Most of my time after my check ride has been in a 182. It’s a great aircraft! One thing I’d also add is that with the 182’s extra weight you also get a little smoother of a ride in choppy air. Great video!
Very well presented. In my transitions from 172 to Warrior to Arrow to DA20 to 182 to DA40, the big transitions were learning landing the 182 with power and then, in the DA40 lower drag and learning the G1000 for IFR flying.
I sold my PA-38 and started flying a PA-24 Comanche. Some great info in this video! A must watch for people sick of putting about in their 172! Love your calm attitude, not shared by many pilots, to just chill out, pay attention and itll be okay! No need to terrify people!
I transitioned in an older 182. First difference I noticed: windows. Only pilot side was built to be opened. So I tried to open mine early after landing to keep my CFI cool 😎. Also, chopping the power, that 182 drops down fast! Thanks for another great video!
I used to rent and fly a Cessna 150, that had a 172 engine conversion done to it. The extra 50 horsepower was awesome! It used to be so much fun climbing out of the pattern over the slower 150's. The usable fuel load was the same, but the flight time was only 2.5 hours instead of 4. Sadly watching the news one night, a doctor and his nurse, rented that plane...N22244 and flew it from Van Nuys airport (my home field) to las Vegas, Nv. they had a tail wind and made it there ok, but they crashed coming back. Rather than making a fuel stop halfway, they thought they could make it back (with a headwind). I'm sitting in my armchair one evening when I watched the news of the crash!! They showed the modified red spinner first, and I jumped up right away...THEN, they showed the N number...I was sad that people were killed, but at the same time mad that I wouldn't be flying that fun plane ever again!!
Great video! Thank you. In the market for a 182 and have only flown 172’s so far. I’ll be saving this video so I can watch it a few more times. Hope to run into you one of these days.
As an older pilot with some experience this is a very well done video. If you are a flight instructor I can tell right now you have a very good rapport with your students and how you explain flight characteristics to them. The short version as I would put it is the 182 is a 172 on steroids. it is a little heavier and so everything is going to be done a little bit quicker but it is a fantastic airplane. You've kind of gone from a station wagon from the 172 to a bit of a workhorse with the 182. Now step into the vulnerable 206. You talked about trim being your best friend and the 206 it is not only a best friend it is a necessary friend. After having done simulated control jams without trim it is amazing the amount of force it takes to wrestle that aviation truck around. They are a great airplane and anything you can put in them including your mother-in-law's shopping spree.. don't go nuts on me now gal's.. the airplane will take off with. Again, you did an excellent job on this including explaining the differences in the varying dehedrals and ground effects that affect an aircraft in flight. I have flown many different types of aircraft an the arrow is one of the most enjoyable I have flown. that being said I now own and fly a Whitman till when W8 which is sporty to say the least but is an extremely predictable, fun and economical aircraft to fly across country. One must understand aerodynamics when stepping into something like this though or they will quickly find themselves in a situation that makes them uncomfortable. I did subscribe and I liked so keep them coming. Postscript... Great job unexplaining the importance of making sure the aircraft is loaded properly even in the larger aircraft. I am one of those that jokingly says if you can get the doors close go but as you pointed out so well that is not the case and if an aircraft is not loaded properly is very uncomfortable as well as very dangerous in the air.
Thanks for your comment! I have actually never flown in a 206 but really hope to! If I didn't fly by myself as much I think I would consider moving up into one sooner than later. Maybe one day!
When I first bought my 182, the biggest things I noticed is how slow you can actually fly the thing BUT a recovery from slow flight or a power off had to be managed very very carefully because of the excess power you have and the amount of nose up trim you have to put in to remain in slow flight. A full power recovery from these maneuvers can make the airplane "stand on it's tail" and can result in an immediate elevator trim stall or secondary stall if you're not careful. Love your vids...keep 'em comin!
Thank you! Similar to what you mentioned about recovering from slow flight... I noticed right away that the 40 degrees of flaps aren't totally necessary, but when you do use them, you have SO much drag for the go around that you need to be careful.
I transitioned between a 172 to a 182. Things to keep in mind. 1) Seat position. I notice I have to sit higher due to the cowling. 2) You need more muscle to control the airplane. The surfaces are bigger and require more muscle. 3) Flaps take forever. 182 flaps take much longer and the ballon is much more noticeable.
All my PPL training was in 172s, been renting 172s for recreation for about a year but I'm looking to make a move to rent a 182. When the time comes to buy I will seriously consider a 182.
I trained in a PA-28-181. Moved up and rented DA-40 for a while. I now own a Mooney M20J. Just get the right transition training. The flight school I teach at uses 150s and 172s. Good planes for what thye are used for. On slowing down a Mooney. Many have speed brakes to help slow you down. If not, most gear speeds are in the 130 knot range. With cruise speeds in the 150s, it does not take much time to get to gear speed when you pull the power. Like all planes, be on speed for your landing weight. They really do land like Pipers and Cessnas.
