There will always remain some argument about the birthplace of aviation. It seems to be either North Carolina, where the Wrights finally flew, or Ohio, where all the hard work was done before history was made at Kill Devil Hill, N. Wichita, Kan. Back in the good old days, almost all the airplane manufacturers had plants there; this was where the work was done for the rest of us to fly. Cessna and flying were in his blood. Rod worked for Cessna as well and joined the Cessna Flying Club right away.
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Handling differences between a Cessna and take many by surprise, particularly with dramatically increased control loads. Cessna is proud of their long line of variants. And so they should be, the model has found over 23, buyers since it was launched in - 54 years of almost continuous production. There's little argument that the has been anything other than a complete success for Cessna. The type's vintage year was , when Cessna widened the cabin floor by four inches and incorporated a wrap around 'omni-vision' rear window, which turned the interior from a cave to an amphitheater.
The model is popular because it carries a hefty weight into and out of almost any airstrip and it does this at challenging density altitudes, providing safe and predictable handling for relatively inexperienced pilots.
To achieve this, Cessna chose a significant increase in power when they launched the taildragger , from which the was developed. The type's hp six-cylinder Continental has been a key reason the aircraft has continued to find favour amongst mostly private owners wanting the utility of full tanks and full seats into almost any airport or unprepared runway. Despite their obvious utility, s are mostly operated into civilised hard-surfaced runways and they can hold their own within an IFR environment just as well as fast and complex singles.
The only frustration is the model's knot-plus speeds at typical cruise heights. Push the green rpm arc and a will nudge up to knots - perhaps more if it's a 'fast' airframe. Later 'Q' models with their higher compression OU engines managed a further couple of knots but it wasn't until Cessna offered a retractable version, that the finally busted through the knot threshold and rewarded owners with speeds around knots and, in turbocharged form, a heady plus at altitude.
Thus, in , the company launched their Skylane RG. Whilst it may seem to have been a relatively simple task to embrace the Cardinal and 's tubular steel retracting gear geometry into the , the truth is that Continental's O hadn't been developed beyond providing hp in normally aspirated form and it simply didn't have enough grunt to provide any significant performance improvement with the heavier RG. The retractable 's gross weight was upped to 3,lbs to maintain a useful load as well as accommodate both a heavier engine and the extra retractable gear mechanism.
This meant a longer engine cowl as well as a volt electrical system with the undercarriage held in the retracted position by positive hydraulic pressure rather than potentially troublesome uplocks.
Few would disagree that by retracting the 's undercarriage, there emerged a somewhat beguiling shape. Indeed, with its wheels tucked out of sight, project engineer Harry McCarter, in whose hands the new fuselage shape was entrusted, managed to turn the otherwise 'tubby' shape into something of surprising beauty.
With the slightly flattened cowl and handsome spinner, the RG looks a lot sleeker than any ever did, even with struts. On the subject of struts, Cessna investigated the benefits of producing a without in The experiment went nowhere when it was discovered the cantilever wing was more expensive to make, weighed more and returned no performance benefits.
Having built an impressive RGs during , Cessna switched from bladder to bonded wing tanks and offered a turbocharged version of their obviously popular retractable model. The wet wing further enabled Cessna to add capacity from 76 US-gallons to With a hour TBO, the biggest criticism these hardy Lycomings attract is for their single-shaft dual Bendix magnetos, which some in the maintenance business consider risky to operate.
Cessna continued to use the hp Lycomings until , the year before all Cessna production was terminated for ten years Cessna also offered a fixed gear turbo'd model; the TR II Skylane, from to , fitted with the RG's Lycoming engine. A RG is a handsome aeroplane on the ground.
It squats tail low and requires a slight duck to get to the wide-opening door. In practice, the floor is about the same height off the ground as a normal post and it's an easy task to flick the master on temporarily and lower the flaps to begin the walk-around. For those used to s, there are no surprises and little extra to inspect other than getting on your knees to take a look into the open wheel bays.
The extra engineering complexity and thus higher sticker price of the retract is easy to see when peering at the gear support structure and delicate hinges that enable the nosewheel doors to close cleanly. There are no doors for the mainwheels and the toughened steel tubes lie along the fuselage in the stowed position with the tyres shrouded by a bay that takes up modest luggage area space. Indeed the gear retraction arrangement is very neat indeed, helped no doubt by Cessna's experience with both the , twin and ModelRG.
Mercifully, the installation manages on far fewer motor-industry derived microswitches, which are notorious for playing sequencing havoc for hapless owners faced with gear-up landings.
