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Cessna Turbo Skylane

Turbocharge your adventures.

Take your adventures higher. Faster. Farther. The Cessna® Turbo Skylane® piston packs enough muscle to climb 1,040 ft per minute to a maximum cruising altitude of 20,000 ft, and then maintain its full 235 hp. Cruise comfortably at 165 ktas above unfriendly weather, challenging terrain and traffic. With its high-wing design and durable airframe, the Turbo Skylane® piston is poised and ready to rise to even the most challenging adventures.

Now with new interiors, these adventurous pistons provide you style and comfort, while emphasizing durability.

Contact a sales rep Call 1.844.44.TXTAV OR 1.316.517.8270
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Designed to fly. Built for adventure. Share your Cessna® piston story using #WithMyCessna.

PROVEN AIRFRAME

Featuring a resilient airframe and a strong and durable tricycle landing system, the Turbo Skylane® piston is ideal for short runway takeoffs and landings.

LED LANDING LIGHTS

Dual LED landing and recognition lights with pulse recognition technology improve visibility and provide great illumination.

HIGH PERFORMANCE CAPABILITY

The Turbo Skylane® piston is a true high-performance workhorse with nearly 1,000 lb of useful load capability and a 235 hp turbocharged engine.

RAMP VISION

ADVENTURE FOR FOUR

With ergonomically designed seats wrapped in durable Luxor 2 and Alcantara, the Turbo Skylane® piston offers a four-seat configuration, providing room to share your adventure with friends and colleagues.

The Turbocharged Lycoming TIO-540-AK1A Engine

Meet an engine that’s as reliable as it is powerful. Flexing an exhilarating 235 hp, the Turbo Skylane® piston has the muscle to climb to 20,000 ft at a rate of 1,040 ft a minute. Plus, the stamina to maintain full power at maximum altitude, cruising at 165 ktas. When adventure lives on the other side of the mountain, the Turbo Skylane® piston has the powerplant to get you there and back easily and confidently.

Interior Refresh

Updated cockpit experience includes all-black, updated instrument panel and new flight deck armrest for added convenience.

Improved Convenience

Upgrades include optional integrated air conditioning, USB power outlets and 6-pin powered headset plugs at each seat location.

AN ELEVATED FLIGHT DECK

Advanced display technology.

The Turbo Skylane® piston is powered by the latest technology in integrated cockpit avionics, the Garmin® G1000® NXi. The new Garmin® GI 275 electronic standby lets you keep the classic look of your standby instruments while upgrading to a modern, sleek glass touchscreen display.

ADS-B out and in
Wireless data base and flight plan loading
Garmin® Electronic Stability and Protection (ESP)
Garmin® Underspeed Protection (USP)
Integrated VFR sectional charts
IFR high and low charts with Night Mode
Simplified maintenance
COM frequency decoding
Vertical Situation Display
Selectable visual approaches

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Today is your day

The adventure begins here.

From manufacturing the world's most popular training airplane to a global network prepared to support you throughout the complete ownership experience, our lineup of solutions designed to move you and your business forward.

Buying a new aircraft is an exciting time, and we are here to help you along the way. For more information, simply download the product card. Or reach out directly to one of our aviation experts.

Specifications

29 ft (8.8 m)

9 ft 4 in (2.8 m)

36 ft (10.97 m)

Cabin interior, baggage capacity, performance.

Manufacturers
CESSNA T182T

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2001 - 2013 CESSNA T182T

Single engine piston aircraft with retractable landing gear. The T182T seats up to 3 passengers plus 1 pilot.

View 303 CESSNA 182 For Sale

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Performance specifications

Horsepower:

Best Cruise Speed:

Best Range (i):

Fuel Burn @ 75%:

Stall Speed:

Rate of climb:

Takeoff distance:

Landing distance:

Takeoff distance over 50ft obstacle:

Landing distance over 50ft obstacle:

Gross Weight:

Empty Weight:

Maximum Payload:

Fuel capacity:

Ownership Costs 2001

Total cost of ownership:.

Total Fixed Cost:

Total Variable Cost:

Total Fixed Cost

Annual inspection cost:

Weather service:

Refurbishing and modernization:

Depreciation:

Total Variable Cost ( 110.3 Hrs ) Cost Per Hour = $146.01 Cost Per Mile = $1.01

Fuel cost per hour: (14.5 gallons/hr @ $5.40/gal)

Oil cost per hour:

Overhaul reserves:

Hourly maintenance:

Misc: landing, parking, supplies, catering, etc

Engine (x1)

Manufacturer:

TIO-540-AK1A

Overhaul (HT):

Years before overhaul:

Also Consider

Cessna 182q ii skylane (1977 - 1980).

Typical Price: $186,627.00 Total Cost of Ownership: $22,292.53 Best Cruise: 157 KIAS ( 12 ) Best Range: 743 NM ( 22 ) Fuelburn: 13.0 GPH ( 1.5 )

Adjust ownership costs parameters

Cost Per Mile
Cost Per Hour

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Cessna Manuals
skylance tc T182T
Information manual

Cessna skylance tc T182T Information Manual

page of 396 Go / 396

Three View - Normal Ground Attitude
Fuel Capacity
Oil Specification
Oil Capacity
Maximum Certificated Weights
Weight in Baggage Compartment, Normal Category
Standard Airplane Weights
Cabin and Entry Dimensions
Baggage Space and Entry Dimensions
Specific Loadings
Introduction
General Airspeed Terminology and Symbols
Meteorological Terminology
Engine Power Terminology
Airplane Performance and Flight Planning Terminology
Weight and Balance Terminology
Weight Conversions
Length Conversions
Distance Conversions
Volume Conversions
Temperature Conversions
Pressure Conversion
Volume to Weight Conversion
Quick Conversions

Operating Limitations

Airspeed Limitations
Airspeed Indicator Markings
Powerplant Limitations
Powerplant Instrument Markings
Weight Limits
Center of Gravity Limits
Maneuver Limits
Flight Load Factor Limits
Kinds of Operations Limits
Kinds of Operations Equipment List
Fuel Limitations
Maximum Operating Altitude Limit
Flap Limitations
12V Power System
Aux Audio System
Garmin GFC 700 AFCS
L3 Communications WX-500 Stormscope
Terrain Awareness and Warning System (TAWS-B)
Traffic Advisory System (TAS)

Emergency Procedures

Airspeeds for Emergency Operations

Engine Failures

Engine Failure During Takeoff Roll
Engine Failure Immediately after Takeoff
Engine Failure During Flight (Restart Procedures)
Forced Landings
Emergency Landing Without Engine Power
Wing Flaps 10° - FULL
Wing Flaps up
During Start on Ground
Engine Fire in Flight
Electrical Fire in Flight
Inadvertent Icing Encounter During Flight

Static Source Blockage

(Erroneous Instrument Reading Suspected)

Abnormal Landings

Landing with a Flat Main Tire
Landing with a Flat Nose Tire
Excessive Fuel Vapor
Fuel Flow Stabilization Procedures

Electrical Power Supply System Malfunctions

High Volts Annunciator Comes on or M BATT AMPS more than 40
LOW VOLTS Annunciator Comes on below 1000 RPM
LOW VOLTS Annunciator Comes on or Does Not Go off at Higher RPM

Air Data System Failure

Red X - PFD Airspeed Indicator
Red X - PFD Altitude Indicator

Attitude and Heading Reference System (Ahrs) Failure

Red X - PFD Attitude Indicator
Red X - Horizontal Situation Indicator (HSI)

Autopilot or Electric Trim Failure

AP or PTRM Annunciator(S) Come on

Display Cooling Advisory

PFD1 COOLING or MFD1 COOLING Annunciator(S) Come on

Vacuum System Failure

LOW VACUUM Annunciator Comes on

Amplified Emergency Procedures

Engine Failure
Maximum Glide
Landing Without Elevator Control
Executing a 180° Turn in Clouds (AHRS FAILED)
Emergency Descent through Clouds (AHRS FAILED)
Recovery from Spiral Dive in the Clouds (AHRS FAILED)
Inadvertent Flight into Icing Conditions
Static Source Blocked
Engine-Driven Fuel Pump Failure
Magneto Malfunction
Spark Plug Fouling
Low Oil Pressure
Turbocharger Failure
Excessive Rate of Charge
Insufficient Rate of Charge
High Carbon Monoxide (CO) Level Annunciation
Windshield Damage

Normal Procedures

Airspeeds for Normal Operation
Right Wing Trailing Edge
Left Wing Leading Edge
Left Wing Trailing Edge
Before Starting Engine
Starting Engine (with Battery)
Starting Engine (with External Power)
Before Takeoff
Normal Takeoff
Short Field Takeoff
Maximum Performance Climb
Normal Climb
Before Landing
8. Wing Flaps - up
Balked Landing
Normal Landing
Short Field Landing
After Landing
Securing Airplane

Amplified Normal Procedures

Preflight Inspection
Leaning for Ground Operations
Recommended Starter Duty Cycle
Alternator Check
Magneto Check
Elevator Trim
Landing Lights
Power Check
Crosswind Takeoff
Wing Flap Settings
Enroute Climb
Leaning Using Turbine Inlet Temperature (T.I.T.)
Fuel Savings Procedures for Normal Operations
Fuel Vapor Procedures
Crosswind Landing
Hot Weather Operations
Noise Characteristics

Performance

Use of Performance Charts
Fuel Required
Demonstrated Operating Temperature
Airspeed Calibration - Normal Static Source
Airspeed Calibration Alternate Static Source
Altimeter Correction Alternate Static Source
Temperature Conversion Chart
Crosswind Component
Short Field Takeoff Distance at 3100 Pounds
Short Field Takeoff Distance at 2700 Pounds
Short Field Takeoff Distance at 2300 Pounds
Maximum Rate of Climb at 3100 Pounds
Cruise Performance
Range Profile
Endurance Profile
Short Field Landing Distance at 2950 Pounds

Weight and Balance/ Equipment List

Airplane Weighing Form
Sample Weight and Balance Record
Baggage Tiedown
Sample Loading Problem
Loading Graph
Loading Arrangements
Center of Gravity Moment Envelope
Comprehensive Equipment List

Airplane and Systems Description

Trim Systems
Manual Electric Trim
Pilot Panel Layout
Center Panel Layout
Right Panel Layout
Center Pedestal Layout
Attitude Indicator
Airspeed Indicator
Horizontal Situation Indicator
Vertical Speed Indicator
Ground Control
Wing Flap System
Baggage Compartment
Landing Gear System
Integrated Seat Belt/Shoulder Harness
Entrance Doors and Cabin Windows
Control Locks
Engine Controls
Engine Instruments
Manifold Pressure
RPM (Tachometer)
Oil Pressure
Oil Temperature
Turbine Inlet Temperature
Cylinder Head Temperature
Exhaust Gas Temperature
New Engine Break-In and Operation
Engine Lubrication System
Ignition and Starter System
Air Induction System
Exhaust System
Fuel Injection System
Cooling System
Turbocharging System
Propeller Heat
Fuel Distribution
Fuel Indicating System
Fuel Calculations
Auxiliary Fuel Pump Operation
Fuel Return System
Fuel Venting
Reduced Tank Capacity
Fuel Selector Valve
Fuel Drain Valves
Brake System
G1000 Annunciator Panel
Master Switch
Standby Battery Switch
Avionics Switch
Electrical System Monitoring and Annunciations
Low Voltage Annunciation
High Voltage Annunciation
Circuit Breakers and Fuses
External Power Receptacle
Exterior Lighting
Interior Lighting
Cabin Heating, Ventilating and Defrosting System
Oxygen System
Pitot-Static System and Instruments
Vacuum Indicator
Low Vacuum Annunciation
Clock/O.a.t. Indicator
Stall Warning System
Garmin Display Units (GDU)
Audio Panel (GMA)
Integrated Avionics Unit (GIA)
Attitude and Heading Reference System (AHRS) and Magnetometer (GRS)
Air Data Computer (GDC)
Engine Monitor (GEA)
Transponder (GTX)
XM Weather and Radio Data Link (GDL)
GFC 700 Automatic Flight Control System (AFCS)
Control Wheel Steering (CWS)
Avionics Cooling Fans
Microphone and Headset Installations
Auxiliary Audio Input Jack
12V Power Outlet
Static Dischargers
Emergency Locator Transmitter (ELT)
Cabin Fire Extinguisher
Carbon Monoxide Detection System

Related Manuals for Cessna skylance tc T182T

Summary of contents for cessna skylance tc t182t.

Page 1 OPERATION OF THE AIRPLANE. THE PILOT’S OPERATING HANDBOOK MUST BE CARRIED IN THE AIRPLANE AND AVAILABLE TO THE PILOT AT ALL TIMES. Cessna Aircraft Company Original Issue - 27 October 2006 Revision 1 - 20 December 2007 Revision 1 U.S.
Page 2 INTRODUCTION CESSNA MODEL T182T NAV III GFC 700 AFCS PERFORMANCE - SPECIFICATIONS *SPEED: Maximum at 20,000 Feet ......176 KNOTS Cruise, 88% Power at 12,500 Feet .
Page 3 The above performance figures are based on the indicated weights, standard atmospheric conditions, level, hard-surface dry runways and no wind. They are calculated values derived from flight tests conducted by Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting flight performance.
Page 5 CESSNA INTRODUCTION MODEL T182T NAV III GFC 700 AFCS Cessna Aircraft Company Model T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On THIS MANUAL INCORPORATES INFORMATION ISSUED IN THE PILOT'S OPERATING HANDBOOK APPROVED AIRPLANE FLIGHT MANUAL AT REVISION 1, DATED 20 DECEMBER 2007 (PART NUMBER T182TPHBUS-01).

