Restarting PPL - in own 182?

[9 lives]

Cowl flaps, schmowl flaps....open or close them to keep the temperature according to the book.

Well... Open or close the cowl flaps in anticipation of a speed or power change, based upon your understanding of their affect, to prevent rapid temperature changes of the cylinders. If you are flying a 182 wheelplane, and you're approaching exceeding a CHT limitation, I cannot imagine what you're doing with it! If you are watching the CHT indicator to determine what position to select the cowl flaps, you're taking too long. The CHT will tell you if what you did a minute or more ago with the cowl flaps has had the affect you intend. If you can actually see the pointer of the analog CHT indicator move, you did not anticipate cowl flaps well, and may have already damaged the engine.

Both cowl flaps, and constant speed propellers are straight forward to understand, and yes, can be learned and mastered without hours of flying time being required, but there function and affect should be taken seriously. In my opinion (and I have trained it many times), student study for an hour or so, and good understanding confirmed during a 15-30 minute preflight briefing, should result in a maximum of an hour of practical flying to cement those skills.

[India Four Two]

If you are flying a 182 wheelplane, and you're approaching exceeding a CHT limitation, I cannot imagine what you're doing with it!

ST, how about using a 182 for glider towing at 65 mph with an airfield DA of 5500'?

Last summer during a hot spell with temperatures over 30 C, we often approached our club's max CHT when towing heavy two-seaters. Going from memory, I think it is 315 F and the absolute maximum is 350 F.

The remedies, in order of application, were: speed up to 70 mph, go to full-rich and lastly reduce power.

While I enjoy the challenge of operating the 182 efficiently, my opinion is that it is not very suitable as a towplane, partly because of the engine-management issues, but also because it takes longer to get airborne than our Scout towplane. This has led to some marginal departures when towing our two-seaters.

[9 lives]

Yup, I have to agree with I42, if you're going to use a 182 to tow gliders from high DA airports, then yes, you may have to take advanced training in CHT awareness!

[India Four Two]

you may have to take advanced training in CHT awareness!

Our check-pilot likes to say "In the Scout, you fly the tail wheel; in the 182, you fly the engine!" Very true.

[India Four Two]

To GMR45 - the OP

Having re-read my glider towing post, I hope it doesn't deter GMR45 or anyone else from flying a 182.

We are operating our 265HP 182 in an extreme mode - five minutes of full-power at 65 mph in hot and high conditions, followed by three minutes of full-flap, low-powered descent, all the while watching out for traffic with one eye and the other on the CHTs.

This is about as far way from what the 182 was designed for, as you can get.

Anyone who operates the 182 'normally' shouldn't have any problems with cooling, providing they are sensible when changing power settings and managing the cowl-flaps.

Our 182 has a carburettor temperature gauge, which is a real bonus. No more guess work about carb icing - just use the hot-air control to keep the temperature out of the yellow arc. I really like it.

Finally, much as I like the challenge of towing with the 182, I think it is a bad choice for a tow plane - we should have got a Pawnee.

[Tankengine]

Tow at 70-75kts and much of your overheating on climb goes away.
Also ballasted gliders won't have to tell you to speed up!

I am contantly amazed at tug pilots who cannot see the difference in climb speed differences needed between club two seaters and heavy private type gliders.

[Piltdown Man]

Let's talk about the C182. It was designed to be flown by an average PPL; in fact the exact same PPL that the C172 was designed for. Yes it had a wobbly prop and cowl flaps. So what? With good instruction their operation can be blended into standard lessons. It's advantage is that it can get up to a reasonable level very quickly, performance operations can be taught well and cross countries can be exactly that. And while we are talking about speed, just what exactly is its stall speed? At max. landing weight and full flap I come up with 49 kts. This gives a basic approach speed of 55 kts. With an increment for wind an approach speed of 65 kts is probably quite appropriate so it will fit in with every other aircraft.

As for its utility, it is better than a C172 which is also a very useful aircraft. The extra punch of the C182 makes everything a just a little bit easier. But I have to put in a little negativity. You will gave to find a local engineer you can trust, preferably one on site. Because if you get a problem you will initially need on-site support if for no other reason that you'll be learning about operating and maintaining your aircraft as you go along - but as a newbie!

Regarding an I/R may I suggest getting a bit of time in the thing before you ditch the (visible) outside world. Get to enjoy your aircraft and what it can do for you. Consolidate your flying so its operating your aircraft is second nature. Then, and only then, start your I/R.

Lastly, learn to fly without a wretched iPad, iPhone, GPS and similar devices. Have the basics down pat. Get a feel for DR, speed, heading, time etc. Then your I/R will be so much simpler. You will be able to point the thing off somewhere and KNOW where you are. You will be able to free your brain from the rubbish generated by such devices and concentrate on the important stuff, like where you are going to be in a short while and what you are going to do when you get there.

Buy the C182 and enjoy it.

PM

[India Four Two]

I am contantly amazed at tug pilots who cannot see the difference in climb speed differences needed between club two seaters and heavy private type gliders.

I fly at the speed that the glider P1 puts on the tow-ticket. Most specify between 65-70 mph I don't think we would get much of a climb rate at 70 kts plus at our DAs.

Our club two-seaters are the heavy gliders!

[GMR45]

Thanks everyone for chiming in. Has given me a lot to think about. Still not decided on the way I'll go, but great to have the info from people with a ton more experience than I have. Will try to post an update once I've decided what I'm going to do.