The biggest difference I found between the C-172 and C-182 was rudder on take off. The C-172 is more "forgiving", the C-182 you have to get that rudder in there as you pitch up, especially to best angle or you will goes nose left. If you like the C-172 and want more power / constant speed prop, they are around. Then, there's the T-41, the military version of the C-172 and it's a real hoot. Wing's a bit different. It performs like a 182, but with a 172 airframe.
Most of my time flying 172s was in a fuel injected, high performance engine with 210 hp, and constant speed prop. I now fly diamond da40ng, which is like a space ship compared to cessnas I’ve flown. Especially with a full glass g1000 cockpit and a flight computer controlled prop and stuff. And a stick yoke, instead of the Cessna style control wheel.
Hello from Sydney, Australia Thanks for explaining the three categories of a plane: 1. Systems 2. Flight characteristics 3. Performance I'd seek the POH for statistics. Happy Easter 🥚🐣🐥
One thing that caught me by surprise when I was getting checked out in a 182 was how much elevator effectiveness you get from the propwash alone. When I do the soft field takeoff technique in a 172 I can just pull the yoke all the way back and go full throttle and the nose still doesn't lift up until I've picked up a bit of airspeed. I tried the same thing in a 182 and I swear I almost had a tail strike before I even started moving.
Great video Charlie! I'm just about ready to get back in the left seat after a long hiatus. Your video was very informative and nicely done. You're the only YT'er I've ever subscribed to! Keep up the great work and blessings to you! p.s. Great selection of background music! Sic' em Bears! : )
Working on the endorsement for a 182 (high performance?). What I am adapting to is the speed at which pattern work happens. Not much time to take a break!
I'm working on getting my PPL and even in a 172, I feel exhausted from doing pattern work. Can't wait to try it out in a high performance plane someday 😂
Nice video! I’ve actually never flown (or flown in, for that matter) a 172, however I did get my HP in a 182. Nice planes. Received my PPL in a 152. Love those planes! Really teaches you how to maintain altitude and heading. Received my IR and CPL in a Cherokee 140 that I bought. Then, I upgraded to a Cherokee 235. Close to the same comparison between a 172 and a 182. Keep making great videos man!
When at cruise altitude and nearing an airport to land the plane will be travelling fast, so preparations to descend and slow down must begin relatively sooner. And there is a longer checklist to run through. It is easy to "get behind the airplane" and run out of time, which then requires a go-around. Also, many planes have engine monitoring equipment that helps in leaning the fuel mixture, but it is also something else to learn about and then monitor during flight. With retractable gear it is very important to make sure that gear retraction or extension is complete; there are usually three lights that must all turn green to indicate that the operation is completed.
I’ve never heard of anyone getting behind a 182. Point it down. If you can see it, you can make it. If you’re high and fast, first get your airspeed, and then get your altitude. That constant speed prop and big flaps will take you on a approach profile more reminiscent of atmospheric reentry than a normal approach.. and power is available almost instantly to arrest it because the engine is spinning on the prop. Watch a skydive operation running a 182. There’s no ahead of the airplane at all.. just a steep turn fighting against a spiral dive until it rolls out on a 1/8th mile final.
I went from learning on a Cessna 172 to flying a 182. The biggest “change” for me was the importance of trimming the aircraft. Especially when coming in to land.
Really like your videos! I am working on my PPL right now and currently looking for a plane. I appreciate your insight on all aspects of flying. Keep up the great content
One of the other biggest things I noticed going 172 to 182RG was the controls were much heavier as well. Trim is def your friend. And other great surprise was overtaking other aircraft. Wasn't even really a thing with a 172, but 182 was a new thing to keep an eye out for :D
On landings I found using trim to be very helpful taking the weight off the nose as you said. I have recently done a check ride and had to do weight and balance and found we had to add 50# to the back of the plane to get us off the edge of the envelope to get more in the center. We did a few laps around the pattern and I can’t believe how much of a difference it made adding the weight in the back. Even flying by myself. Make sure you check your weight and balance before trying but I think it is worth trying out to see if it’s right for you.
I rent and switch between C172’s and Arrows, turbo Arrows. Biggest notice between the two is my descent rate. Those Arrows are bricks🧱 ! And, I prefer the Arrow for bigger cross wind landings and the C172 for short runways. Finally, I think I repeat gumps five times to ensure the gear is down!
A C-172 is by no means a real 4-seater. Last monday flew one with 3 (including myself) relatively skilly people in it (each 150-170lbs). 3/4 tanks. And climbing out of Big Bear at 7'000 ft was really slow. 300 fpm and we gotta clear mountains. Cleared them but just by about 500ft, after being at full power for about 5 min prior.