Page 7: Table Of Contents

Page 9 CESSNA SECTION 1 MODEL T182T NAV III GENERAL GFC 700 AFCS GENERAL TABLE OF CONTENTS Page Three View - Normal Ground Attitude ......1-3 Introduction .

Page 11: Three View - Normal Ground Attitude

Page 12 SECTION 1 CESSNA GENERAL MODEL T182T NAV III GFC 700 AFCS THREE VIEW - NORMAL GROUND ATTITUDE NOTE • Wing span shown with standard strobe lights installed. • Wheel base length is 66.5 inches. • Propeller ground clearance is 10.875 inches.

Page 13: Introduction

Page 14: fuel, page 15: oil, page 16: maximum certificated weights, page 17: symbols, abbreviations and terminology, page 18: meteorological terminology.

Page 19 CESSNA SECTION 1 MODEL T182T NAV III GENERAL GFC 700 AFCS SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) ENGINE POWER TERMINOLOGY (Continued) Lean Mixture Decreased proportion of fuel in the fuel-air mixture supplied to the engine. As air density decreases, the amount of fuel required by the engine decreases for a given throttle setting.

Page 20: Airplane Performance And Flight Planning Terminology

Page 21: weight and balance terminology.

Page 22 SECTION 1 CESSNA GENERAL MODEL T182T NAV III GFC 700 AFCS SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) WEIGHT AND BALANCE TERMINOLOGY (Continued) Basic Empty Weight Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load Useful Load is the difference between ramp weight and the basic empty weight.

Page 23: Metric/Imperial/U.s. Conversion Charts

Page 24: weight conversions.

Page 25 CESSNA SECTION 1 MODEL T182T NAV III GENERAL GFC 700 AFCS WEIGHT CONVERSIONS Figure 1-2 (Sheet 2) T182TPHBUS-01 1-17 U.S.

Page 26: Length Conversions

Page 27 CESSNA SECTION 1 MODEL T182T NAV III GENERAL GFC 700 AFCS LENGTH CONVERSIONS Figure 1-3 (Sheet 2) T182TPHBUS-01 1-19 U.S.
Page 28 SECTION 1 CESSNA GENERAL MODEL T182T NAV III GFC 700 AFCS LENGTH CONVERSIONS Figure 1-3 (Sheet 3) T182TPHBUS-01 1-20 U.S.
Page 29 CESSNA SECTION 1 MODEL T182T NAV III GENERAL GFC 700 AFCS LENGTH CONVERSIONS Figure 1-3 (Sheet 4) T182TPHBUS-01 1-21 U.S.

Page 30: Distance Conversions

Page 31: volume conversions.

Page 32 SECTION 1 CESSNA GENERAL MODEL T182T NAV III GFC 700 AFCS VOLUME CONVERSIONS Figure 1-5 (Sheet 2) T182TPHBUS-01 1-24 U.S.
Page 33 CESSNA SECTION 1 MODEL T182T NAV III GENERAL GFC 700 AFCS VOLUME CONVERSIONS Figure 1-5 (Sheet 3) T182TPHBUS-01 1-25 U.S.

Page 34: Temperature Conversions

Page 35: pressure conversion, page 36: volume to weight conversion, page 37: quick conversions, page 39: limitations, page 41: introduction, page 42: airspeed limitations, page 43: airspeed indicator markings, page 44: powerplant limitations, page 45: powerplant instrument markings, page 46: weight limits, page 47: maneuver limits, page 48: kinds of operations equipment list.

Page 49 CESSNA SECTION 2 MODEL T182T NAV III OPERATING LIMITATIONS GFC 700 AFCS KINDS OF OPERATIONS EQUIPMENT LIST (Continued) KIND OF OPERATION System, Instrument, Equipment and/ or Function COMMENTS EQUIPMENT AND FURNISHINGS 1 - Seat Belt Assembly Each Seat Occupant 2 - Shoulder Harness...
Page 50 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL T182T NAV III GFC 700 AFCS KINDS OF OPERATIONS EQUIPMENT LIST (Continued) KIND OF OPERATION System, Instrument, Equipment and/or Function COMMENTS LIGHTING 1 - PFD Bezel Lighting 2 - PFD Backlighting *Refer to Note 2.
Page 51 CESSNA SECTION 2 MODEL T182T NAV III OPERATING LIMITATIONS GFC 700 AFCS KINDS OF OPERATIONS EQUIPMENT LIST (Continued) KIND OF OPERATION System, Instrument, Equipment and/or Function COMMENTS NAVIGATION AND PITOT- STATIC SYSTEM 1 - G1000 Airspeed Indicator 2 - Standby Airspeed Indicator...
Page 52 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL T182T NAV III GFC 700 AFCS KINDS OF OPERATIONS EQUIPMENT LIST (Continued) KIND OF OPERATION System, Instrument, Equipment and/or Function COMMENTS VACUUM 1 - Engine Driven Vacuum Pump 2 - Vacuum Indicator ENGINE FUEL AND CONTROL...

Page 53: Fuel Limitations

Page 54: system limitations.

Page 55 CESSNA SECTION 2 MODEL T182T NAV III OPERATING LIMITATIONS GFC 700 AFCS G1000 LIMITATIONS The current Garmin G1000 Cockpit Reference Guide (CRG) Part Number and System Software Version that must be available to the pilot during flight are displayed on the MFD AUX group, SYSTEM STATUS page.

Page 56: G1000 Limitations

Page 57: garmin gfc 700 afcs, page 58: traffic advisory system (tas), page 59: placards.

Page 60 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL T182T NAV III GFC 700 AFCS PLACARDS (Continued) 3. On the fuel selector valve: 4. Near both fuel tank filler cap: (Continued Next Page) FAA APPROVED T182TPHBUS-00 2-22 U.S.
Page 61 CESSNA SECTION 2 MODEL T182T NAV III OPERATING LIMITATIONS GFC 700 AFCS PLACARDS (Continued) 5. On flap control indicator: 6. In baggage compartment: (Continued Next Page) FAA APPROVED T182TPHBUS-00 2-23 U.S.
Page 62 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL T182T NAV III GFC 700 AFCS PLACARDS (Continued) 7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30° increments. 8. Molded on the oil filler cap/dipstick: 9. Silk-screened on the instrument panel directly above the PFD:...
Page 63 CESSNA SECTION 2 MODEL T182T NAV III OPERATING LIMITATIONS GFC 700 AFCS PLACARDS (Continued) 10.Silk-screened on the upper right instrument panel: 11.On auxiliary power plug door and second placard on battery box: 12.On the upper right side of the aft cabin partition:...
Page 64 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL T182T NAV III GFC 700 AFCS PLACARDS (Continued) 13.On the center overhead flood light control switch: FAA APPROVED T182TPHBUS-01 2-26 U.S.
Page 65 CESSNA SECTION 3 MODEL T182T NAV III EMERGENCY PROCEDURES GFC 700 AFCS EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction ..........3-5 Airspeeds For Emergency Operations.
Page 66 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182T NAV III GFC 700 AFCS TABLE OF CONTENTS (Continued) Page ABNORMAL LANDINGS....... . 3-16 Landing With A Flat Main Tire .
Page 67 CESSNA SECTION 3 MODEL T182T NAV III EMERGENCY PROCEDURES GFC 700 AFCS TABLE OF CONTENTS (Continued) Page AMPLIFIED EMERGENCY PROCEDURES ....3-25 Engine Failure ......... 3-25 Maximum Glide .

Page 69: Introduction

Page 70: emergency procedures, page 71: engine failure during flight (restart procedures), page 72: forced landings, page 73: ditching, page 74: fires, page 75: engine fire in flight, page 76: cabin fire, page 77: wing fire, page 78: icing, page 79: static source blockage, page 80: excessive fuel vapor, page 81: electrical power supply system malfunctions.

Page 82 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182T NAV III GFC 700 AFCS ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT AMPS MORE THAN 40 (Continued) COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY k. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will...

Page 83: Low Volts Annunciator Comes On Below 1000 Rpm

Page 84 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182T NAV III GFC 700 AFCS ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) IF LOW VOLTS ANNUNCIATOR REMAINS ON (Continued) NOTE • The Main Battery supplies electrical power to the Main and Essential Buses until M BUS VOLTS decreases below 20 volts.

Page 85: Air Data System Failure

Page 86: autopilot or electric trim failure, page 87: display cooling advisory.

Page 88 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182T NAV III GFC 700 AFCS HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY CO LVL HIGH ANNUNCIATOR COMES ON 1. CABIN HT Control Knob - OFF (push full in) 2. CABIN AIR Control Knob - ON (pull full out) 3.

Page 89: Amplified Emergency Procedures

Page 90: maximum glide, page 91: forced landings, page 92: landing without elevator control, page 93: emergency operation in clouds, page 94: emergency descent through clouds (ahrs failed), page 95: recovery from spiral dive in the clouds (ahrs failed), page 96: static source blocked, page 97: rough engine operation or loss of power, page 98: excessive fuel vapor, page 99: turbocharger failure, page 100: electrical power supply system malfunctions, page 101: insufficient rate of charge.

Page 102 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182T NAV III GFC 700 AFCS ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) INSUFFICIENT RATE OF CHARGE (Continued) Main battery life can be extended by setting the MASTER switch (ALT and BAT) to OFF and operating the equipment on the ESS BUS from the standby battery.

Page 103: High Carbon Monoxide (Co) Level Annunciation

Page 105 CESSNA SECTION 4 MODEL T182T NAV III NORMAL PROCEDURES GFC 700 AFCS NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction ..........4-3 Airspeeds For Normal Operation .
Page 106 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182T NAV III GFC 700 AFCS TABLE OF CONTENTS (Continued) Page AMPLIFIED NORMAL PROCEDURES..... 4-24 Preflight Inspection.

Page 107: Airspeeds For Normal Operation

Page 108: normal procedures, page 109: preflight inspection, page 110: empennage, page 111: right wing, page 112: nose, page 113: left wing leading edge, page 114: left wing, page 115: before starting engine, page 116: starting engine (with battery), page 117: starting engine (with external power).

Page 118 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182T NAV III GFC 700 AFCS STARTING ENGINE (With External Power) (Continued) 18. Mixture Control - SET to FULL RICH (full forward) until stable fuel flow is indicated (approximately 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position.

Page 119: Before Takeoff

Page 120 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182T NAV III GFC 700 AFCS BEFORE TAKEOFF (Continued) 15. A/P TRIM DISC Button - PRESS (verify autopilot disengages and aural alert is heard) 16. Flight Director - OFF (push FD button on either PFD or MFD bezel) 17.
Page 121 CESSNA SECTION 4 MODEL T182T NAV III NORMAL PROCEDURES GFC 700 AFCS BEFORE TAKEOFF (Continued) 27. CDI Softkey - SELECT NAV SOURCE CAUTION T H E G 1 0 0 0 H S I S H O W S A C O U R S E D E VI ATI O N INDICATOR FOR THE SELECTED GPS, NAV 1 OR NAV 2 NAVIGATION SOURCE.

Page 122: Takeoff

Page 123: enroute climb, page 124: cruise, page 125: before landing, page 126: 8. wing flaps - up, page 127: after landing, page 128: amplified normal procedures.

Page 129 CESSNA SECTION 4 MODEL T182T NAV III NORMAL PROCEDURES GFC 700 AFCS PREFLIGHT INSPECTION (Continued) Outside storage for long periods may result in dust and dirt accumulation on the induction air filter, obstructions in airspeed system lines, water contaminants in fuel tanks, and insect/bird/rodent nests in any opening.
Page 130 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182T NAV III GFC 700 AFCS STARTING ENGINE In cooler weather, the engine compartment temperature drops off rapidly following engine shutdown and the injector nozzle lines remain nearly full of fuel. In warmer weather, engine compartment temperatures may increase rapidly following engine shutdown, and fuel in the lines will vaporize and escape into the intake manifold.

Page 131: Starting Engine

Page 132: taxiing.

Page 133 CESSNA SECTION 4 MODEL T182T NAV III NORMAL PROCEDURES GFC 700 AFCS TAXIING (Continued) TAXIING DIAGRAM NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nosewheel and rudder to maintain direction.

Page 134: Before Takeoff

Page 135: elevator trim, page 136: wing flap settings, page 137: enroute climb, page 138: cruise.

Page 139 CESSNA SECTION 4 MODEL T182T NAV III NORMAL PROCEDURES GFC 700 AFCS CRUISE (Continued) For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation.

Page 140: Leaning Using Turbine Inlet Temperature (T.i.t.)