Whilst the RG shares Cessna's newer electrically-driven hydraulic pump with late-model s, undercarriage mishaps seem almost unheard of amongst owners. This is encouraging, especially when it's remembered Cessna wanted to introduce a 'nosewheel-only' retractable gear, which would have upset the otherwise pleasing lines as well as create a recipe for upset for those who remind themselves of the gear being out by a swift look at the mainwheel's position through the window.
Flying the RG Getting into the front seats only requires mild contortions in the absence of a step. The foothold on the main undercarriage leg is a little too far back to be of any great help in this respect but is adequate to assist those climbing into the rear.
Allowing a gap for your legs to fit between the front of the seat and the door-post means stretching in and pulling up the pin release to slide the seat all the way back to its stop. It's probably the preferred method to allow passenger access last and once the front seat has been slid forward again for the pilot to reach the rudder pedals.
There are various combinations for occupants to climb aboard the , none of which require too many gymnastics. Thankfully the doors also close easily with a gentle but firm pull followed by snapping down the armrest lever to the 'locked' position. With four onboard, legroom is tremendous for rear seat occupants. The panel is deep and relatively uncluttered and follows a 'classic' generic Cessna layout with primary and nav instruments on the left-hand section and the engine gauges and associated dials on the right.
Sitting at the top is a King audio panel with an avionics master placed on the sidewall by the left knee.
Along the bottom of the left hand side are various circuit breakers surrounded by woodgrained plastic. This was perhaps the last era of plastic moulded instrument panel covers and certainly heralded the dying days of natty faux-wood veneer finishes so beloved of a seventies America still in love with Jaguar and Rolls Royce motor car interiors.
On the right hand panel are obvious cut-outs for additional navigational instruments but not enough space for a duplicated set of primaries - this is an aeroplane designed for a single pilot owner. Later owners were even offered a 'slipper-pod-mounted' radar installation. Having just completed a photo sortie, the RG's engine was started hot.
This required toggling the fuel booster momentarily before moving the mixture to idle cutoff and cracking the throttle open a quarter inch as the starter was engaged.
In the lean configuration, the engine caught immediately and shook itself into life as the mixture vernier was jockeyed forward. There's lots of debate about the relative merits between Continental and Lycoming in this power range - the Lycoming supporters invariably claiming the O derivative's tough structure enables hour TBOs.
This divide is usually from amongst those raised on Pipers. The O Continental might be somewhat more delicate but it is a lot smoother, especially on start up where the hp engine rumbles into life and settles to a tick-over with a reassuring burble.
A Lycoming, indeed any Lycoming, simply isn't like that and the O's clatter is obvious to anyone raised on an equivalent Conti.
Having seen pilots struggle with the far greater effort needed to steer a on the ground, the RG does little to make things better other than perhaps prepare pilots for a The RG is rather heavier to steer than a normal , no doubt because of the added weight of the Lycoming and linkages that need to allow the wheel to centre before retracting. It's the first indication that the does not share Cessna's lesser-sized airframes' relatively light handling.
It also hints that setting the trim is an important chore prior to releasing the brakes on takeoff. The O is run-up just the same as an O Continental - even the magneto check is carried out at an identical rpm.
With everything checked and set including a largely unnecessary one notch of flap, the throttle is pushed all the way forward and the aeroplane accelerates energetically to its knot rotation speed. The blare from the horses under the cowling makes headsets a necessity. Even with the trim set correctly, there's an immediate sense that this aeroplane is not made to dance.
The control forces required to lift the nosewheel of the ground if untrimmed would quickly focus attention on the considerable pitch forces required to get airborne. Trimmed and with a positive rate of climb, the gear lever can be snapped up as the far runway threshold disappears under the nose. For such a gangly undercarriage arrangement, the wheels stow quickly at around six seconds and with the amber light glowing, attention can be turned to retracting the flaps and allowing the speed to build up to a comfortable knot climb.
If the RG seems heavier in pitch than a standard fixed gear , it positively shines with aileron input, especially as the speed builds up. The RG shares the same crisp response to roll inputs as a This is a mystery because the doesn't have the same semi-laminar flow aerofoil as a Centurion nor it's deeper chord ailerons. The RG also has Cessna's 'Camber-Lift' wing, with the altered leading edge profile shared by all post s. Whatever control run adjustments there are under the skin, the RG feels more like a than a This takes the C of G towards the rear and does a lot to ease the pitch forces - mostly at lower speeds.
A Standard can run into forward C of G limits with two heavyish occupants up front, which is why it always makes sense to place luggage in the bay rather than on the rear seats when lightly loaded. The extra weight of the retracting mainwheels has obviously contributed somewhat to a minimal increase in pitch forces with the heavier Lycoming engine but explains the post fixed gear model's larger horizontal tail surfaces.