Moved from a C172 to an M20J. I would say the prop was not a big deal and nothing is a big deal, it's just a little more to think about. Fuel pump, flaps for take-off, cowl flaps, gear. Also once tyou level off, the plane will accelerate if you really need to trim it continuously or it will climb easily. And with the added speed during descent, you need to plan well in advance the approach and give time to slow down before entering the pattern. With the 172 I didn't use the trim wheel that much, but in the M20J, you have to crank that thing quite a bit. I have an electric trim, not precise enough to trim for cruise, but perfect to slow the plane down during final with one hand on the yoke and the other on the throtte.
Great video! I'd say one thing about the part about it not being all about speed and how building time is good too. True if you own your plane, but if you're renting and not interested in time building but are more concerned with penny pinching, fast is good! At my club in CO, the 172s are $112/hr wet and the 182 is $145/hr wet. Running the numbers on most of the XC flights I'm taking, it's always cheaper to take the 182 because that little bit of speed starts to shave off a half hour here or an hour there. It's weird, and the math still confuses me on it, but yeah, we're the demographic that starts to benefit from that speed. However, I know a lot of other clubs in this area aren't nearly as cheap for 182s so I can imagine that isn't as big of a cost savings for people at those clubs. Now I just need to win the lottery and get my own 182!
IRELAND Calling ... Yes , i have Subscribed . It is important to get the necessary information + Proper Training ... Then Keep Learning ... But never forget you have your training. Some people may try to knock you down ... But, getting back up + On Flight is IMPORTANT... Proper Flight Training + Then Proper Belief in Your Skill Level . But , do not give People free pot shots at you ... Some People will just knock you down , because they may misinterpret your questioning your experience. It is IMPORTANT to Review your Mountain Flight inexperience ... Now you have shared your experience ... It is through acknowledgement of mistakes People move to become Better Doctor's, Engineer's, or any Professional, including Pilot !
I just got my high performance endorsement in a C 182P yesterday evening. Besides the core things you mentioned, the only other thing I noticed a lot was the change in sight picture. And cost increase lol.
I did most of my trait and early hours in my 182. I loved that plane. Moved to a Bonanza F33. Loved it as well. Went to a C 210…never liked that plane. Then up to C 421C. Loved them all but not the 210.
@@agoodchristianpilot159 I've been an A&P for 30+ years. Just take the operation and maintenance cost of your 182, double it and add 25%. It make for expensive coffee and lunch at other airports. I wanted an honest 4 place aircraft that's easy to fly. Safe Skys to everyone.
So is your 182.....240hp? I was looking at 195hp 172 skyhawk for my 1st plane , what are your thoughts on a upgraded powerplant In the 172? Love your channel!
Not a discussed subject, but the wing position changes also a lot. It's however more à when transitioning to the Cessna thing. Flying in Europe, I fly most of the time DR400, which has low wing mount. I flew once on a Cessna, and was completely lost when doing my traffic pattern as I couldn't see the runway. Was quite surprised about that, and wanted to mention it ! ^^ Yeah, and the Cessna 172, it's comfy and so, but way to heavy and slow... way to expensive for its performance in Europe. The DR400 (160 and 180cc variants) is much better ! :p
thank you! I can't take credit for it. The previous owner had this paint job done. I really like it, too! Lucked out that red is also my favorite color.
My training aircraft is an Alarus/CH2T. It’s the only aircraft I have flown up to this point. As I continue my training it’s very likely that I’ll be moving into a 172. Can you tell me how much difference I’ll notice?
Is there something that would be more comfortable to train in than a 172? I’m a larger guy and the pilot for my discovery flight was tall but thin and it was cramped to say the least. I’m not sure how could make it through the necessary training to get my PPL bumping elbows constantly and knee on the trim wheel upper arm and thigh firmly pressed together. Thank goodness air temps were in the 50’s because I’m a hot box and if it were much warmer I feel I’d be very sweaty…
Hi Fred - unfortunately most training aircraft are going to be like that. You might try out a Piper and see if you feel any different but yeah the 172 is going to feel a little tight. It's no cadillac but it gets the job done. Wish I had a better answer for you!
@@AirplaneAcademy thanks for the reply. Seems like it would definitely not fun in the summer months as I’m already a person that is often warm or even hot when others are cold. I might have to think about training in the cooler months.
Or, perhap's there is another way forward, using your want to fly as a Carrot, And, the need to be comfortable while in flight school, And, Obviously it would also help you in life, if you decide to use your flight training as a good excuse to lose weight. This should be a realistic way. Therefore, do not take any offense where none was intended. Carrot and Stick approach is useful in everyone's training, and,vin living. Go Fly, but do get good weight control advice, and, check with your doctor before you start. Safe Flying.