Page 141 CESSNA SECTION 4 MODEL T182T NAV III NORMAL PROCEDURES GFC 700 AFCS CRUISE (Continued) LEANING USING TURBINE INLET TEMPERATURE (T.I.T.) (Continued) At maximum cruise power settings, the 1685°F limit (lower end of red arc) T.I.T. may occur before reaching peak T.I.T. In this case, enrichen the mixture from lower end of red arc 50°F for recommended lean...
Page 142 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182T NAV III GFC 700 AFCS CRUISE (Continued) LEANING USING TURBINE INLET TEMPERATURE (T.I.T.) (Continued) NOTE When cruising at altitudes above 15,000 feet, the maximum allowable manifold pressure is 27 in.hg. due to detonation restrictions.

Page 143: Fuel Savings Procedures For Normal Operations

Page 144: fuel vapor procedures, page 145: stalls, page 146: landing, page 147: crosswind landing, page 148: cold weather operations, page 149: starting.

Page 150 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182T NAV III GFC 700 AFCS COLD WEATHER OPERATION (Continued) STARTING (Continued) Prior to starting on cold mornings, it is advisable to turn the propeller manually through several engine compression cycles by hand to loosen the oil, so the engine cranks (motors) more easily and uses less battery power.

Page 151: Hot Weather Operations

Page 153 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS PERFORMANCE TABLE OF CONTENTS Page Introduction ..........5-3 Use of Performance Charts .

Page 155: Introduction

Page 156: sample problem, page 157: takeoff, page 158: cruise, page 159: fuel required.

Page 160 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS SAMPLE PROBLEM (Continued) FUEL REQUIRED (Continued) With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 146 Knots -10 Knots 136 Knots Therefore, the time required for the cruise portion of the trip is: 414 Nautical Miles = 3.1 Hours...

Page 161: Landing

Page 162: airspeed calibration - normal static source, page 163: airspeed calibration alternate static source, page 164: altimeter correction alternate static source, page 165: temperature conversion chart.

Page 166 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS STALL SPEED AT 3100 POUNDS CONDITIONS: Power IDLE MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK FLAP 0° 30° 45° 60° SETTING KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 20°...

Page 167: Crosswind Component

Page 168: short field takeoff distance at 3100 pounds, page 169: short field takeoff distance at 2700 pounds, page 170: short field takeoff distance at 2300 pounds, page 171: maximum rate of climb at 3100 pounds.

Page 172 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS TIME, FUEL AND DISTANCE TO CLIMB AT 3100 POUNDS MAXIMUM RATE OF CLIMB CONDITIONS: Flaps UP 2400 RPM, 32 in.hg. and mixture set at 24 GPH Cowl Flaps OPEN...
Page 173 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS TIME, FUEL AND DISTANCE TO CLIMB AT 3100 POUNDS NORMAL CLIMB - 95 KIAS CONDITIONS: Flaps UP 2400 RPM, 25 in.hg. or mixture set at 16 GPH Cowl Flaps OPEN...

Page 174: Cruise Performance

Page 175 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 2000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -9°C TEMPERATURE 11°C STANDARD TEMP 31°C KTAS...
Page 176 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 4000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -13°C TEMPERATURE 7°C STANDARD TEMP 27°C KTAS...
Page 177 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 6000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -17°C TEMPERATURE 3°C STANDARD TEMP 23°C KTAS...
Page 178 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 8000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -21°C TEMPERATURE -1°C STANDARD TEMP 19°C KTAS...
Page 179 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 10,000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -25°C TEMPERATURE -5°C STANDARD TEMP 15°C KTAS...
Page 180 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 12,000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -29°C TEMPERATURE -9°C STANDARD TEMP 11°C KTAS...
Page 181 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 14,000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -33°C TEMPERATURE -13°C STANDARD TEMP 7°C KTAS...
Page 182 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 16,000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -37°C TEMPERATURE -17°C STANDARD TEMP 3°C KTAS...
Page 183 CESSNA SECTION 5 MODEL T182T NAV III PERFORMANCE GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 18,000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -41°C TEMPERATURE -21°C STANDARD TEMP -1°C KTAS...
Page 184 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS CRUISE PERFORMANCE PRESSURE ALTITUDE 20,000 FEET CONDITIONS: 3100 Pounds Recommended Lean Mixture Cowl Flaps CLOSED 20°C BELOW STANDARD 20°C ABOVE STANDARD TEMP -45°C TEMPERATURE -25°C STANDARD TEMP -5°C KTAS...

Page 185: Range Profile

Page 186 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS RANGE PROFILE 45 MINUTES RESERVE 87 GALLONS USABLE FUEL CONDITIONS: 3100 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTE This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during a normal climb up to 12,000 feet and maximum climb above 12,000 feet.

Page 187: Endurance Profile

Page 188 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS ENDURANCE PROFILE 45 MINUTES RESERVE 87 GALLONS USABLE FUEL CONDITIONS: 3100 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTE This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during a normal climb up to 12,000 feet and maximum climb above 12,000 feet.

Page 189: Short Field Landing Distance At 2950 Pounds

Page 191 CESSNA SECTION 6 MODEL T182T NAV III WEIGHT AND BALANCE/ GFC 700 AFCS EQUIPMENT LIST WEIGHT AND BALANCE/ EQUIPMENT LIST TABLE OF CONTENTS Page Introduction ..........6-3 Airplane Weighing Procedures .

Page 193: Introduction

Page 194 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS AIRPLANE WEIGHING PROCEDURES (Continued) 2. Level: a. Place scales under each wheel (minimum scale capacity, 1000 pounds). b. Deflate the nose tire and/or lower or raise the nose strut to properly center the bubble in the level (Refer to Figure 6-1).

Page 195: Airplane Weighing Form

Page 196 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS AIRPLANE WEIGHING FORM Figure 6-1 (Sheet 2) T182TPHBUS-00 U.S.

Page 197: Sample Weight And Balance Record

Page 198: weight and balance, page 199: baggage tiedown.

Page 200 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS WEIGHT AND BALANCE (Continued) BAGGAGE TIEDOWN (Continued) When baggage is contained in all three areas, the two forward eyebolts on the cabin floor, the eyebolts just aft of the baggage door or the...

Page 201: Sample Loading Problem

Page 202 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS SAMPLE LOADING PROBLEM NOTE When several loading configurations are representative of your operations, it may be useful to fill out one or more of the above columns so specific loadings are available at a glance.

Page 203: Loading Graph

Page 204: loading arrangements.

Page 205 CESSNA SECTION 6 MODEL T182T NAV III WEIGHT AND BALANCE/ GFC 700 AFCS EQUIPMENT LIST INTERNAL CABIN DIMENSIONS NOTE • Maximum allowable floor loading is 200 pounds per square foot. • All dimensions shown are in inches. Figure 6-6 T182TPHBUS-00 6-15 U.S.

Page 206: Center Of Gravity Moment Envelope

Page 207 CESSNA SECTION 6 MODEL T182T NAV III WEIGHT AND BALANCE/ GFC 700 AFCS EQUIPMENT LIST CENTER OF GRAVITY LIMITS NOTE If takeoff weight is more than maximum landing weight, allow flight time for fuel burn off to 2950 pounds before landing.

Page 209: Comprehensive Equipment List

Page 210 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS ITEM NO EQUIPMENT LIST DESCRIPTION DRAWING INS. 11 - PAINT AND PLACARDS 11-01-S PAINT, OVERALL WHITE WITH COLOR STRIPE 0711117-1 19.6* 92.9* - OVERALL WHITE COLOR 18.8...
Page 211 CESSNA SECTION 6 MODEL T182T NAV III WEIGHT AND BALANCE/ GFC 700 AFCS EQUIPMENT LIST ITEM NO EQUIPMENT LIST DESCRIPTION DRAWING INS. 25 - EQUIPMENT/FURNISHINGS 25-01-R SEAT, PILOT, ADJUSTABLE, CLOTH/VINYL 0719113-1 33.8 41.5 COVER 25-02-O SEAT, PILOT, ADJUSTABLE, LEATHER/VINYL 0719114-1 34.3...
Page 212 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS ITEM NO EQUIPMENT LIST DESCRIPTION DRAWING INS. 26 - FIRE PROTECTION 26-01-S FIRE EXTINGUISHER 0501011-3 5.3* 29.0* - FIRE EXTINGUISHER, HAND TYPE A352GS 29.0 - MOUNTING CLAMP AND HARDWARE 1290010-1 29.0...
Page 213 CESSNA SECTION 6 MODEL T182T NAV III WEIGHT AND BALANCE/ GFC 700 AFCS EQUIPMENT LIST ITEM NO EQUIPMENT LIST DESCRIPTION DRAWING INS. 33 - LIGHTS 33-01-S MAP LIGHT IN CONTROL WHEEL 0760149-5 21.5 33-02-S COURTESY LIGHTS UNDER WING 0700615-18 61.7...
Page 214 SECTION 6 CESSNA WEIGHT AND BALANCE/ MODEL T182T NAV III EQUIPMENT LIST GFC 700 AFCS ITEM NO EQUIPMENT LIST DESCRIPTION DRAWING INS. 35 - OXYGEN 35-01-S OXYGEN SYSTEM - -OXYGEN CYLINDER AND VALVE - EMPTY 804882-33 14.8 143.5 - OXYGEN SYSTEM PROVISIONS 0701166-27 95.6...
Page 215 CESSNA SECTION 6 MODEL T182T NAV III WEIGHT AND BALANCE/ GFC 700 AFCS EQUIPMENT LIST ITEM NO EQUIPMENT LIST DESCRIPTION DRAWING INS. 73 - ENGINE FUEL AND CONTROL 73-01-R MANIFOLD PRESSURE TRANSDUCER - 0706015-4 -8.5 P165-30A-E4C 73-02-R FUEL FLOW TRANDUCER - 680501K 0750636 -28.8...

Page 217: Airplane And Systems Description

Page 218 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS TABLE OF CONTENTS (Continued) Page Cylinder Head Temperature ......7-35 Exhaust Gas Temperature .
Page 219 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS TABLE OF CONTENTS (Continued) Page Lighting Systems ........7-69 Exterior Lighting .

Page 221: Introduction

Page 222: flight controls, page 223: trim systems.

Page 224 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS FLIGHT CONTROLS AND TRIM SYSTEM Figure 7-1 (Sheet 1 of 2) T182TPHBUS-00 U.S.
Page 225 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS FLIGHT CONTROLS AND TRIM SYSTEMS Figure 7-1 (Sheet 2) T182TPHBUS-00 U.S.

Page 226: Instrument Panel

Page 227: center panel layout.

Page 228 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS INSTRUMENT PANEL (Continued) CENTER PANEL LAYOUT (Continued) The standby instrument cluster is in the center instrument panel below the audio panel. A conventional (mechanical) airspeed indicator and a sensitive aneroid altimeter are on each side of the vacuum-powered attitude indicator.

Page 229: Right Panel Layout

Page 230 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS INSTRUMENT PANEL Figure 7-2 T182TPHBUS-00 7-14 U.S.
Page 231 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS INSTRUMENT PANEL 1. MASTER Switch (ALT and BAT) 2. STBY BATT Switch 3. STBY BATT Test Annunciator 4. AVIONICS Switch (BUS 1 and BUS 2) 5. Primary Flight Display 6.

Page 232: Flight Instruments

Page 233: attitude indicator, page 234: airspeed indicator, page 235: horizontal situation indicator, page 236: vertical speed indicator, page 237: ground control, page 238: wing flap system, page 239: landing gear system, page 240: seats, page 241: integrated seat belt/shoulder harness.

Page 242 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS INTEGRATED SEAT BELT/SHOULDER HARNESS Figure 7-4* T182TPHBUS-01 7-26 U.S.

Page 243: Entrance Doors And Cabin Windows

Page 244: control locks, page 245: engine, page 246: engine instruments, page 247: manifold pressure, page 248: rpm (tachometer), page 249: oil pressure, page 250: oil temperature, page 251: turbine inlet temperature, page 252: exhaust gas temperature, page 253: new engine break-in and operation, page 254: ignition and starter system, page 255: exhaust system, page 256: cooling system.

Page 257 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS ENGINE (Continued) TURBOCHARGING SYSTEM (Continued) 1. Engine induction air is supplied through an opening in the lower cowl, ducted through a air filter and into the compressor where it is compressed.
Page 258 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS TURBOCHARGER SCHEMATIC Figure 7-5 T182TPHBUS-00 7-42 U.S.
Page 259 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS ENGINE (Continued) TURBOCHARGING SYSTEM (Continued) MANIFOLD PRESSURE VARIATION WITH ENGINE RPM When the waste gate is open, the turbocharged engine will react the same as a normally aspirated engine when the engine RPM is varied.
Page 260 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS ENGINE (Continued) TURBOCHARGING SYSTEM (Continued) MANIFOLD PRESSURE VARIATION WITH AIRSPEED When the waste gate is closed, manifold pressure will vary with variations in airspeed. This is because the compressor side of the...
Page 261 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS ENGINE (Continued) TURBOCHARGING SYSTEM (Continued) MANIFOLD PRESSURE VARIATION WITH INCREASING OR DECREASING FUEL FLOW When the waste gate is open, movement of the mixture control has little or no effect on the manifold pressure of the turbocharged engine.

