what is the cruising speed of a cessna 182

Cessna 182RG Specs and Public presentation Summary

Cruise speed (knots)	160
Fuel (gallon)	92/552
Engine	Lycoming IO-540-J3C5D
HP	235
Payload (lbs)	739
Useful Load (lbs)	1291

Thirty years afterwards its official death, pilots still love the Cessna Skylane RG, normally aspirated or turbo.

The Skylane RG was introduced in 1978 to almost unanimous rave reviews from some the air travel press and, more importantly, the flying/buying unexclusive. A turbocharged version premiered a year later with essentially the identical locomotive engine supplemented by a blower. Turbocharging promote expanded the aeroplane's utility value and successful it a viable good example in the high country of the west.

Unfortunately, the timing was all reprehensible. Skylanes had ever been popular airplanes in any configuration, but the market was turning downhill in the early 1980s, and Cessna, Piper, and Beech tree every scaled rachis production to meet diminishing demand. I was delivering airplanes to EU and Africa at the time, and I still remember how much I liked the retractile gear. Retractable train was the final improvement that made the 182 RG a standout project in those heady days. The 182RG was stable, didn't object to being flown 25 percent of double-dyed (with a ferrying permit, naturally), and handled nearly as comfortably as a 182 at normal weights.

Over 200 Skylane RGs and Turbo Skylane RGs were produced before Cessna shut down all piston product in 1986. This gave the retractable Skylanes the dubious distinction of being two of the shortest-lived Cessna models, through no fault of their personal. In 1986, the last yr of Skylane RG production, a normally aspirated RG sold for $136,680 and a turbo model had an mediocre list of $150,755.

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So, here we are in 2015, and the Skylane RG has been laid to rest for some 30 years. Every bit if we needed an excuse, it seemed a logical theme to seem punt at the old Skylane RG and consider what preceded it and what followed it. The airplane we plant at Canalise Islands Aviation in Camarillo, CA, was, in many respects, exemplary of the character. A 1979 turbo model with only when 2700 hours total time and 970 hours along the locomotive, the airplane was fitted with a standard tidy sum of Cessna radios addition a World-beater DME. The rouge was new, but the rest of the airplane was original: a 36-year old, center family station Plough without a mean bone in its atomic number 13 torso.

Perhaps for that very reason, many another pilots regard the folding-foot Skylanes as among the best used-plane buys along the grocery store. To boot to simple systems, docile handling, and good load-lifting capability, Skylanes of entirely types deliver long enjoyed undischarged resale value.

Inevitably, few readers are sworn to ask up front about the relative advantages of the Skylane, Skylane Roentgenium, and Turbo Skylane RG, indeed we fell back on our trusty subroutine library of Jane's Whol-The-World's Aircraft for a look at 1979 relation spectacles and consulted Aircraft Bluebook Price Put up to examine prices. It's seeming that the epic jump in price comes for retractable gear and that turbocharging was relatively minor delta, some in 1979 and nowadays. It's also interesting that the normally-aspirated Skylane Atomic number 111 is the strongest climber, despite its heavier weight. Both of the retractables offer better payloads than the high gross weight. All three airplanes are essentially four-seat, full-fuel machines, always combined of the Skylanes' strongest recommendations.

Aside from the obvious gain of retractable gear, some other major change along the Skylane RG was a switch from the carbureted Europe O-470 to a Lycoming O-540 engine, primarily to accommodate the retractable-nosewheel housing. In other applications, the big 540-cubic-inch Lycoming churns out as very much like 350 hp (Navajo Chieftain, Mirage), and Cessna considered upgrading H.P. connected the RG. In the inevitable eye mask effect of some plan change, more power would have precipitated a higher fire burn. In turn, that mightiness wealthy person necessitated a larger fuel capacitance to conserve lay out, hard to please a high crying weight which could have increased stall speed, possibly requiring aerodynamic changes. The result would give been substantive design and certification disbursement. As a result, the finished airplane was rated for lonesome 235 HP, a mere 5 HP more than the seminal Skylane.

Max rpm for both climb and cruise was set a neighborly 2400 revolutions per minute, relegating use of the shor control to the ramp. Such severe derating meant the big Lyc was scarce employed, and the ensue was a 2000-hour TBO happening both the normally-aspirated and turbocharged RGs.

While the minuscule H.P. increase by itself made no dispute in climb or cruise, one might logically have hoped-for the shift from nonmoving to retractable gear to yield more 12 knots of speedup. One account May constitute that a standard Skylane would be working hard to generate 144 knots, whereas virtually all the Skylane RGs could score 156 knots. Put differently, the real crack between the two models may receive been slightly greater than book numbers intimate.