Unless flying towards the outer regions of a 's normal environment, the Skylane seems to fly the same and perform the same no matter what goes into the cabin. A RG is little different. There have been so many variants of the venerable Skylane over the years that comparing payload with earlier or current versions can be misleading. Moreover, fuel capacity has changed too. The very first model could haul a payload of 1,lbs.
Take away full tanks of 60 gallons and that leaves a not unreasonable lbs for occupants and their belongings. This might not have been enough for four people to enjoy a tanks-full endurance of just under four hours but those wanting cross country performance went for a Mooney or Beechcraft anyway. When the 'fat' fuselage was launched, it came with an additional lbs of payload and the option of gallon tanks, the extra 19 gallons nicely taking up the slack from the extra payload allowance.
The RG has a 1,lb payload as well as even bigger gallon tanks. It's thus interesting to see that over the years, whilst payload hasn't changed much, Cessna worked hard at adding value in the form of greater range and in RG form, substantially more speed. So what is the downside? Inevitably, it's been takeoff distance and whilst an extra feet penalty over 54 years may be hardly worth a mention, those operating at high density altitudes on hot days in their late model s will notice it most.
By any standards however, pilots are rarely confronted with difficult weight and balance challenges - it's one of the reasons folk buy the type. This range nevertheless puts Cape Town and Windhoek within easy reach from Johannesburg - passengers are advised to lay off the coffee before setting out. Pilots can expect to see around 12 knots of additional speed over a fixed-gear version - at least in normally aspirated form.
Even with half an hour or so of RG stick time and a cursory look at the performers numbers, the retract Skylane seems closer in feel to a than its fixed gear parent. We also tried a couple of stalls and noted the aeroplane's benign manners, even carrying power and flap.
There was almost no inclination to roll off at the break and recovery was instant with a relaxation of back pressure and the addition of power. The only area of caution for pilots is the flare and touch-down process. Those with a few Skylane hours will know to apply handfuls of nose-up trim on short final approach.
This is because at forward C of G, ie, with a pair of, even medium sized occupants at the front, control forces are highish to keep the nosewheel off the runway whilst flaring. It's not uncommon for pilots to run out of elevator authority all together with full flap, allowing the aeroplane to arrive firmly, on all three tyres at the same time.
Modest numbers of s have also been known to stall onto the runway causing firewall distress to the front end. The nose up 'riding-the-trim' trick should be a skill learned by all pilots and provides an easy method of emulating a Cessna 's famous and easy mainwheel-only touchdown. The RG, is much like a at forward C of G - it requires a hefty, though delicate effort to land with any finesse, even with some nose-up trim.
Cessna_182RG_C182RG_1978_POH_scanned Cessna 182RG C182RG 1978 POH Scanned
Handling differences between a Cessna and take many by surprise, particularly with dramatically increased control loads. Cessna is proud of their long line of variants. And so they should be, the model has found over 23, buyers since it was launched in - 54 years of almost continuous production. There's little argument that the has been anything other than a complete success for Cessna. The type's vintage year was , when Cessna widened the cabin floor by four inches and incorporated a wrap around 'omni-vision' rear window, which turned the interior from a cave to an amphitheater. The model is popular because it carries a hefty weight into and out of almost any airstrip and it does this at challenging density altitudes, providing safe and predictable handling for relatively inexperienced pilots.
Constant Speed Prop Basics
Posted by Bill Cox Featured Plane. A turbocharged version premiered a year later with essentially the identical engine supplemented by a blower. Unfortunately, the timing was all wrong. Skylanes had always been popular airplanes in any configuration, but the market was turning downhill in the early s, and Cessna, Piper, and Beech all scaled back production to meet diminishing demand. I was delivering airplanes to Europe and Africa at the time, and I still remember how much I liked the retractable gear. Retractable gear was the final improvement that made the RG a standout design in those heady days.
Cessna 182RG Specs and Performance – Skylane Specs and Review
The following is a collection of aircraft flight manuals from the Cessna single engine range, including pilots operating handbooks PoH , owners manuals, and POH supplements and popular Supplemental Type Certificate. The following is a collection of aircraft flight manuals, including pilots operating handbooks PoH , owners manuals, and PoH supplements and popular Supplemental Type Certificate. The following articles include model histories and average peformance figures a model can have a range of speeds from Type Data Certificates from the FAA which summarise each models variants basic data approval date, airspeed limitations, weights, and a few other items , informative articles about Cessnas. Here is a collection of checklists by RSV. The odf files are provided for this purpose, pdf files are provided for formatting since for reasons unknown this sometimes changes between computers. If you fly a couple of different aeroplanes and there is no checklist provided, we recommend the generic or type generics, but take note of the caution. A Cessna Load sheet, available in pdf, or in original Open Office format if you would like to modify it.
Cessna’s Turbo Skylane RG
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