Moving from a 172 to a 182

[cbmontgo]

I have been flying the 172P for about 2 years now and have an interest in getting signed off in a 182. I would like to eventually buy a 182 for my growing family as a true 4-place cross-country airplane.

How much time should I expect to learn the 182 as compared to the 172? I'd be looking at a 182P most likely. Nothing fuel-injected or G1000.

When I think about the 182, I think about a lot more right rudder, constant speed prop, and a heavier feel. Sounds good to me!

[Dantilla]

172 to 182 transition is very easy. Both airplanes have excellent flying characteristics, with no evil tendancies. The constant-speed prop is the only real difference.

The C-182 is an all-around great airplane.

[cbmontgo]

Originally Posted by Dantilla

172 to 182 transition is very easy. Both airplanes have excellent flying characteristics, with no evil tendancies. The constant-speed prop is the only real difference.

The C-182 is an all-around great airplane.

Cool. Is the constant speed prop anything difficult to master? Also, does anyone know what the FAA requires to get signed off in one? Is there a minimum number of hours or is it just showing proficiency to an instructor? I probably owe my old flight instructor a call.

[Dantilla]

Originally Posted by cbmontgo

Is the constant speed prop anything difficult to master?

Nope. Second nature after just a little bit. Feels odd whenever I fly an airplane without a prop control now, like there's nothing to do.

Since 182s and 172s are the same catagory and class, all you need is a sign-off by an instructor saying he/she finds you competent to fly a 182.

[cbmontgo]

Originally Posted by Dantilla

Nope. Second nature after just a little bit. Feels odd whenever I fly an airplane without a prop control now, like there's nothing to do.

Since 182s and 172s are the same catagory and class, all you need is a sign-off by an instructor saying he/she finds you competent to fly a 182.

That is good to hear. Thanks for the help.

[yota]

I trained in 172 and purchased a 1965 182 it was about 2.2hrs to get checked out.They are fun and the power and useful load is awsome.

[Lead7]

The transition should be really simple, your only flying a slightly bigger 172.

You DO NOT need someone to say that you are competent to fly the C-182 legally speaking. However, for insurance/rental you might. As a private pilot single engine land you are legally allowed to fly anything basically anything that's single engine, minus Jets and anything over 12,500 lbs. However, there are some exceptions to this general rule.

Some of the exceptions.

If the airplane has over 200 horse power - you need a one time endorsement called a "high performance endorsement" This you get from a CFI and there is no time requirement. Because the 182 is more than 200 horse power, you will need this endorsement.

If the airplane is complex then you must have a one time complex endorsement called a "complex endorsement." In order for an airplane to require that you have this endorsement it must have three things: FLAPS, CONSTANT SPEED/CONTROLLABLE PITCH PROP, AND RETRACTABLE LANDING GEAR. Thus, if the 182 your flying has retractable landing gear, you will also need a complex endorsement.

There are other exceptions to the general rule, such as a tail wheel endorsement but those are the two big ones.

To review, if there was a tail wheeled airplane that had a 201 horse power engine in it along with retractable landing gear, flaps, and a constant speed prop. you would need three endorsements to fly it.

Hope that helps.

P.S. if you are getting your high performance endorsement from flying the 182, you may expect a little bit longer transition training period, because the CFI should be training you to handle all/most high performance airplanes because the endorsement is good for all high performance airplanes minus jets and 12,500 lbs airplanes.

[cbmontgo]

Originally Posted by Lead7

The transition should be really simple, your only flying a slightly bigger 172.

You DO NOT need someone to say that you are competent to fly the C-182 legally speaking. However, for insurance/rental you might. As a private pilot single engine land you are legally allowed to fly anything basically anything that's single engine, minus Jets and anything over 12,500 lbs. However, there are some exceptions to this general rule.

Some of the exceptions.

If the airplane has over 200 horse power - you need a one time endorsement called a "high performance endorsement" This you get from a CFI and there is no time requirement. Because the 182 is more than 200 horse power, you will need this endorsement.

If the airplane is complex then you must have a one time complex endorsement called a "complex endorsement." In order for an airplane to require that you have this endorsement it must have three things: FLAPS, CONSTANT SPEED/CONTROLLABLE PITCH PROP, AND RETRACTABLE LANDING GEAR. Thus, if the 182 your flying has retractable landing gear, you will also need a complex endorsement.

There are other exceptions to the general rule, such as a tail wheel endorsement but those are the two big ones.

To review, if there was a tail wheeled airplane that had a 201 horse power engine in it along with retractable landing gear, flaps, and a constant speed prop. you would need three endorsements to fly it.

Hope that helps.

P.S. if you are getting your high performance endorsement from flying the 182, you may expect a little bit longer transition training period, because the CFI should be training you to handle all/most high performance airplanes because the endorsement is good for all high performance airplanes minus jets and 12,500 lbs airplanes.

Thanks for the note. I met with my old flight instructor last week, and am getting signed off in the 182 in October. This should be fun; thank you all for the information!

[Gimble]

I'd like to add get ready to think further in advance of the airplane. I migrated this spring from a 172 to a 177 (Cardinal) -- which is about half-way to a 182. CS Prop, but fixed gear, 180 HP engine.

The additional space and power were great, but I found it took me a while to get used to the higher airspeeds. With the 172, I never really had to think about slowing down prior to pattern entry, as it was easy to do on short notice. With the Cardinal, it took some practice to get used to moving quicker. I am sure the 182 is even more so.

As far as CS prop, it's a minor learning curve. I learned it with no prior experience during my insurance-required check out ( 2 hour flight with instructor ). I was worried it would be a lot of extra work, but it really is easy to manage.

Congratulations. I would love to have a 182, but the extra expense was more than I could afford. They are by reputation very usable planes.