Page 262: Propeller

Page 263: propeller heat, page 264: fuel system, page 265: fuel distribution.

Page 266 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS FUEL SYSTEM (Continued) FUEL INDICATING SYSTEM (Continued) The fuel quantity indicator shows the fuel available in the tank up to the limit of the sensor measurement range. At this level, additional fuel may be added to completely fill the tank, but no additional movement of the indicator will result.

Page 267: Fuel Calculations

Page 268 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS FUEL SYSTEM (Continued) Figure 7-7* T182TPHBUS-01 7-52 U.S.

Page 269: Auxiliary Fuel Pump Operation

Page 270: fuel return system, page 271: fuel selector valve, page 272: fuel drain valves, page 273: electrical system.

Page 274 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS ELECTRICAL SYSTEM (Continued) Figure 7-8 (Sheet 1 of 3) T182TPHBUS-00 7-58 U.S.
Page 275 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS ELECTRICAL SYSTEM (Continued) Figure 7-8 (Sheet 2) T182TPHBUS-00 7-59 U.S.
Page 276 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS ELECTRICAL SYSTEM (Continued) Figure 7-8 (Sheet 3) T182TPHBUS-00 7-60 U.S.

Page 277: G1000 Annunciator Panel

Page 278: standby battery switch.

Page 279 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS ELECTRICAL SYSTEM (Continued) ELECTRICAL SYSTEM MONITORING ANNUNCIATIONS BUS VOLTAGE (VOLTMETERS) Voltage indication (VOLTS) for the main and essential buses is provided at the bottom of the EIS bar (along the left margin of the MFD or PFD), labeled M BUS E.
Page 280 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS ELECTRICAL SYSTEM (Continued) ELECTRICAL SYSTEM MONITORING ANNUNCIATIONS AMMETERS Current indication (AMPS) for both the main and standby batteries is provided at the bottom of the EIS bar (along the left margin of the MFD or PFD), labeled M BATT S.

Page 281: Electrical System Monitoring And Annunciations

Page 282: high voltage annunciation, page 283: circuit breakers and fuses, page 284: external power receptacle, page 285: lighting systems, page 286: interior lighting.

Page 287 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS LIGHTING SYSTEMS (Continued) INTERIOR LIGHTING (Continued) Avionics panel lighting consists of the PFD and MFD bezel and display lighting and Audio Panel lighting. Rotating the AVIONICS dimmer, found on the switch panel in the DIMMING group, controls the lighting level.

Page 288: Cabin Heating, Ventilating And Defrosting System

Page 289 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS CABIN HEATING, VENTILATION AND DEFROSTING SYSTEM Figure 7-9 T182TPHBUS-00 7-73 U.S.

Page 290: Oxygen System

Page 291 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS OXYGEN SYSTEM (Continued) NOTE The hose provided for the pilot is of a higher flow rate than those for the passengers; it is color-coded with a red band adjacent to the plug-in fitting.
Page 292 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS OXYGEN DURATION CHART (50 CUBIC FEET CAPACITY) NOTE This chart is based on a pilot with a red color coded oxygen line fitting and passengers with orange color coded line fittings.
Page 293 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS OXYGEN SYSTEM (Continued) The Oxygen Duration Chart (Figure 7-10) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. The following procedure outlines the method of finding the duration from the chart.
Page 294 SECTION 7 CESSNA AIRPLANE AND SYSTEM DESCRIPTION MODEL T182T NAV III GFC 700 AFCS OXYGEN SYSTEM (Continued) WARNING PERMIT NO SMOKING WHEN USING OXYGEN. OIL, GREASE, SOAP, LIPSTICK, LIB BALM, AND OTHER FATTY MATERIALS CONSTITUTE A SERIOUS FIRE HAZARD WHEN IN CONTACT WITH OXYGEN. BE SURE HANDS AND CLOTHING ARE OIL FREE BEFORE HANDLING OXYGEN EQUIPMENT.

Page 295: Pitot-Static System And Instruments

Page 296: vacuum system and instruments.

Page 297 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS VACUUM SYSTEM Figure 7-11 T182TPHBUS-00 7-81 U.S.

Page 298: Clock/O.a.t. Indicator

Page 299: standard avionics, page 300: audio panel (gma), page 301: air data computer (gdc), page 302: gfc 700 automatic flight control system (afcs).

Page 303 CESSNA SECTION 7 MODEL T182T NAV III AIRPLANE AND SYSTEM DESCRIPTION GFC 700 AFCS GFC 700 SYSTEM SCHEMATIC Figure 7-12 T182TPHBUS-00 7-87 U.S.

Page 304: L3 Communications Wx-500 Stormscope

Page 305: avionics support equipment, page 306: antennas, page 307: microphone and headset installations, page 308: auxiliary audio input jack, page 309: 12v power outlet, page 310: static dischargers, page 311: cabin features, page 312: carbon monoxide detection system, page 313: handling, service and maintenance.

Page 314 SECTION 8 CESSNA AIRPLANE HANDLING, SERVICE MODEL T182T NAV III AND MAINTENANCE GFC 700 AFCS TABLE OF CONTENTS (Continued) Page Fuel ..........8-15 Approved Fuel Grades (And Colors) .

Page 315: Introduction

Page 316: identification plate, page 317: publications, page 318: airplane file, page 319: airplane inspection periods, page 320: cessna customer care program, page 321: alterations or repairs, page 322: tiedown, page 323: leveling, page 324: servicing, page 325: oil specification, page 326: capacity of engine sump, page 327: fuel, page 328: fuel additives.

Page 329 CESSNA SECTION 8 MODEL T182T NAV III AIRPLANE HANDLING, SERVICE GFC 700 AFCS AND MAINTENANCE FUEL (Continued) FUEL ADDITIVES (Continued) Alcohol, if used, is to be blended with the fuel in a concentration of 1% by volume. Concentrations greater than 1% are not recommended since they can be detrimental to fuel tank materials.
Page 330 SECTION 8 CESSNA AIRPLANE HANDLING, SERVICE MODEL T182T NAV III AND MAINTENANCE GFC 700 AFCS FUEL MIXING RATIO Figure 8-1 T182TPHBUS-00 8-18 U.S.
Page 331 CESSNA SECTION 8 MODEL T182T NAV III AIRPLANE HANDLING, SERVICE GFC 700 AFCS AND MAINTENANCE FUEL (Continued) FUEL ADDITIVES (Continued) Diethylene Glycol Monomethyl Ether (DiEGME) compound must be carefully mixed with the fuel in concentrations between 0.10% (minimum) and 0.15% (maximum) of total fuel volume. Refer to Figure 8-1 for a DiEGME-to-fuel mixing chart.

Page 332: Fuel Contamination

Page 333: oxygen filling pressures, page 334: landing gear, page 335: cleaning and care, page 336: painted surfaces, page 337: propeller care.

Page 338 SECTION 8 CESSNA AIRPLANE HANDLING, SERVICE MODEL T182T NAV III AND MAINTENANCE GFC 700 AFCS CLEANING AND CARE (Continued) PROPELLER HEAT BOOT (Continued) 2. Allow the boots to dry, then apply a coating of Age Master No. 1 to the boots in accordance with application instruction on the container.

Page 339: Engine Care

Page 340: avionics care.

Page 341 The part number of the supplement provides information on the revision level. Refer to the following example: T182TPHBUS -S1 -00 Revision Level of Supplement Supplement Number Cessna T182T, Nav III GFC 700 AFCS, U.S. Pilot’s Operating Handbook (Serials T18208665 and T18208669 and On) FAA APPROVED T182TPHBUS-01 9-1/9-2 U.S.
Page 343 A P P R O V E D S U P P LE M E N T S " WA S T H E LAT E S T VERSION AS OF THE DATE IT WAS SHIPPED BY CESSNA; HOWEVER, SOME CHANGES MAY HAVE OCCURRED, AND THE OWNER SHOULD VERIFY THIS...
Page 345 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 1 ARTEX ME406 EMERGENCY LOCATOR TRANSMITTER (ELT) SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Artex ME406 Emergency Locator Transmitter (ELT) is installed.
Page 346 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 1 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 1 ARTEX ME406 EMERGENCY LOCATOR TRANSMITTER (ELT) Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 347 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 1 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 348 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 1 MODEL T182T NAV III GFC 700 AFCS ARTEX ME406 EMERGENCY LOCATOR TRANSMITTER (ELT) GENERAL The Artex ME406 Emergency Locator Transmitter (ELT) installation uses a solid-state 2-frequency transmitter powered by an internal lithium battery. The ME406 is also equipped with an instrument panel- mounted remote switch assembly, that includes a red warning light, and an external antenna mounted on the top of the tailcone.
Page 349 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 1 GFC 700 AFCS ARTEX ME406 ELT CONTROL PANEL 1. ELT PANEL SWITCH (2-Position Toggle Switch): a. ARM (OFF) - Turns OFF and ARMS transmitter for automatic activation if “G” switch senses a predetermined deceleration level.
Page 350 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 1 MODEL T182T NAV III GFC 700 AFCS OPERATING LIMITATIONS There are no additional airplane operating limitations when the Artex ME406 ELT is installed. The airplane owner or operator must register the ME406 ELT with the...
Page 351 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 1 GFC 700 AFCS EMERGENCY PROCEDURES If a forced landing is necessary, set the remote switch to the ON position before landing. This is very important in remote or mountainous terrain. The red warning light above the remote switch will flash and the aural warning will be heard.
Page 352 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 1 MODEL T182T NAV III GFC 700 AFCS NORMAL PROCEDURES When operating in a remote area or over hazardous terrain, it is recommended that the ELT be inspected by an approved technician more frequently than required by 14 CFR 91.207.
Page 353 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 2 ARTEX C406-N EMERGENCY LOCATOR TRANSMITTER (ELT) SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Artex C406-N Emergency Locator Transmitter (ELT) is installed.
Page 354 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 2 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 2 ARTEX C406-N EMERGENCY LOCATOR TRANSMITTER (ELT) Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 355 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 2 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 356 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 2 MODEL T182T NAV III GFC 700 AFCS ARTEX C406-N EMERGENCY LOCATOR TRANSMITTER (ELT) GENERAL The Artex C406-N Emergency Locator Transmitter (ELT) installation uses a solid-state 3-frequency transmitter powered by an internal lithium battery. The navigation function of the C406-N ELT receives power from the airplane’s main battery thru Avionics Bus 1 and the...
Page 357 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 2 GFC 700 AFCS ARTEX C406-N ELT CONTROL PANEL 1. ELT PANEL SWITCH (2-Position Toggle Switch): a. OFF - Turns OFF and ARMS transmitter for automatic activation “G” switch senses predetermined deceleration level.
Page 358 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 2 MODEL T182T NAV III GFC 700 AFCS OPERATING LIMITATIONS There are no additional airplane operating limitations when the Artex C406-N ELT is installed. The airplane owner or operator must register the C406-N ELT with the...
Page 359 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 2 GFC 700 AFCS EMERGENCY PROCEDURES If a forced landing is necessary, set the remote switch to the ON position before landing. This is very important in remote or mountainous terrain. The red warning light above the remote switch will flash and the aural warning will be heard.
Page 360 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 2 MODEL T182T NAV III GFC 700 AFCS NORMAL PROCEDURES When operating in a remote area or over hazardous terrain, it is recommended that the ELT be inspected by an approved technician more frequently than required by 14 CFR 91.207.
Page 361 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 3 L3 COMMUNICATIONS WX-500 STORMSCOPE SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the L3 Communications WX-500 Stormscope is installed.
Page 362 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 3 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 3 L3 COMMUNICATIONS WX-500 STORMSCOPE Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 363 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 3 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 364 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 3 MODEL T182T NAV III GFC 700 AFCS L3 COMMUNICATIONS WX-500 STORMSCOPE GENERAL The L3 Communications WX-500 Stormscope Series II Weather Mapping Sensor is a "black-box" type weather sensor/processor that uses an external controller/display unit for control input and output display functions.
Page 365 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 3 GFC 700 AFCS GENERAL (Continued) No dedicated external power control for the WX-500 Stormscope is provided. The WX-500 is powered through the AVIONICS BUS 1 switch and is current-protected by the STORM SCOPE circuit breaker. At...
Page 366 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 3 MODEL T182T NAV III GFC 700 AFCS OPERATING LIMITATIONS The L3 Communications WX-500 Stormscope is approved only as an aid to hazardous weather (thunderstorm) avoidance. Use for hazardous weather penetration is prohibited. The Honeywell Bendix/King KMD 550 Multi-Function Display Pilot's Guide must be available to the flight crew when operating the WX-500 Stormscope.
Page 367 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 4 BENDIX/KING KR87 AUTOMATIC DIRECTION FINDER (ADF) SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Bendix/King KR 87 Automatic Direction Finder (ADF) is installed.
Page 368 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 4 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 4 BENDIX/KING KR87 AUTOMATIC DIRECTION FINDER (ADF) Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 369 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 4 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 370 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 4 MODEL T182T NAV III GFC 700 AFCS BENDIX/KING KR87 AUTOMATIC DIRECTION FINDER (ADF) GENERAL The Bendix/King Digital ADF is a panel-mounted, digitally tuned automatic direction finder. It is designed to provide continuous 1-kHz digital tuning in the frequency range of 200-kHz to 1799-kHz and eliminates the need for mechanical band switching.
Page 371 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 4 GFC 700 AFCS BENDIX/KING KR87 AUTOMATIC DIRECTION FINDER (ADF) Figure S4-1 FAA APPROVED T182TPHBUS-S4-00 S4-5 U.S.
Page 372 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 4 MODEL T182T NAV III GFC 700 AFCS GENERAL (Continued) 1. ANT/ADF MODE ANNUNCIATOR - Antenna (ANT) is selected when the ADF button is in the OUT position. This mode improves the audio reception and is usually used for station identification.
Page 373 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 4 GFC 700 AFCS GENERAL (Continued) 6. FREQUENCY SELECT KNOBS - Selects the standby frequency when FRQ is displayed and directly selects the active frequency whenever either of the time functions is selected. The frequency...
Page 374 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 4 MODEL T182T NAV III GFC 700 AFCS OPERATING LIMITATIONS Refer to Section 2 of the Pilot's Operating Handbook and FAA Approved Flight Manual (POH/AFM). EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the Bendix/King KR 87 Automatic Direction Finder (ADF) is installed.
Page 375 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 4 GFC 700 AFCS NORMAL PROCEDURES (Continued) ADF TEST (PREFLIGHT or IN FLIGHT): 1. ADF Button - SELECT ANT mode and note pointer moves to 90° position. 2. ADF Button - SELECT ADF mode and note the pointer moves without hesitation to the station bearing.
Page 376 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 4 MODEL T182T NAV III GFC 700 AFCS NORMAL PROCEDURES (Continued) TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE: 1. OFF/VOL Control - ON 2. FLT/ET Mode Button - PRESS (once or twice) until ET is annunciated.
Page 377 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 4 GFC 700 AFCS NORMAL PROCEDURES (Continued) TO OPERATE ELAPSED TIME TIMER COUNT DOWN MODE: (Continued) 5. SET/RST Button - PRESS to start countdown. When the timer reaches 0, it will start to count up as display flashes for 15 seconds.
Page 378 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 4 MODEL T182T NAV III GFC 700 AFCS NORMAL PROCEDURES (Continued) ADF OPERATION NOTES: (Continued) NIGHT EFFECT: This is a disturbance particularly strong just after sunset and just after dawn. An ADF indicator pointer may swing erratically at these times. If possible, tune to the most powerful station at the lowest frequency.
Page 379 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 5 JAR-OPS OPERATIONAL ELIGIBILITY SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for JAR-OPS Operational Eligibility.
Page 380 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 5 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 5 JAR-OPS OPERATIONAL ELIGIBILITY Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 381 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 5 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 382 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 5 MODEL T182T NAV III GFC 700 AFCS JAR-OPS OPERATIONAL ELIGIBILITY GENERAL OPERATIONAL ELIGIBILITY The JAA TGLs noted below specify that Operational Eligibility information be included in the airplane POH/AFM or POH/AFM Supplement for convenience in the JAR-OPS approval process. This Supplement provides a consistent location for the requested information.
Page 383 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 5 GFC 700 AFCS GENERAL (Continued) MODE ENHANCED SURVEILLANCE OPERATIONAL ELIGIBILITY The GTX 33 Transponder is certified to TSO C112a and ETSO 2C112a. The installed performance of the GTX 33 has been tested and approved per AC 20-131A, Draft AC-131B and AC 23-8B.
Page 385 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 6 CANADIAN CERTIFIED AIRPLANES SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for...
Page 386 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 6 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 7 CANADIAN CERTIFIED AIRPLANES Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 387 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 6 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 388 MODEL T182T NAV III GFC 700 AFCS CANADIAN CERTIFIED AIRPLANES GENERAL This supplement is required for Canadian operation of Cessna Model T182T airplanes equipped with the Nav III GFC 700 AFCS avionics option. NOTE In Canada, FAA operating rules (i.e., 14 CFR Part 91 and 14 CFR Part 135) are not applicable.
Page 389 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 6 GFC 700 AFCS NORMAL PROCEDURES There is no change to the airplane normal procedures for Canadian Certified Airplanes. PERFORMANCE There is no change to the airplane performance for Canadian Certified Airplanes.
Page 391 CESSNA MODEL T182T NAV III AVIONICS OPTION - GFC 700 AFCS Serials T18208665 and T18208669 and On SUPPLEMENT 7 BRAZILIAN CERTIFIED AIRPLANES SERIAL NO. REGISTRATION NO. This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when used for Brazilian Certified Airplanes and is approved by the U.S.
Page 392 SECTION 9 - SUPPLEMENTS CESSNA SUPPLEMENT 7 MODEL T182T NAV III GFC 700 AFCS SUPPLEMENT 7 BRAZILIAN CERTIFIED AIRPLANES Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.
Page 393 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 7 GFC 700 AFCS SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement.
Page 394 SUPPLEMENT 7 MODEL T182T NAV III GFC 700 AFCS GENERAL This supplement is required for Brazilian operation of Cessna Model T182T airplanes equipped with the Nav III GFC 700 AFCS avionics option. OPERATING LIMITATIONS There is no change to the airplane operating limitations when used for Brazilian Certified Airplanes.
Page 395 CESSNA SECTION 9 - SUPPLEMENTS MODEL T182T NAV III SUPPLEMENT 7 GFC 700 AFCS LOG OF ANAC APPROVED SUPPLEMENTS The following list contains ANAC accepted supplements. Refer to Log of Approved Supplements in the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for revision status.

