One of the first upgrades most pilots face is from a basic trainer jet to something with a bit more performance and complexity. At one time, the common transition was from a Cessna 152 to a Cessna 172, or from Piper Tomahawk to Piper Warrior. As those very basic aircraft disappeared from training inventories for a few years, it became much more common to depart with a 172 or something similar, pushing 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 ground and flight 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 background and experience of the student.

While the 182 is classified as a high-performance aircraft, it doesn’t fit into the complex category. Although it has two of the three requirements (flaps, constant speed propeller, retractable gear), its fixed landing gear means that 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 fins to the already familiar controls. More weight means different handling techniques, and a larger engine means more attention needs to be paid to handling. In general, these additional items add weight to the importance of following the checklist procedures.

As for what the new controls mean, the propeller 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 propeller control pushed all the way down. That will give you the most power available. However, in cruise flight, that setting is not very efficient so it will return the blue knob to a slower RPM, causing the propeller to bite more air. Manifold pressure and RPM settings vary slightly from 182 model to 182, so check your particular aircraft’s POH for exact numbers.

When adjusting the engine controls, the inevitable question will arise of which control to move first. The easiest way to remember is that the blue knob will stay longer than the throttle. So when you want to increase power, head out with the propeller control. When reducing power (such as leveling), steer with the throttle.
Larger engines tend to fail more easily than their smaller counterparts, which means proper tilt technique must be followed. The proper technique is to bow during taxes and on the cruise flight. On the ground, it is usually enough to scoop the mixture out about an inch or just a little before the engine coughs. Cruising, you can lean on 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 if you’re slow or on the ground; but the resistance increases the rest of the time. For the 182, the hood flaps will remain open until you reach the cruise flight, then they can be closed. They will generally remain closed until landing. As in all cases, follow the checklist.

In terms of handling, the 182 is heavier in both roll and pitch than a 172. Pitch will be the first noticeable difference when you are rolling down the runway for take off and you realize that it will take a determined pull to bring the nose down. move up. That same feature will come into play when landing, as it will take a conscious effort to keep the nose wheel up longer than the net. A proper cut, which is more important on heavier aircraft, will minimize this effect. Must be clipping flight without hands at all times. There are many 182 that have suffered dubbed firewalls as a testament to the importance of good flash and proper clipping.

The Cessna 182 is nothing to be intimidated by. It’s 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 that it will bring you.