant speed propeller and hood flaps to the already familiar controls. More weight means different driving techniques, and a bigger engine means more attention needs to be paid to its handling. In general, these additional items add weight to the importance of following the checklist procedures.
As for what the new controls mean, the support RPM will be controlled by the blue knob. The throttle will go from controlling RPM like on a 172 to controlling manifold pressure. Most of the time on the 182, ground operations, takeoff, and landing will be done with the propeller control pressed all the way down. That will give you the most power available. However, in cruise flight, that setting isn’t very efficient, so you’ll bring the blue knob to a slower RPM, which will cause the propeller to bite into the air more. RPM and manifold pressure settings vary slightly from one 182 model to another, so check your particular aircraft’s POH for exact numbers.
When adjusting motor controls, the inevitable question of which control to move first will arise. The easiest way to remember is that the blue knob will be held down longer than the throttle. So when you want to increase power, start with the support control. When reducing power (such as when leveling), steer with the throttle.
Larger motors tend to fail more easily than their smaller counterparts, which means proper leaning technique must be followed. Proper technique is to lean during taxi and cruise flight. On the ground, it’s usually enough to get the mix out an inch or so or just a little bit before the engine coughs. At cruise, you may be biased by fuel flow or cylinder head temperatures depending on your aircraft equipment. See the POH for detailed instructions.
The hood flaps are another thing to remember. They control the amount of cooling air that flows over the engine. Cooling air is good when it’s hot or you’re slow or on the ground; but increases resistance the rest of the time. For the 182, the hood flaps will stay open until you reach cruise flight, then they can be closed. They will normally remain closed until landing. As in all cases, follow the checklist.
Handling-wise, the 182 is heavier in both roll and pitch than a 172. Pitch will be the first noticeable difference when you’re taxiing down the runway for takeoff and realize you’ll need a determined tug to get the nose to settle. move up. That same feature will come into play when landing, as it will take a conscious effort to keep the nosewheel up longer than your hands. Proper fit, which is more important on heavier aircraft, will minimize this effect. You should be clipping so you don’t have to touch the fly at all times. There are many 182’s that have had bent firewalls as a testament to the importance of a good flare and proper fit.
The Cessna 182 is nothing to be intimidated by. Not much harder to fly than a 172, with the addition of a few checklist items to keep in mind. After a few hours, you will come to enjoy the increased speed, range, and stability it will give you.