@@WHennessy-oo6tb I’m sure losing some weight would help. No offense taken I need to lose weight regardless. I think in this photo for my profile picture I was nearly in the best shape of my life. Even at the weight I was there I think I’d be cramped still but it’s got to be better than where I am now…
Good question. I would say no. It's not a huge leap up from a 172 but just adding the constant speed prop takes a little getting used to and might unnecessarily steepen the learning curve when you're just starting out. But usually during PPL (and definitely CPL) you'll end up flying a complex airplane (gear, constant speed prop) anyways. Honestly, you could start in a 182 and be just fine. I think the 172 is just a little lighter and simpler and easier to learn on, but transitioning to the 182 is really just a matter of getting used to a heavier and slightly more powerful plane, and also managing the constant speed prop (which is way easier than it sounds). If you have a chance to fly one, definitely go do it!
@@AirplaneAcademy thanks for the reply. Mucho appreciated. Recently got my PPL (on a 172) and have around 90 hours or so now. Super stoked. Love the videos. Keep it up!
Love the video as I hope to do this one day 👍 Something I've heard before but haven't experienced is the sight picture when landing is different, and in a 182, you feel very nose down on approach, when comparing the dash to the horizon. If you're used to a 172, it takes multiple landings to get comfortable with the new sight picture in a 182. Wonder if that's true, and appreciate the great content. Keep it up!
That's a good question. I don't remember the sight picture feeling much different, but I do remember the nose being heavier on the flare. But you can trim the airplane for 60kts and it'll fly right in :)
Cessna is so out of control with their prices these days. Especially since you don’t need most of the crap they come with! What ever happen to pilotage? 😼
My only complaint is that so many of today's "Newish" aircraft have nothing but those damnable "Computer" screens on the panel. Once your making an ILS approach, after dark, in the rain, and had your ENTIRE GLASS INSTRUMENT PANEL GO DARK, maybe then you'll see what I mean! I find much of today's modern, advanced technology useful. BUT, so far, I've found reliability to be sub-par. I demand some basic, standard instruments as a secure "Back up" for when those modern, fancy (and INCREDIBLY EXSPENSIVE!) Computer screens decide to "take a break" right in the middle of a critical and possibly dangerous instrument approach.
Thanks for the comment, Robin. I have a hybrid of glass and steam gauges and I do like the redundancy of different types of systems giving me information. Sorry for your experience... that sounds really frightening!
Most of my time after my check ride has been in a 182. It’s a great aircraft! One thing I’d also add is that with the 182’s extra weight you also get a little smoother of a ride in choppy air. Great video!
What a good point! If you’re trying to build hours not really a need for more speed.
LOL...As simple as that is many of us never thought of that. It's an excellent point.
Very well presented. In my transitions from 172 to Warrior to Arrow to DA20 to 182 to DA40, the big transitions were learning landing the 182 with power and then, in the DA40 lower drag and learning the G1000 for IFR flying.
Great! I drive a manual and ride a mountain bike. 182 here I come! I did train on a 172 and now fly a pa28-180.
Nice new editing style. You can tell you put some extra time into it.
Thank you! I hired an editor and really like working with him so far.
I sold my PA-38 and started flying a PA-24 Comanche. Some great info in this video! A must watch for people sick of putting about in their 172! Love your calm attitude, not shared by many pilots, to just chill out, pay attention and itll be okay! No need to terrify people!
Thank you!
Thanks for sharing this mate! Doing my PPL right now and just finished my first solo last week. Love your videos for their educational value!
CONGRATS on your first solo! Awesome stuff. Keep with it!
I transitioned in an older 182. First difference I noticed: windows. Only pilot side was built to be opened. So I tried to open mine early after landing to keep my CFI cool 😎. Also, chopping the power, that 182 drops down fast! Thanks for another great video!
I used to rent and fly a Cessna 150, that had a 172 engine conversion done to it. The extra 50 horsepower was awesome! It used to be so much fun climbing out of the pattern over the slower 150's. The usable fuel load was the same, but the flight time was only 2.5 hours instead of 4. Sadly watching the news one night, a doctor and his nurse, rented that plane...N22244 and flew it from Van Nuys airport (my home field) to las Vegas, Nv. they had a tail wind and made it there ok, but they crashed coming back. Rather than making a fuel stop halfway, they thought they could make it back (with a headwind). I'm sitting in my armchair one evening when I watched the news of the crash!! They showed the modified red spinner first, and I jumped up right away...THEN, they showed the N number...I was sad that people were killed, but at the same time mad that I wouldn't be flying that fun plane ever again!!
Dang.... really sorry to hear this story!
Great video! Thank you. In the market for a 182 and have only flown 172’s so far. I’ll be saving this video so I can watch it a few more times. Hope to run into you one of these days.
Awesome, glad you found it useful. Good luck in the search!
Like the way you present information.
As an older pilot with some experience this is a very well done video. If you are a flight instructor I can tell right now you have a very good rapport with your students and how you explain flight characteristics to them.