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Cessna T182T Skylane Single-engine four-seat fixed tricycle-gear high-wing cabin monoplane, U.S.A.

Archive Photos 1

2004 Cessna T182T "Turbo Skylane" (N488PJ, s/n T18208333) at the 2009 Cable Air Show, Cable Airport, Upland, CA (Photos by John Shupek)

Cessna 182 Skylane Series Overview 2

Cessna T182T Skylane
Role: Light utility aircraft
National origin: United States
Manufacturer: Cessna Aircraft Company
Introduction: 1956
Status: In production
Produced: 1956-1985; 1996-2012; 2015-present
Number built: over 23,237
Unit cost: US$480,000 (182T, 2017)

The Cessna 182 Skylane is an American four-seat, Single-engine light airplane, built by Cessna of Wichita, Kansas. It has the option of adding two child seats, installed in the baggage area.

Introduced in 1956, the 182 has been produced in a number of variants, including a version with retractable landing gear, and is the second most popular Cessna model, after the 172.

Development 2

The Cessna 182 was introduced in 1956 as a tricycle gear variant of the 180. In 1957, the 182A variant was introduced along with the name Skylane. As production continued, later models were improved regularly with features such as a wider fuselage, swept tailfin with rear "omni-vision" window, enlarged baggage compartment, higher gross weights, landing gear changes, etc. The "restart" aircraft built after 1996 were different in many other details including a different engine, new seating design, etc.

By mid-2013 Cessna planned to introduce the next model of the 182T, the JT-A, using the 227 hp (169 kW) SMA SR305-230 diesel engine running on Jet-A with a burn rate of 11 U.S. gallons (42 L; 9.2 imp gal) per hour and cruise at 155 kn (287 km/h). Cessna has no timeline for the JT-A and the diesel 172. The normally aspirated, avgas fueled 182 went out of production in 2012, but came back in 2015.

Cessna 182s were also built in Argentina by DINFIA (called A182), and by Reims Aviation, France, as the F182.

The Cessna 182 is an all-metal (mostly aluminum alloy) aircraft, although some parts - such as engine cowling nosebowl and wingtips - are made of fiberglass or thermoplastic material. Its wing has the same planform as the smaller Cessna 172 and the larger 205/206 series; however, some wing details such as flap and aileron design are the same as the 172 and are not like the 205/206 components.

Retractable Gear 2

The retractable gear R182 and TR182 were offered from 1978 to 1986, without and with engine turbocharging respectively. The model designation nomenclature differs from some other Cessna models with optional retractable gear. For instance the retractable version of the Cessna 172 was designated as the 172RG, whereas the retractable gear version of the Cessna 182 is the R182. Cessna gave the R182 the marketing name of "Skylane RG".

The R182 and TR182 offer 10-15% improvement in climb and cruise speeds over their fixed gear counterparts or, alternatively, 10-15% better fuel economy at the same speeds at the expense of increased maintenance costs and decreased gear robustness. The 1978 R182 has a sea level climb rate of 1140 fpm and cruising speed (75% BHP) at 7,500 feet (2,300 m) of 156 KTAS at standard temperature.

The landing gear retraction system in the Skylane RG uses hydraulic actuators powered by an electrically-driven pump. The system includes a gear position warning that emits an intermittent tone through the cabin speaker when the gear is in the retracted position and either the throttle is reduced below approximately 12" MAP (manifold pressure) or the flaps are extended beyond 20 degrees. In the event of a hydraulic pump failure, the landing gear may be lowered using a hand pump to pressurize the hydraulic system. The system does not, however, allow the landing gear to be manually retracted.

Cessna 182: Initial production version with fixed landing gear, four-seat light aircraft, powered by a 230 hp (172 kW) Continental O-470-L piston engine, gross weight 2,550 lb (1,157 kg) and certified on 2 March 1956.
Cessna 182A Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L piston engine, gross weight 2,650 lb (1,202 kg) and certified on 7 December 1956.
Cessna 182B Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L piston engine, gross weight 2,650 lb (1,202 kg) and certified on 22 August 1958.
Cessna 182C Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L piston engine, gross weight 2,650 lb (1,202 kg) and certified on 8 July 1959.
Cessna 182D Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L piston engine, gross weight 2,650 lb (1,202 kg) and certified on 14 June 1960.
Cessna 182E Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L or O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 27 June 1961.
Cessna 182F Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L or O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 1 August 1962.
Cessna 182G Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-L or O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 19 July 1963.
Cessna 182H Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 17 September 1964.
Cessna 182J Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 20 October 1965.
Cessna 182K Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 3 August 1966.
Cessna 182L Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 28 July 1967.
Cessna 182M Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R piston engine, gross weight 2,800 lb (1,270 kg) and certified on 19 September 1968. There was also an experimental version of this model with a full cantilever wing.[10]
Cessna 182N Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R or O-470-S piston engine, gross weight 2,950 lb (1,338 kg) for take-off and 2,800 lb (1,270 kg) for landing. Certified on 17 September 1969.
Cessna 182P Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-R or O-470-S piston engine, gross weight 2,950 lb (1,338 kg) and certified on 8 October 1971.
Cessna 182Q Skylane: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-U piston engine, gross weight 2,950 lb (1,338 kg) and certified on 28 July 1976.
Cessna 182R: Four-seat light aircraft with fixed landing gear, powered by a 230 hp (172 kW) Continental O-470-U piston engine, gross weight of 3,100 lb (1,406 kg) for takeoff and 2,950 lb (1,338 kg) for landing. Certified on 29 August 1980. This variant, along with the 182Q, can alternatively be equipped with the jet fuel burning SMA SR305-230 Diesel engine.
Cessna 182S Skylane: Four-seat light aircraft with fixed landing gear, powered by a fuel-injected 230 hp (172 kW) Lycoming IO-540-AB1A5 piston engine, gross weight of 3,100 lb (1,406 kg) for take-off and 2,950 lb (1,338 kg) for landing. Certified on 3 October 1996.
Cessna 182T Skylane: Four-seat light aircraft with fixed landing gear, powered by a fuel-injected 230 hp (172 kW) Lycoming IO-540-AB1A5 piston engine, gross weight of 3,100 lb (1,406 kg) for take-off and 2,950 lb (1,338 kg) for landing. It was certified on 23 February 2001 and, as of July 2015, it is the only variant in production.
Cessna R182 Skylane RG: Four-seat light aircraft with retractable landing gear, powered by a 235 hp (175 kW) Lycoming O-540-J3C5D piston engine, gross weight 3,100 lb (1,406 kg) and certified on 7 July 1977.
Cessna T182: Four-seat light aircraft with fixed landing gear, powered by a turbocharged 235 hp (175 kW) Lycoming 0-540-L3C5D, piston engine, gross weight of 3,100 lb (1,406 kg) for take-off and 2,950 lb (1,338 kg) for landing. Certified on 15 August 1980.
Cessna T182T Skylane: Four-seat light aircraft with fixed landing gear, powered by a turbocharged and fuel-injected 235 hp (175 kW) Lycoming TIO-540-AK1A piston engine, gross weight of 3,100 lb (1,406 kg) for take-off and 2,950 lb (1,338 kg) for landing. Certified on 23 February 2001.
Cessna TR182 Turbo Skylane RG: Four-seat light aircraft with retractable landing gear, powered by a turbocharged 235 hp (175 kW) Lycoming O-540-L3C5D piston engine, gross weight 3,100 lb (1,406 kg) and certified on 12 September 1978.
Cessna T182JT-A Turbo Skylane JT-A: Four-seat light aircraft with fixed landing gear, powered by a 227 hp (169 kW) SMA SR305-230 diesel engine, it burns 11 U.S. gallons (42 L; 9.2 imp gal) per hour of Jet-A fuel and cruises at 156 kn (289 km/h). The model was first flown in May 2013, and as of July 2015, FAA certification is on hold indefinitely. Originally introduced as the Turbo Skylane NXT, Cessna changed the name to avoid confusion with the Remos NXT.
Robertson STOL 182: An aftermarket 182 STOL conversion certified in 1967 that changes the leading edge shape and aileron controls and lowers the stall speed below 35 mph (56 km/h).