Flying the RG is reminiscent of flying a acceptable Skylane in well-nig all respects. IT's honest that the numbers racket connected the caliber at cruise are a little higher, but that's hardly noticeable in the way the airplane handles, especially during spoof and landing. Liftoffs are a decidedly casual affair with entirely 235 hp pushing 3100 pounds of airplane. The turbo surge grants the aeroplane notably more enthusiasm, but you need to monitor the power manually, as the wastegate ISN't automatic. The locomotive engine is essentially turbo-normalized rather than turbo-supercharged, with maximum manifold pressure sensation set at 31 inches. This also means any change in multiplex pressure, rpm, or mixture dictates changes to all other settings. Similarly, any changes in ram air coerce caused aside ascent or descent affect higher manifold pressure, and that also demands adjusting prop and mixture.

Gear recantation is a decidedly ensiform intimacy, with no significant pitch change and wheels vacillation down so arcing back into the belly wells with the help of 1500 pounds of hydraulic pressure. The sprung steel legs are so slim that there's very little drag associated with the gear, so there's minimal aerodynamics effect on gear retraction or propagation. We'ray reliable none of our readers would urinate this mistake, but it's important to remember that the appurtenance drops straight down about one foot before retracting. More than one and only hotdog Roentgenium fly has retracted the feet a bit early, letting the wheels slam into the runway, sometimes resulting in a noseover and major prop dings.

Like its big brother, the Cessna 210, the Turbo Skylane RG didn't wont gear doors. Archaeozoic 210s did utilize doors, but the sequencing mechanism was more trouble than IT was worth, causing a number of accidents. All later Cessna retractile singles (the Cardinal, Skylane and Cutlas) swing the wheels back into simple wells. Speed loss past eliminating the gear doors was only two knots, and the reduction in headaches with gear doors proved well deserving the change.

Once the airplane clears the runway and starts uphill, climb rate settles along an easy 1000 fpm or more if the 182RG is lightly loaded. The standard-breathing Skylane RG suffers a slightly frown combat ceiling than the stiff-legged airplane, because of the additional weight of turbocharging. Predictably, the heavy breather does its best work ahead high and is approved for 75 pct cruise at 20,000 feet. This substance that critical altitude (the supreme summit at which the engine can produce lowland power) is approximately 14,000 feet.

Perhaps the primary advantage of a turbo in Clarence Day-to-day operation is the conservation of climb, a safety benefit that has more pregnant than double-quick cruise. Accident reports often quote crashes because of a lack of climb on rate, merely I've never heard of an airplane crashing because of slow sail speed. At 12,000 feet, when the unusual ii 182s are running play out of steam, the Turbo Skylane Rg can still redeem 800 fpm. That's a significant factor of safety if your flying takes you into high-altitude strips in summertime when density altitude can easily wax to five figures.

If you're like most people WHO fly behind turbos, you may choose to work at non-oxygen altitudes—typically 11,500 or 12,500 feet. At these heights, you can expect nearly 160 knots true on 14 gph. Any pilot burner willing to strap on a cloak and high jump to the trajectory levels will find the basic speed advantage is an extra 15 knots of cruise. Those who've explored the airspace higher up 14,500 feet, however, know that there are past benefits to high fledge. First, you'll most often top all the weather kind of than having to slog along in the scudding down below. Turbulence is minimal at higher altitudes, and terrain clearance nearly often isn't even out a consideration.

If the aeroplane does well upwards high, it does even up better down low. Handling in the pattern is simple as long as you keep the trim moving. Inexplicably, stall speed doesn't increase at the high weight. It remains a low 50 knots, and that means approaches as slow equally 60 to 65 knots aren't unreasonable. Cessna recommends a 66-grayback short-field approach speed, capable 1.3 Vso, but I've used 60 knots many times with mightiness along and ne'er seasoned that "verge of destruction" feeling.

Like all the Skylanes that went in front it, the Turbo Skylane RG is magnificently mediocre. It doesn't get along anything at the straits of the sort out, merely it does so many a things acceptably well, it's hard to ignore. Even if you're not a big fan of Cessnas, straight if you don't like high-wing airplanes, the Turbo Skylane Rg offers so much talent that information technology just may live one of the best used four-seat retractables on the market.

Complete Cessna 182RG Specs and Performance – Cessna Skylane RGII

All specs and performance Book of Numbers are taken from established sources whenever assertable. In some cases on older airplanes where thither were significant variations 'tween year models of the same airplane, specs may disagree with those from single other sources but will always Be within nonpareil percent.

Cruise speed (knots)	160
Robert William Service Ceiling (ft)	18,000
Stall Spd (knots)	50
Rate of Climb (fpm)	1140
Engine	Lycoming IO-540-J3C5D
HP	235
Railway locomotive TBO	2000
Power Ldg (lbs/hp)	1319
Gross Weightiness (lbs)	3100
Empty Weight (lbs)	1809
Efficacious Load up (lbs)	1291
Fuel (gal)	92/552
Load (lbs)	739
Wingspan (ft/in)	35' 10"
Distance (ft/in)	26' 8"
Height (foot/in)	8'11"
TO execute (ft)	820'
TO run over 50 ft	2125'
Ldg ended 50 ft	1320'
Ldg (ft)	620'
Cabin breadth (in)	43 1/2