The short version as I would put it is the 182 is a 172 on steroids. it is a little heavier and so everything is going to be done a little bit quicker but it is a fantastic airplane. You've kind of gone from a station wagon from the 172 to a bit of a workhorse with the 182. Now step into the vulnerable 206. You talked about trim being your best friend and the 206 it is not only a best friend it is a necessary friend. After having done simulated control jams without trim it is amazing the amount of force it takes to wrestle that aviation truck around. They are a great airplane and anything you can put in them including your mother-in-law's shopping spree.. don't go nuts on me now gal's.. the airplane will take off with. Again, you did an excellent job on this including explaining the differences in the varying dehedrals and ground effects that affect an aircraft in flight. I have flown many different types of aircraft an the arrow is one of the most enjoyable I have flown.
that being said I now own and fly a Whitman till when W8 which is sporty to say the least but is an extremely predictable, fun and economical aircraft to fly across country. One must understand aerodynamics when stepping into something like this though or they will quickly find themselves in a situation that makes them uncomfortable. I did subscribe and I liked so keep them coming.
Postscript... Great job unexplaining the importance of making sure the aircraft is loaded properly even in the larger aircraft. I am one of those that jokingly says if you can get the doors close go but as you pointed out so well that is not the case and if an aircraft is not loaded properly is very uncomfortable as well as very dangerous in the air.
Thanks for your comment! I have actually never flown in a 206 but really hope to! If I didn't fly by myself as much I think I would consider moving up into one sooner than later. Maybe one day!
Funny when you talked about retractable gear you showed a Learjet,. No that will not be on our list after the Cessna 172😂😂
When I first bought my 182, the biggest things I noticed is how slow you can actually fly the thing BUT a recovery from slow flight or a power off had to be managed very very carefully because of the excess power you have and the amount of nose up trim you have to put in to remain in slow flight. A full power recovery from these maneuvers can make the airplane "stand on it's tail" and can result in an immediate elevator trim stall or secondary stall if you're not careful. Love your vids...keep 'em comin!
Thank you! Similar to what you mentioned about recovering from slow flight... I noticed right away that the 40 degrees of flaps aren't totally necessary, but when you do use them, you have SO much drag for the go around that you need to be careful.
You will make a great dad! We all feel unprepared at first. Great video as always.
Thanks so much! Really appreciate it! I'm really excited.
I transitioned between a 172 to a 182. Things to keep in mind. 1) Seat position. I notice I have to sit higher due to the cowling. 2) You need more muscle to control the airplane. The surfaces are bigger and require more muscle. 3) Flaps take forever. 182 flaps take much longer and the ballon is much more noticeable.
All my PPL training was in 172s, been renting 172s for recreation for about a year but I'm looking to make a move to rent a 182. When the time comes to buy I will seriously consider a 182.
I trained in a PA-28-181. Moved up and rented DA-40 for a while. I now own a Mooney M20J. Just get the right transition training. The flight school I teach at uses 150s and 172s. Good planes for what thye are used for.
On slowing down a Mooney. Many have speed brakes to help slow you down. If not, most gear speeds are in the 130 knot range. With cruise speeds in the 150s, it does not take much time to get to gear speed when you pull the power. Like all planes, be on speed for your landing weight. They really do land like Pipers and Cessnas.
The biggest difference I found between the C-172 and C-182 was rudder on take off. The C-172 is more "forgiving", the C-182 you have to get that rudder in there as you pitch up, especially to best angle or you will goes nose left. If you like the C-172 and want more power / constant speed prop, they are around. Then, there's the T-41, the military version of the C-172 and it's a real hoot. Wing's a bit different. It performs like a 182, but with a 172 airframe.
Just upgraded my stack so I'm committed financially to my 172 for some years.
Great info on a 182 transition. Thanks...
awesome! upgrades are always fun. Enjoy!
Most of my time flying 172s was in a fuel injected, high performance engine with 210 hp, and constant speed prop.
I now fly diamond da40ng, which is like a space ship compared to cessnas I’ve flown. Especially with a full glass g1000 cockpit and a flight computer controlled prop and stuff. And a stick yoke, instead of the Cessna style control wheel.
Hello from Sydney, Australia
Thanks for explaining the three categories of a plane:
1. Systems
2. Flight characteristics
3. Performance
I'd seek the POH for statistics.
Happy Easter
🥚🐣🐥
All the way from Sydney!?! That's awesome. Glad you enjoyed the video. Happy Easter to you, too!
182 would be a good upgrade. I remember flying a 172SP (180 hp) and a 172RG (retractable gear) Cutlass in the early 1980’s.
One thing that caught me by surprise when I was getting checked out in a 182 was how much elevator effectiveness you get from the propwash alone. When I do the soft field takeoff technique in a 172 I can just pull the yoke all the way back and go full throttle and the nose still doesn't lift up until I've picked up a bit of airspeed. I tried the same thing in a 182 and I swear I almost had a tail strike before I even started moving.