Civil Operators 2

The Cessna 182 series is used by a multitude of civil operators, cadet organizations and flight schools worldwide.

Government Operators 2

Belgium: Federal Police
Canada: Transport Canada - one, sold in 2010
United States: United States Air Force Auxiliary / Civil Air Patrol - Used for inland and coastal search and rescue, homeland security support, and airborne communications repeater service; Federal Bureau of Investigation - 27 used as surveillance aircraft equipped with optical, infrared and cellphone ELINT equipment.

Military Operators 2

Afghanistan: Air Force
Argentina: Army Aviation
Canada: Canadian Army - 5 × L-182, retired 1970
Chile: Chilean Air Force Early model 182 between the 1950s and early 1980s.
Dubai: Air Force
Ecuador: Army Aviation - 4
El Salvador: Air Force
Honduras: Honduran Air Force
Mexico: Mexican Air Force Received 73 during 1999-2000
Uruguay: Air Force
Venezuela: Army and Air Force

Specifications (Cessna 182T) 2

General Characteristics

Capacity: three passengers
Length: 29 ft 0 in (8.84 m)
Wingspan:
Height: 9 ft 4 in (2.8 m)
Wing area: 174 ft² (16.2 m²)
Airfoil: NACA 2412
Aspect ratio: 7.47
Empty weight: 1,970 lb (894 kg)
Useful load: 1,140 lb (517 kg)
Max. takeoff weight: 3,100 lb (1406 kg)
Powerplant: 1 × Lycoming IO-540-AB1A5 3-bladed constant speed, 230 hp (172 kW)

Performance

Never exceed speed: 175 knots (201 mph, 324 km/h)
Maximum speed: 150 knots (173 mph, 278 km/h)
Cruise speed: 145 knots (167 mph, 269 km/h)
Stall speed: 49 knots (56 mph, 91 km/h)
Range: 930 nmi (1,070 mi, 1,722 km)
Service ceiling: 18,100 ft (5,517 m)
Rate of climb: 924 ft/min (4.7 m/s)
Wing loading: 17.8 lb/ft² (87 kg/m²)
Power/mass: 0.074 hp/lb (122 W/kg)

1975 Cessna Model 182 2

Three versions of the Cessna Model 182 were available for 1975:

Cessna Model 182 — Standard model, as described.
Skylane — Deluxe version of the Cessna Model 182, described separately.
Skylane II — Version of the Cessna Skylane with a factory installed avionics package.

The 1975 versions of the Cessna Model 182 had a number of improvements as standard, including a new lower profile glareshield, an easy-to-read instrument panel, additional soundproofing, new hatshelf moulded into the aft bulkhead, new interior and exterior styling, and quick fuel drain with sampler cup. New options included dual com antennae installed in the fin leading edge, and inertia-reel shoulder harness. A total of 14,507 Cessna Model 182/Skylanes had been built by 1 January 1975.

Four-seat cabin monoplane.
Braced high-wing monoplane.
Wing section NACA 2412, modified.
Incidence at root 0° 47’, at tip 2° 50’.
Dihedral 1° 44’.
Wing structure similar to Cessna Model 172 , except metal-to-metal bonded leading-edge.
All-metal semi-monocoque structure.
Cantilever all-metal structure with swept fin and rudder.
Trim tab in starboard elevator.

Landing Gear

Non-retractable tricycle type.
Land-O-Matic cantilever main legs, each comprising a one-piece machined conically tapered spring steel tube.
Steerable nosewheel with oleo-pneumatic shock-absorption.
Cessna main wheels and tires size 6.00 6, pressure 42 psi (2.95 kg/cm²).
Cessna nosewheel and tire size 5.00 5, pressure 49 psi (3.44 kg/cm²).
Cessna hydraulic disc brakes.
Parking brake.
Optional wheel fairings.

Power Plant

Similar to that of the Cessna Model 180, except for McCauley propeller type 2A34C203/90DCA 8.

Accommodation

Generally similar to Cessna Model 172 with standard seating for four; four seatbelts and two shoulder harnesses standard.
Optional child’s seat.
Baggage space aft of rear seats and hatshelf with total capacity of 200 lb (91 kg), with external baggage door.
Cargo tiedown not standard.
Front seat inertia-reel shoulder harness, rear seat shoulder harness and leather seating optional.
Electrical system powered by 60A 14V engine-driven alternator.
12V battery.
Hydraulic system for brakes only.
Vacuum system optional.
Oxygen system of 48 ft 3 (1.36 m 3 ) capacity optional.

Optional electronics include

Cessna 200 Series 200A Nav 0Matic autopilot
300 Series 360 channel com transceiver
720 channel nav/com with remote VOR/LOC or VOR/ILS Indicator
ADF with digital tuning
Marker beacon with three lights and aural signal
Transponder with 4096 code capability
10 channel HF transceiver
300A Nav-O-Matic single-axis autopilot with heading control plus VOR intercept and track
400 Series glideslope receiver
ADF with digital tuning and transponder with 4096 code capability.

Standard equipment includes

Audible stall warning device, variable intensity instrument panel red floodlights, pedestal lights, control locks, armrests, windscreen defrosters, cabin dome light, baggage restraint net, adjustable cabin ventilators, tinted windscreen and windows, landing, taxi and navigation lights, and cabin steps.

Optional equipment includes

Blind-flying instrumentation, sensitive altimeter, electric clock, outside air temperature gauge, turn coordinator indicator, rate of climb indicator, dual controls, control wheel with map light and microphone switch, carburetor air temperature gauge, economy mixture indicator, true Airspeed indicator, instrument post lights, flight hour recorder, rear window curtain, sun visors, cabin fire extinguisher, headrests, rearview mirror, inertia reel shoulder harness for front seats, shoulder harness for rear seats, leather seating, child’s seat, skylights, stretcher installation, utility shelf, emergency locator transmitter, rear seat ventilation system, external power socket, non-congealing oil cooler, full-flow oil filter, quick drain oil valve, engine winterization kit, engine priming system, overall paint scheme, towbar, internal corrosion proofing, navigation light detectors, heated stall warning transmitter, heated pitot, glider tow hook, Omni-flash beacon, courtesy lights, wingtip strobe lights, tailplane abrasion boots, static dischargers alternate static source, and tailcone lift handles.

Electronics and Equipment

Wing span: 35 ft 10 in (10.92 m)
Wing chord at root: 5 ft 4 in (1.63 m)
Wing chord at tip: 3 ft 7 in (1.09 m)
Length overall: 28 ft 2 in (8.59 m)
Height overall: 9 ft 11 in (2.78 m)
Tailplane span: 11 ft 8 in (3.55 m)
Wheel track: 9 ft 1 in (2.77 m)
Wheelbase: 5 ft 6½ in (1.69 m)
Propeller diameter: 6 ft 10 in (2.08 m)
Width: 2 ft 11¼ in (0.90 m)
Wings, gross: 174 ft² (16.16 m²)
Ailerons (total): 18.3 ft² (1.70 m²)
Trailing-edge flaps (total): 21.20 ft² (1.97 m²)
Fin: 11 62 ft² (1.08 m²)
Rudder: 6.95 ft² (0.65 m²)
Tailplane: 22.96 ft² (2.13 m²)
Elevators: 15.85 ft² (1.47 m²)

Weights and Loadings

Weight empty, equipped: 1,610 lb (730 kg)
Max T O weight: 2,950 lb (1,338 kg)
Max wing loading: 16.9 lb/ft² (82.5 kg/m²)
Max power loading: 12.8 lb/hp (5.8 kg/hp)

Performance at Max T/O weight)

Max level speed at S/L: 146 knots (168 mph; 270 km/h)
Max cruising speed, 75% power at 6,500 ft: (1,980 m) 140 knots (161 mph; 259 km/h)
Econ cruising speed at 10,000 ft (3,050 m): 114 knots (131 mph; 211 km/h)
Stalling speed, flaps up: 56 knots (64 mph; 103 km/h)
Stalling speed, flaps down: 50 knots (57 mph; 92 km/h)
Max rate of climb at S/L: 890 ft (271 m)/min)
Service ceiling: 17,700 ft (5,395 m)
T/O run: 705 ft (215 m)
T/O to 50 ft (15 m): 1,350 ft (411 m)
Landing from 50 ft (15 m): 1,350 ft (411 m)
Landing run: 590 ft (180 m)
Range at max cruising speed, standard fuel, no reserve: 599 nm (690 miles; 1,110 km)
Range at max cruising speed, with long-range fuel tanks, no reserve: 790 nm (910 miles; 1,460 km)
Range at econ cruising speed, standard fuel, no reserve: 768 nm (885 miles; 1,424 km)
Range at econ cruising speed, with long-range fuel tanks, no reserve: 1,007 nm (1,160 miles; 1,865 km)

Cessna Skylane and Skylane II 2

The Skylane is a deluxe version of the Cessna Model 182 and was introduced in January 1958. Two versions were available for 1975:

Generally similar to Cessna Model 182, except standard equipment includes:
Full blind flying instrumentation
Sensitive altimeter
Electric clock
Outside air temperature gauge
Turn coordinator indicator
Rate of climb indicator
Rear window curtain
Wheel fairings
Overall paint scheme, and
Pitot and stall warning heating systems.
As Skylane, plus:
Factory installed avionics package which Includes: Cessna Series 300 nav/com with 720 channel com and 200 channel nav with remote VOR/LOC, ADF, transponder and 200A Nav-O-Matic autopilot with VOR/LOC track and intercept.
Other standard equipment includes: True Airspeed indicator, external power socket, dual controls, navigation light detectors, long-range fuel tanks, courtesy lights, emergency locator transmitter and omni-flash beacon.

It was announced on 1 June 1971, that the Venezuelan Air Force had purchased 12 Model 182/Skylanes from Salta CA, Caracas, Cessna’s Venezuelan distributor. Delivered in July 1971, they were used as personnel transports, and for training and, FAC duties.

Passenger doors (each): Height: 3 ft 4¼ in (1.02 m); Width: 2 ft 11¼ in (0.90 m)
Skylane: 1,655 lb (751 kg)
Skylane II: 1,720 lb (780 kg)

Performance at max T/O weight)

Max level speed at S/L: 148 knots (170 mph; 274 km/h)
Max cruising speed, 75% power at 6,500 ft: (1,980 m) 143 knots (165 mph; 266 km/h)
Econ cruising speed at 10,000 ft (3,050 m): 117 knots (135 mph; 217 km/h)
Max rate of climb at S/L: 890 ft (271 m)/min
Range at max cruising speed, standard fuel, no reserve: 616 nm (710 miles; 1,142 km)
Range at max cruising speed, optional fuel, no reserve: 816 nm (940 miles; 1,512 km)
Range at econ cruising speed, standard fuel, no reserve: 790 nm (910 miles; 1,464 km)
Range at econ cruising speed, optional fuel, no reserve: 1,042 nm (1,200 miles; 1,931 km)

Cessna 182T Skylane Specifications and Performance Data 2

Capacity: 3 passengers
Loaded weight: 3,110 lb (1,411 kg)
Max takeoff weight: 3,100 lb (1406 kg)
Powerplant: 1 × Lycoming IO-540-AB1A5 3-Bladed Constant Speed, 230 hp (172 kW)
Shupek, John. The Skytamer Archive , copyright © 2009 Skytamer Images (Skytamer.com)
Wikipedia, the free encyclopedia. Cessna 182 Skylane
Taylor, John W. R. (ed.) Jane’s All The World’s Aircraft 1975-76. London, Jane’s Yearbooks, 1975, ISBN 0-531 03250-7, pp 304.

Cessna Turbo Skylane

Isabel goyer.

Cessna T182T Turbo Skylane

What is there left to say about the Cessna Skylane? You'd think not much. After all, it's an airplane that's been in production (with one decade-long break in production from the mid-80s to the mid-90s) since 1956. During that time Cessna has built more than 20,000 Skylanes, making it one of the most popular models ever, and arguably the most popular nontraining model period.

It's easy to see why. Cessna, then and now, has always been about providing buyers with great value, that is, a lot of performance and capability for the money, with an emphasis on airplanes that don't weigh much and that can carry a good payload. The 182, or Skylane (as it's been called since its second year on the market), isn't the fastest four-seater in the sky, it's not the sleekest, the most modern looking or the most technologically advanced. What it was, and remains today, is a solid, safe, good handling, decent-sized load hauler with good range and enough speed to get the job done, whether that job is hauling a load from one side of a rural county to the other or flying four friends to a vacation resort three states away. It's an extremely versatile airplane.

But even though it goes by the same name, today's Skylane is far removed from those straight-tailed, bare metal machines of yore. Today's Skylane is sleeker, more solid, much more comfortable, rangier, faster, and far, far more technologically advanced than anything its originators could have dreamt of. After all, who would have guessed back when they first bolted a nose gear on a 180 and tacked on a couple more digits to come up with an airplane, the 182 would still be flying strong in 2009? But it is.

So, to get back to the question, what is there left to say about the Skylane? Lots. In fact, unless you've flown it lately, I'm betting that there are sides to this airplane you just haven't seen yet.

Pair of "T"s

The airplane I flew for this report is the T182T, with the latter T being its model designation and the former T standing for its turbocharging. The upgraded model was added to the current product line in 2000.

Experience says that when a factory-turbocharged version of a popular airplane gets introduced it nearly always outsells the nonturbocharged version. It happened with the previous production 182, and it is the case with the new production Skylane; the turbo version outsells the nonturbo one by a good margin.

There are some sensible reasons for that.

First, you get a lot for the money. You could add all the elements of a turbocharged Skylane -- the turbocharger, the built-in oxygen system and the heated prop -- to a nonturbocharged model, but it would cost you more than Cessna charges for those upgrades (about $35,000) and you would miss out on some nice features of those systems you can't get on the aftermarket. And even if you live in the flatlands, when you go to sell your airplane, there's more of a market for the turbo version, as even Rockies dwellers will be interested in taking a look.

The airplane is faster, too, though it won't make you think you've somehow ended up in a high-wing version of Cessna's recently named Corvalis (née Columbia). The turbocharger gives you better takeoff, climb and hot and high performance, and it can maintain its mojo up to 20,000 feet, where it can make some really nice true airspeeds (up into the 170s) while stretching out the range.

The engine that powers the T182T is the Lycoming TSIO-540-AK1A, a factory turbocharged 235 engine that features an automatic wastegate and improved turbocharger cooling. The engine seems very smooth and quiet, but maybe that's because I've spent so much time in older Skylanes, where the soundproofing was very minimal.

The question "What's new?" in regards to the Cessna Skylane is best answered with another question: "Since when?"

The latest additions to the airplane are few but impressive, and the list of features added when the T model was launched a few years back are numerous.

The airplane that I flew was outfitted with what I see as three of the most noteworthy improvements to come down the pike in a long time: Garmin's Synthetic Vision Technology (SVT), Garmin's excellent GFC 700 autopilot and WAAS. Coupled with the G1000 system's host of other impressive capabilities, these features give the Skylane a suite of avionics utilities that are hard to beat in a single-engine airplane of any description.

The upgrades that came with the launch of the 182T in 2004 are all there, too. They include several small aerodynamic improvements -- more streamlined VOR antennas, slicker wheelpants, a smaller beacon -- that Cessna added in order to boost the cruise speed of the airplane by five knots or so, which does in fact seem to be the case.

The Skylane has had both WAAS and Garmin's GFC 700 autopilot for a little while now, but Garmin's SVT is brand new. In fact, the Skylane I flew in was the first production Skylane to have the system installed. It had not, however, been certified yet; hence, the "Experimental" markings on the airplane we flew. SVT should be ready to go and in new airplanes by the time you read this. Cessna hadn't yet determined a price for it, but it's likely to be just less than $10,000.

If all you've flown are old-production Skylanes -- the last of the former airplanes were delivered in 1986 -- then let me say that the new generation Skylane is a better airplane in just about every regard, the exception being weight -- new production 182s are a little heavier than old models. What Cessna did with that weight was in my estimation exactly what they needed to do. They did a much better job corrosion-proofing the airplane. They made the seats safer, stronger, more durable and a lot more comfortable. They greatly improved the fit and finish of the interior. They added state of the art avionics. (And they've continued to upgrade those avionics.) They've made the airplane quieter, smoother and more versatile, with longer range tanks and improved aerodynamics. The new generation Cessna piston singles are extensively re-engineered airplanes that are thoroughly modern versions of the bestselling airplanes ever. So if you think that Cessna is still building the same old airplanes it did 50-odd years ago, think again.

Not Flying and Then Flying the Turbo Skylane

I'd planned to go fly a brand-new Turbo Skylane with Cessna Regional Sales Manager Chris Lee out of Austin one Monday in mid-March. Then the weather set in, with widespread low IFR and ice in the clouds, including predictions of large supercooled droplets. And the widespread low was in no hurry to go anywhere. Through Tuesday, Wednesday, Thursday, Friday and Saturday we sat watching the weather, each day hoping for better and each day being disappointed.

By Sunday, the front had mostly gone through the area, and we were looking at a forecast of clear skies a few hundred miles west of Austin, which is where we wanted to go to get to some high country to test out the SVT and see the turbocharger earn its keep.

The plan was to fly out to West Texas, Marfa (MRF) specifically, where the terrain rises rapidly and turbocharging makes a lot of sense. There were sigmets for moderate turbulence along our route of flight, and there were reports of icing at between 15,000 and 20,000 feet for the first half hour of our flight as the storm moved east. And we weren't planning to go out that high anyway. Other than that, the weather looked pretty benign.

Getting Reacquainted With the Skylane

One of the first things you notice about the 182 is its impressive interior. The seats are large, comfortable and strong, reminiscent of something you'd find in the back of a bizjet. Unlike four-point systems on many new airplanes, the seat belts on the Skylane are automotive shoulder belts with AmSafe built-in airbags. The belts retract into the roof behind and between the seats. Even after hours of flying you don't get that fatigued strapped-in feeling you can get with four-place belt systems. I think they're the best in the business.

The airplane we were flying was brand new, fewer than 10 hours on it, so starting it took a little fiddling. But after a few tries, I managed, with some helpful advice from Chris, to get it going. I really like the sound of the turbocharged Lyc in the 182. It's very throaty and smooth. There's no lever for the gear, but other than that, the Skylane retains all of the panel controls you'll remember from the old days. Still, engine management is dirt simple. For takeoff you simply push the throttle full forward -- there's an automatic wastegate, so you don't have to worry about overboosting the engine too much. If the manifold pressure goes into the red, which it never did on either of my takeoffs even with full throttle, you can simply dial it back a little, but that's about all there is to it. It's the same with the prop. It might sometimes slightly exceed 2400 rpm, but if it does, all you need to do is twist it back a hair and you're good again. Unlike most new-design airplanes, you've also got cowl flaps to deal with in the 182. Again, nothing is particularly complicated or critical, but there are systems, however rudimentary, to manage.

The electrical system features a high degree of redundancy, with a 28 volt 95 amp alternator with two primary buses and a standby battery for powering the essential bus for around 45 minutes of flight time. There is still a vacuum pump on the airplane, to power the backup attitude indicator. Most other new airplanes have gone to electrically powered backups.

Going Flying

We'd filed to Marfa direct at 8,000, an altitude that would keep us well out of any ice and hopefully above any turbulence. It worked on both counts.

The Turbo develops cruise power all the way up to its ceiling of 20,000 feet, and we were cruise climbing with the knobs full forward, showing 120 knots and around 700 fpm all the way up to 8,000 feet. At slower speeds, the airplane will climb at better than 1,000 fpm initially at max weight. With full fuel and the two of us, we still had enough capacity for another passenger and enough 100LL in the tanks for a round trip to MRF without fueling up there. We could have also fueled to the tabs -- 64 gallons -- and taken four and bags and still had better than four hours of endurance. That's utility.

At 8,000 feet we were seeing true airspeeds of slightly better than 150 knots, and at that altitude our headwinds were manageable, around 20 knots or so. In my book, 130 knots over the ground with a 20-knot headwind is workable for even long cross-country flying, and longtime Skylane owners seem to agree.

The fuel burn was higher than you'd get with a normally aspirated 540, but only by a gallon or two per hour. We were looking at right around 17.5 gph at our high power cruise of 28 inches and 2400 rpm, which gave us around 85 percent power. Pulling back the throttle a little, to 25 inches, will cut fuel by a gallon or so per hour while still yielding around 145 knots true at that altitude. Because the airplane was brand new, we kept the power at the higher setting, as per Cessna's break-in procedures.

Terrain, Terrain

As we got within a hundred miles of Marfa, the desert terrain had already begun to rise beneath us, and to the south we could see near-10,000-foot peaks in the distance in Mexico. Marfa itself lies at an elevation of nearly 5,000 feet msl, and there were a few substantially higher ridgelines running north and south as we approached the area.

Albuquerque Center gave us a climb to 9,000 feet for terrain, but we chose instead to cancel and descend so we could try out the synthetic vision utility.

As you can see from the accompanying photograph on page 2 of this article, the utility is amazing.

This isn't the first time I've flown with SVT, but it is the first time I've had the chance to fly with it in and around some serious terrain. Overall, SVT is very nicely implemented, the symbology is big and easy to interpret, and the colors are bright and vibrant. It's also remarkably intuitive to work with. While there is a lot of capability built into the system, you don't need to know every little feature in order to be able to use it.

Take our flight as a case in point. While Chris hand-flew the airplane, I took some photographs of the PFD as we approached the ridgelines, always leaving ourselves several easy and unambiguous outs. As we flew nearer the ridge and the terrain came closer to our altitude, the rendering of that high terrain on the synthetic vision display began to change color, at first to yellow, when it was a threat but still below us. Seconds later, as we approached terrain that was higher than us, the terrain on the SVT changed to red, and visual warnings were displayed on both screens and an additional warning was made over the airplane's audio system. It would have been very difficult indeed to have missed the message.

Even though it seems to do everything that a Class B TAWS system does and then some, SVT doesn't qualify as a Class B system in the Skylane. Even so, with SVT there really isn't any need for TAWS B, which is an $8,500 option.

In this case, of course, we were VFR, in the clear, aware of exactly where we were and where we were going, so the SVT demonstration was just that, a demonstration. But under conditions where the chips were down and you needed all the help you could get to keep from flying into that ridgeline, SVT is the best avoidance technology that I've seen. There's just no ambiguity. What you see on the screen is what you would see out the windscreen. It goes without saying that synthetic vision is not intended for use as a primary reference; it's purely advisory in nature.

But it's not hard to imagine the multiple scenarios in which the utility could save the day: losing reference to the horizon; accidental VFR into IMC; getting lost at low altitude in areas of high terrain. I don't have to name them: You can probably think of a few recent tragic mishaps that fit these descriptions pretty closely.

What's even easier to imagine is a scenario whereby SVT simply helps you stay on top of more typical situations: any night flight at all, but especially those in areas with high terrain; extended flights over water; flights into airports in very nondescript geographic locales. You might not need SVT to save your life in these situations, but it's an invaluable tool to help things go more smoothly. And "more smoothly," we've all come to learn, translates fairly directly into "more safely."

Same Old Skylane

After passing the ridges and descending slightly, I loaded the GPS overlay approach for Runway 30 at Marfa into the navigator and headed in. WAAS wasn't any help here, but in more and more cases, you can find approaches with vertical guidance to remote airports just like this.

The wind was blowing strong at Marfa, 10 gusting to 20, conditions that I'm guessing are common there. I hadn't been in a Skylane for a few years, but despite the gusty conditions, it felt like second nature. The 182 is an airplane you fly with trim, and if you trim it right, it's a pussy cat. With the gusty conditions and a good deal of wind shear on final, I kept a few extra knots in on final, a sentiment that Chris seconded, and we touched down well past the numbers but still using up relatively little runway in the process, even with the faster-than-standard approach speed and the use of just one notch of flaps.

This much hasn't changed, at least. The manners of the Skylane are great, predictable, harmonious and comfortable. It's an airplane that many thousands of pilots have fallen in love with, and it's easy to see why.

Except for the wind, which was raising a chorus of creaks around the old T-hangars, things were very quiet in Marfa as we taxied in. Rudy, the attendant at the lone FBO, Howard Petroleum, gave us the keys to a loaner car and we trundled into town for a fantastic Mexican lunch at Conchita's.

Flying High

After we got back from lunch and an impromptu self-guided tour of downtown Marfa in our '80s-vintage Pontiac, we had the Skylane topped off, though we didn't actually need to. With 87 gallons of fuel, the Skylane has huge range.

During our lunch the scattered cloud layer had been doing what it normally does in the high country on an active afternoon, getting higher. The layer that a few hours ago was just above us at 8,000 feet now looked a lot higher. We decided to go back VFR, so we picked 11,500 feet, hoping that would put us on top. When we were still below the layer, we tried 13,500, which, as it turned out, would have put us in the middle of the layer (not recommended for VFR). We finally climbed to 15,500 and were on top, in smooth air and seeing a 40-knot push.

The built-in oxygen system in the Turbo Skylane, like just about everything else on the airplane, is very nicely done. The entire system is housed in a panel overhead. Plug in, move the lever to "on," and you're good to go.

At that altitude with the power set at the high cruise of 28 inches and 2400 rpm, we were seeing 168 knots true and a groundspeed of right around 200 knots at just over around 17 gph. At 20,000 feet we would have gained a few knots, to around 175 knots true, and the fuel flow would have been similar.

The flight gave us great insight into just why the Turbo version of the Skylane has become so popular. On the way up to Marfa, we stayed low and acted like a normally aspirated airplane. On the way back we flew high, using the turbocharger to take advantage of a great tailwind and the smooth air above the cloud layer. It was the best of both worlds.

Long History, Bright Future

Versatility and utility have been the dual messages of the Skylane from the get-go. And with today's 182, you get all of that along with the quality of life and safety improvements that modern engineering and technology have brought along for the ride.