Great video Charlie! I'm just about ready to get back in the left seat after a long hiatus. Your video was very informative and nicely done. You're the only YT'er I've ever subscribed to! Keep up the great work and blessings to you! p.s. Great selection of background music! Sic' em Bears! : )
Working on the endorsement for a 182 (high performance?). What I am adapting to is the speed at which pattern work happens. Not much time to take a break!
I'm working on getting my PPL and even in a 172, I feel exhausted from doing pattern work. Can't wait to try it out in a high performance plane someday 😂
Nice video! I’ve actually never flown (or flown in, for that matter) a 172, however I did get my HP in a 182. Nice planes. Received my PPL in a 152. Love those planes! Really teaches you how to maintain altitude and heading. Received my IR and CPL in a Cherokee 140 that I bought. Then, I upgraded to a Cherokee 235. Close to the same comparison between a 172 and a 182. Keep making great videos man!
Nice video 👍🏻 definitely hit some good points
Thank you! Glad it was helpful!
When at cruise altitude and nearing an airport to land the plane will be travelling fast, so preparations to descend and slow down must begin relatively sooner. And there is a longer checklist to run through. It is easy to "get behind the airplane" and run out of time, which then requires a go-around. Also, many planes have engine monitoring equipment that helps in leaning the fuel mixture, but it is also something else to learn about and then monitor during flight. With retractable gear it is very important to make sure that gear retraction or extension is complete; there are usually three lights that must all turn green to indicate that the operation is completed.
I’ve never heard of anyone getting behind a 182.
Point it down. If you can see it, you can make it. If you’re high and fast, first get your airspeed, and then get your altitude.
That constant speed prop and big flaps will take you on a approach profile more reminiscent of atmospheric reentry than a normal approach.. and power is available almost instantly to arrest it because the engine is spinning on the prop.
Watch a skydive operation running a 182. There’s no ahead of the airplane at all.. just a steep turn fighting against a spiral dive until it rolls out on a 1/8th mile final.
I went from learning on a Cessna 172 to flying a 182. The biggest “change” for me was the importance of trimming the aircraft. Especially when coming in to land.
Always look forward to your next video
Thanks so much, Robert! I'm glad you enjoy the videos and look forward to them.
Really like your videos! I am working on my PPL right now and currently looking for a plane. I appreciate your insight on all aspects of flying. Keep up the great content
Nice! Keep me posted on your progress! Glad you enjoy the channel.
Great video Charlie. I’m in the market for a 182 and will be doing a test flight tomorrow. Looking forward to the transition. Thanks for all the info.
Awesome! You'll love the 182. Awesome machine.
One of the other biggest things I noticed going 172 to 182RG was the controls were much heavier as well. Trim is def your friend. And other great surprise was overtaking other aircraft. Wasn't even really a thing with a 172, but 182 was a new thing to keep an eye out for :D
The new style is very much appreciated
you’ll be fine bud the 1st one always makes everyone nervous.Your biggest relief will be when your wife and kid are safe
On landings I found using trim to be very helpful taking the weight off the nose as you said. I have recently done a check ride and had to do weight and balance and found we had to add 50# to the back of the plane to get us off the edge of the envelope to get more in the center. We did a few laps around the pattern and I can’t believe how much of a difference it made adding the weight in the back. Even flying by myself. Make sure you check your weight and balance before trying but I think it is worth trying out to see if it’s right for you.
Loving the new transitions and footage. Keep it up.
Thanks so much!
Informative video, that has gotten you a new subscriber, I appreciate the information and the look of your video, great job!
Awesome! Glad to have you as a subscriber and glad you enjoy the videos!
Great vid! Getting close to finishing up my PPL and looking to transition from a 172 to an SR20...
awesome!!
I think the biggest difference with low-wing is fuel management - a Cessna pilot rarely switches between tanks
On a Cessna 206 you have to switch between tanks.
Meanwhile I don’t on my low wing King Air.
I rent and switch between C172’s and Arrows, turbo Arrows. Biggest notice between the two is my descent rate. Those Arrows are bricks🧱 ! And, I prefer the Arrow for bigger cross wind landings and the C172 for short runways. Finally, I think I repeat gumps five times to ensure the gear is down!
Great videos... Easy to understand, keep it up!
Saludos desde Tijuana México.
Thanks so much! Really appreciate it. Awesome to have you viewing from Mexico!!
A C-172 is by no means a real 4-seater. Last monday flew one with 3 (including myself) relatively skilly people in it (each 150-170lbs). 3/4 tanks. And climbing out of Big Bear at 7'000 ft was really slow. 300 fpm and we gotta clear mountains. Cleared them but just by about 500ft, after being at full power for about 5 min prior.
Another great video Charlie.
Thanks so much!
Great video! I really enjoyed it!
Thanks! So glad you enjoyed it!
@@AirplaneAcademy You're very welcome!
Moved from a C172 to an M20J. I would say the prop was not a big deal and nothing is a big deal, it's just a little more to think about. Fuel pump, flaps for take-off, cowl flaps, gear. Also once tyou level off, the plane will accelerate if you really need to trim it continuously or it will climb easily. And with the added speed during descent, you need to plan well in advance the approach and give time to slow down before entering the pattern. With the 172 I didn't use the trim wheel that much, but in the M20J, you have to crank that thing quite a bit. I have an electric trim, not precise enough to trim for cruise, but perfect to slow the plane down during final with one hand on the yoke and the other on the throtte.
A very informative video.
Awesome! So glad it was helpful!
Hey Charlie, great videos, very valuable! And I like your new editing style as well, good job!
Thanks so much! Glad you enjoy the videos and appreciate the feedback on the new editing style.
“Woah we are not in Kansas any more”. Lol 😂
Great video! I'd say one thing about the part about it not being all about speed and how building time is good too. True if you own your plane, but if you're renting and not interested in time building but are more concerned with penny pinching, fast is good! At my club in CO, the 172s are $112/hr wet and the 182 is $145/hr wet. Running the numbers on most of the XC flights I'm taking, it's always cheaper to take the 182 because that little bit of speed starts to shave off a half hour here or an hour there. It's weird, and the math still confuses me on it, but yeah, we're the demographic that starts to benefit from that speed. However, I know a lot of other clubs in this area aren't nearly as cheap for 182s so I can imagine that isn't as big of a cost savings for people at those clubs.
Now I just need to win the lottery and get my own 182!
Moved up to a Citation 50x from C172. Easy as pie-no problem!
IRELAND Calling ... Yes , i have Subscribed .
It is important to get the necessary information + Proper Training ... Then Keep Learning ... But never forget you have your training.
Some people may try to knock you down ... But, getting back up + On Flight is IMPORTANT... Proper Flight Training + Then Proper Belief in Your Skill Level . But , do not give People free pot shots at you ... Some People will just knock you down , because they may misinterpret your questioning your experience. It is IMPORTANT to Review your Mountain Flight inexperience ... Now you have shared your experience ... It is through acknowledgement of mistakes People move to become Better Doctor's, Engineer's, or any Professional, including Pilot !
"Skinny people"… hilarious! Made me laugh out loud…
Fuel burn is very different also instead 7to8 gph, the 182 is into 9to11 gph.
I just got my high performance endorsement in a C 182P yesterday evening. Besides the core things you mentioned, the only other thing I noticed a lot was the change in sight picture. And cost increase lol.
very cool, congrats on the endorsement!
Great video
This is a great video! All my time is in a 172 and I'm itching to fly some other birds.
Hmmm … 182 or a 180-hp to 200-hp 177B?🤔
Pricing a major factor.
Thoughts?
I did most of my trait and early hours in my 182. I loved that plane. Moved to a Bonanza F33. Loved it as well. Went to a C 210…never liked that plane. Then up to C 421C. Loved them all but not the 210.
Michael, what did you not like about the 210?
Charlie - no one is ever prepared for their first child. Don't fret, you'll figure it out.
Thanks so much! Really appreciate it!
Moving from steam gauge instruments to glass cockpits. G1000, etc.
I went from a 172 to buying my 337. Loved it.
I love 337s!!! How much does the maintenance cost? I heard that its really bad but im not quite sure
@@agoodchristianpilot159 I've been an A&P for 30+ years. Just take the operation and maintenance cost of your 182, double it and add 25%. It make for expensive coffee and lunch at other airports. I wanted an honest 4 place aircraft that's easy to fly. Safe Skys to everyone.
So is your 182.....240hp? I was looking at 195hp 172 skyhawk for my 1st plane , what are your thoughts on a upgraded powerplant
In the 172? Love your channel!
230. I haven't flown a 195hp 172, but I have flown both 160hp and 180hp 172's and I always felt that extra 20hp made a noticeable difference.
Not a discussed subject, but the wing position changes also a lot. It's however more à when transitioning to the Cessna thing.
Flying in Europe, I fly most of the time DR400, which has low wing mount. I flew once on a Cessna, and was completely lost when doing my traffic pattern as I couldn't see the runway.
Was quite surprised about that, and wanted to mention it ! ^^
Yeah, and the Cessna 172, it's comfy and so, but way to heavy and slow... way to expensive for its performance in Europe. The DR400 (160 and 180cc variants) is much better ! :p
Nice video. I was reminiscing this morning about years ago when I had to use carburetor heat. I think newer 172's are fuel injected?
Yes they are.
What do you think about high wing Diesel Tecnam ? The problem is the 172 doesn’t want to land
I am kind of enjoying my piper archer p28
If the Mooney has speed brakes it will slow down pretty quickly.
At my flying club we always said "Duvet salesmen fly the 172 and anvil salesmen fly the 182"
I like this paint design on the 182. Did you make the design? Did you select it? Or is it a used?
thank you! I can't take credit for it. The previous owner had this paint job done. I really like it, too! Lucked out that red is also my favorite color.
Did you say that you had your commercial licence.
Huh. I saw you flying around our airport lol
Nice! Hope to meet you face to face sometime.
“The useful load I’ve been able to utilize...” (pictured is him alone 🤣)
My training aircraft is an Alarus/CH2T. It’s the only aircraft I have flown up to this point. As I continue my training it’s very likely that I’ll be moving into a 172. Can you tell me how much difference I’ll notice?
I haven't flown one of those myself so couldn't really tell you. But the 172 is very forgiving and very easy to fly. Shouldn't be a hard transition!
Is there something that would be more comfortable to train in than a 172? I’m a larger guy and the pilot for my discovery flight was tall but thin and it was cramped to say the least. I’m not sure how could make it through the necessary training to get my PPL bumping elbows constantly and knee on the trim wheel upper arm and thigh firmly pressed together. Thank goodness air temps were in the 50’s because I’m a hot box and if it were much warmer I feel I’d be very sweaty…
Hi Fred - unfortunately most training aircraft are going to be like that. You might try out a Piper and see if you feel any different but yeah the 172 is going to feel a little tight. It's no cadillac but it gets the job done. Wish I had a better answer for you!
@@AirplaneAcademy thanks for the reply. Seems like it would definitely not fun in the summer months as I’m already a person that is often warm or even hot when others are cold. I might have to think about training in the cooler months.
Or, perhap's there is another way forward, using your want to fly as a Carrot, And, the need to be comfortable while in flight school, And, Obviously it would also help you in life, if you decide to use your flight training as a good excuse to lose weight. This should be a realistic way. Therefore, do not take any offense where none was intended. Carrot and Stick approach is useful in everyone's training, and,vin living.
Go Fly, but do get good weight control advice, and, check with your doctor before you start. Safe Flying.
@@WHennessy-oo6tb I’m sure losing some weight would help. No offense taken I need to lose weight regardless. I think in this photo for my profile picture I was nearly in the best shape of my life. Even at the weight I was there I think I’d be cramped still but it’s got to be better than where I am now…
@airplaneacademy
Do you have a minimum or recommended amount of time in a 172 before transitioning to a 182? Thanks!
Good question. I would say no. It's not a huge leap up from a 172 but just adding the constant speed prop takes a little getting used to and might unnecessarily steepen the learning curve when you're just starting out. But usually during PPL (and definitely CPL) you'll end up flying a complex airplane (gear, constant speed prop) anyways. Honestly, you could start in a 182 and be just fine. I think the 172 is just a little lighter and simpler and easier to learn on, but transitioning to the 182 is really just a matter of getting used to a heavier and slightly more powerful plane, and also managing the constant speed prop (which is way easier than it sounds). If you have a chance to fly one, definitely go do it!
@@AirplaneAcademy thanks for the reply. Mucho appreciated. Recently got my PPL (on a 172) and have around 90 hours or so now. Super stoked. Love the videos. Keep it up!
I don't go very fast
Which iPad mount do you use?
RAM mounts. I like the window mount vs. the yoke mount... the yoke mount would get in the way when flaring during the landing.
subbed :)
Thank you! Pumped to have you as a subscriber!
thanks :) Im watching all your vids like its a binge series lol
That's awesome!!! :)
Any aircraft will float with excess energy
Love the video as I hope to do this one day 👍 Something I've heard before but haven't experienced is the sight picture when landing is different, and in a 182, you feel very nose down on approach, when comparing the dash to the horizon. If you're used to a 172, it takes multiple landings to get comfortable with the new sight picture in a 182. Wonder if that's true, and appreciate the great content. Keep it up!
That's a good question. I don't remember the sight picture feeling much different, but I do remember the nose being heavier on the flare. But you can trim the airplane for 60kts and it'll fly right in :)
Cessna is so out of control with their prices these days. Especially since you don’t need most of the crap they come with! What ever happen to pilotage? 😼
F l o a t
My only complaint is that so many of today's "Newish" aircraft have nothing but those damnable "Computer" screens on the panel.
Once your making an ILS approach, after dark, in the rain, and had your ENTIRE GLASS INSTRUMENT PANEL GO DARK, maybe then you'll see what I mean!
I find much of today's modern, advanced technology useful. BUT, so far, I've found reliability to be sub-par.
I demand some basic, standard instruments as a secure "Back up" for when those modern, fancy (and INCREDIBLY EXSPENSIVE!) Computer screens decide to "take a break" right in the middle of a critical and possibly dangerous instrument approach.
Thanks for the comment, Robin. I have a hybrid of glass and steam gauges and I do like the redundancy of different types of systems giving me information. Sorry for your experience... that sounds really frightening!