Today's Skylane is a fitting continuation of one of the most storied models in aviation history, a robust airplane that simply gets done whatever job you throw at it while giving its pilots all the modern advantages. No wonder it remains such a popular personal airplane.

To learn more about the Turbo Skylane, visit cessna.com .

Used Skylanes. Challenges and Opportunities.

There's something that most owners looking to sell their high-performance singles haven't quite figured out yet: It's a buyer's market.

They'd better get used to it, though. The market for used Skylanes is very good for buyers right now and very challenging for sellers, and that has been the case for some time. It is, in fact, a situation that predated by years the economic downturn, though the current financial crisis has exacerbated the situation, to be sure.

In terms of the Skylane, the drop in value for the airplane has been dramatic, both in the short- and in the long-term. This is not, I should point out, unique to the 182: All high-performance singles, both late and not-so-late model examples, have suffered similar large drops in value, with the newest models getting hit the hardest.

The online aircraft value reference, Vref Online, shows that decline graphically. Just in the first quarter of the year the value of a couple years' old Turbo Skylane plummeted by nearly 10 percent overall -- that's in just three months' time! -- and its value dropped by nearly a quarter over the previous year.

Slighter older Skylanes fared slightly better but still saw their value drop by around 15 percent over that same one-year time frame. Both turbocharged and naturally aspirated models experienced similar drops in retail and wholesale prices.

For even older Skylanes, those produced before Cessna restarted production in the '90s, the trend is the same -- down, down, down -- though the percentages and the actual dollar value decreases are, of course, smaller. A good condition 1982 Skylane, which might have been selling for as much as $150,000 a few years ago, is selling for around $90,000 today. And airplanes in this class are taking much longer to sell than before, too.

This creates a challenge for Cessna in selling its new airplanes, as it competes against a used market replete with nicely equipped late model used Skylanes going for great prices. According to Vref, a 2006 Turbo Skylane in average condition (that is, nice, and with 400 hours or fewer on it) and typically equipped sells for an average of around $240,000, or around $115,000 less than when it was bought just a few years earlier and just a little more than half the price of a new Turbo Skylane, which currently goes for around $420,000.

Two of the important things Cessna has going for it with its new airplanes are new equipment (including the excellent Garmin GFC 700 autopilot and Synthetic Vision), which you can't get on older airplanes, and the new-airplane warranty, which substantially reduces the cost of ownership those first couple of years. --Robert Goyer

NTSB Issues Urgent Safety Warning for Some Boeing 737s

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Dive Into The Details Of Cessna’s Skylane RG182 & TR182 Turbo

Cessna By Textron Aviation

Before creating his own initial aircraft, Cessna’s founder Clyde V. Cessna made his first appearance at an airshow in 1911. It was there that he quickly became interested in designing and producing aircraft. With experience as a mechanic and auto salesman, Clyde put together his aircraft with a kit from Queens Airplane Company in the Bronx. Over time, Clyde became a fairly good pilot.

In 1916, Clyde got the opportunity to use a space for his aircraft dreams rent-free on one condition – any new aircraft he made had to have the name of a particular car model called “Jones-Six” painted on the underside of its wings.

In 1917, he built the Comet. However, World War I impacted his vision, halting sales and production altogether as most critical parts and supplies became essential for war use. After coming to terms with his failed venture, he returned to farming.

Years later, in 1925, wealthy businessmen Walter Beech and Lloyd Stearman offered Cessna an opportunity to build and produce more aircraft. After teaming up, they created Travel Air Manufacturing Company with Cessna as its president. But Cessna didn’t enjoy his role as president and missed being heavily involved with aircraft design and production. So, two years later, Cessna teamed up with Victor Roos to create the Cessna-Roos Company. His partner Roos left the business shortly after for another job.

Cessna had successful sales through the business’s A and D series, but tough times were still up ahead. After private aircraft sales fell to an all-time low in 1931, Cessna closed his company again.

By 1933, Cessna’s nephew Dwane Wallace had obtained his degree in Aeronautical Engineering from Wichita University. He eventually worked for Beech Aircraft Company, where he convinced executives to allow his uncle to reopen his shop and continue making aircraft. At the time, Beech occupied a small section of Cessna’s former factory.

After Cessna’s retirement in 1936, he allowed the sale of all of his shares to his nephews, Dwane and Dwight Wallace. Under the Wallace Brothers’ leadership, Cessna designed and built its first twin-engine aircraft in 1938. Before World War II, government demands from the U.S. and Canada poured in for aircraft to be used for military training. From there, Cessna’s business expanded quickly, embracing its newfound success.

Country of Origin: America

Cessna Skylane RG182 & TR182 Turbo

Below are the average statistics for the latest Cessna Skylane RG182 and TR182 Turbo models. Find more information on Cessna’s Skylane series by joining VREF Online .

Cessna Skylane R182 (1986) Statistics

Cessna skylane rg turbo tr182 (1986) statistics, operational resources, operations manual.

TR182 Turbo

Maintenance Document

RG182 & TR182 Turbo Service Manual

Local Resources

Textron Aviation Inc. (Domestic and International Service Centers)
Cessna Flyer Association

Manufacturer

BWI Aviation Insurance
Falcon Aviation Insurance
Travers Aviation Insurance
AOPA Insurance
USAA Aircraft Insurance For Pilots

Cessna Skylane Details

The following is information about the latest Cessna Skylane RG182 and TR182 Turbo models (1980s).

The RG variation of the 182 features optional weather radar technology and a larger interior cabin than many other piston models. It also has deep-cushioned, reclining seats for additional comfort.

Cessna’s Turbo TR182 model features a quiet and comfortable cabin with a spacious rear baggage area and rear access door. This model also offered air conditioning as an option during production.

The RG182 features retractable gear and a high-wing design for better flight life, stability, and safer landings.

The turbo model has a high-wing retractable undercarriage and is equipped with long-range wet-wing fuel tanks. This model also features an optional 3-blade propeller.

PS Engineering PMA 7000B-T Audio Panel/Intercom System (Bluetooth)
Dual King KX 170B Navigation/Communications
Dual Glideslopes
King KCS 55A Compass System
L3 Lynx NGT-9000 Multilink ADS-B In/Out Transponder with traffic display
Northstar GPS-60 Navigator
Davtron digital clock
King KR 87 ADF
King KN 64 DME
Cessna 300 A Autopilot with ST-60 Altitude Hold, Vertical Speed, and Glideslope Coupling
Eventide Argus 5000 Moving Map
WX-10A Stormscope
Shadin Digital Fuel Flow/Totalizer
Electronics International UBG-16 Engine Analyzer with Burst Recorder
Precise Flight Standby Vacuum System
Pulselight Landing and Taxi Light System
Garmin 3X GDU PFD Touch
Garmin G-5 Standby
Garmin GTN-750Txi
Garmin GTR 225 Navigation/Communications
Garmin GNX375 GPS WAAS ADS-B in and out
Garmin GAD 29B
Garmin GSU 25D ADAHRS
Garmin GMA 340 Audio Panel
Garmin GFC 500 Autopilot System

Specifications

Configuration: Single Engine, Piston, Retractable Gear
Max Take Off Weight: 3,100 lbs.
Range: 800 Nm
Take Off Run: 820 ft.
Landing Roll: 600 ft.
Wing Span: 35 ft. 10 in.
Length: 28 ft. 8 in.
Height: 8 ft. 11 in.
Take Off Run (50 ft.): 1,570 ft.
Max Seats: 4
Cruise: 160 Kts
Payload: 739 lbs.
Useful Load: 1,291 lbs.
Length: 28 ft. 7.5 in.
Fuel: 88 gal
Gross Weight: 3,100 lbs.
Useful Load: 1,256 lbs.
Baggage Capacity: 200 lbs.
Cruise Speed: 173 Kts
Max Range: 905 Nm
Endurance: 6 hours
Rate Of Climb: 1,040 fpm
Service Ceiling: 20,000 ft.
Takeoff Ground Roll: 820 ft.
Landing Ground Roll: 600 ft.

Cessna Skylane Models

After receiving its certification in 1956, the first 182 features four seats and is powered by a carbureted 230-horsepower Continental O-470-L piston engine. It has a gross weight of 2,550 lbs.

182A Skylane

This four-seater, light aircraft has fixed landing gear and is powered by a carbureted 230-horsepower Continental O-470-L piston engine. This model received its first certification in December 1956, and it has a gross weight of 2,650 lbs.

182B Skylane

The 182B received its certification in August 1958. Furthermore, this version also seats four with fixed landing gear and is powered by a carbureted 230-horsepower Continental O-470-L piston engine. It has a gross weight of 2,650 lbs.

182C Skylane

This four-seater 182C Skylane received its certification in July 1959. It features fixed landing gear and is powered by a carbureted 230-horsepower Continental O-470-L piston engine with a gross weight of 2,650 lbs.

182D Skylane

Powered by a carbureted 230 horsepower Continental O-470-L piston engine, Cessna’s D variation of the Skylane seats four with a gross weight of 2,650 lbs. It received its certification in June 1960.

182E Skylane

Skylane’s E variation uses a carbureted 230 horsepower Continental O-470-L or O-470-R piston engine, seats four with fixed landing gear, and has a gross weight of 2,800 lbs. Its certification was received in June 1961.

182F Skylane

After the 182E became certified, the 182F also received its certification in August 1962. This variation is a four-seater light aircraft with fixed landing gear, powered by a carbureted 230 horsepower Continental O-470-L or O-470-R piston engine with a gross weight of 2,800 lbs.

182G Skylane

Cessna’s G variation is a four-seat light aircraft with fixed landing gear powered by a carbureted 230-horsepower Continental O-470-L or an O-470-R piston engine. It has a gross weight of 2,800 lbs. and was certified in July 1963.

182H Skylane

Certified in September of 1964, this four-seater light aircraft uses a carbureted 230 horsepower Continental O-470-R piston engine with a gross weight of 2,800 lbs.

182J Skylane

Skylane’s J variation received its certification in October 1965. This four-seat light aircraft with fixed landing gear is equipped with a carbureted 230-horsepower Continental O-470-R piston engine. The J variation has a gross weight of 2,800 lbs.

182K Skylane

Following its J-model predecessor, this light aircraft seats four with fixed landing gear and is powered by a carbureted 230 horsepower Continental O-470-R piston engine. It has a gross weight of 2,800 lbs. and received its certification in August 1966.

182L Skylane

With a gross weight of 2,800 lbs., this is a four-seat light aircraft with fixed landing gear that uses a carbureted 230 horsepower Continental O-470-R piston engine and received its certification in July 1967.

182M Skylane

The M variation of the Skylane is a four-seat light aircraft with fixed landing gear and a carbureted 230-horsepower Continental O-470-R piston engine. Its gross weight is 2,800 lbs, and it was certified in September 1968. An experimental version of the 182M also exists with a full cantilever wing.

182N Skylane

Cessna’s N variation seats four with fixed landing gear and has a carbureted 230 horsepower Continental O-470-R or an O-470-S piston engine. Its gross weight is 2,950 lbs. for takeoff and 2,800 lbs. for landing. It was certified in September of 1969.

182P Skylane

Powered by a carbureted 230 horsepower Continental O-470-R or O-470-S piston engine, the P variation has a gross weight of 2,950 lbs. It seats four and received its certification in October 1971.

182Q Skylane

Closing out the 70s, Cessna produced this four-seater light aircraft with fixed landing gear and carbureted 230 horsepower Continental O-470-U piston engine. It has a gross weight of 2,950 lbs. and was first certified in July 1976. But significant changes were made to transform it into a 24-V electrical system in its 1978 model year. It also had a change from the bladder to wet-wing fuel tanks in its 1979 model year.

182R Skylane

This four-seat light aircraft with fixed landing gear is powered by a carbureted 230 horsepower Continental O-470-U piston engine with a gross weight of 3,100 lbs. for takeoff and 2,950 lbs. for landing. Certified in August 1980, this variant, along with the 182Q, can alternatively be equipped with the jet fuel-burning SMA SR305-230 diesel engine.

182S Skylane

Cessna’s S variation seats four with fixed landing gear, using a fuel-injected 230-horsepower Lycoming IO-540-AB1A5 piston engine. It has a gross weight of 3,100 lbs. for takeoff and 2,950 lbs. for landing. This model received its certification in October 1996.

182T Skylane

Cessna’s 182T received its certification in February 2001. It seats four with fixed landing gear and is powered by a fuel-injected 230-horsepower Lycoming IO-540-AB1A5 piston engine. It has a gross weight of 3,100 lbs. for takeoff and 2,950 lbs. for landing. This variation is still in production.

R182 Skylane RG

This four-seater light aircraft has retractable landing gear and uses a 235-horsepower Lycoming O-540-J3C5D piston engine. It has a gross weight of 3,100 lbs. and was certified in July 1977.

Using a turbocharged 235 horsepower Lycoming O-540-L3C5D, this piston-engine aircraft seats four and has a gross weight of 3,100 lbs. for takeoff and 2,950 lbs. for landing. This aircraft received its certification in August 1980.

T182T Skylane

Cessna’s turbocharged four-seater version features fixed landing gear and is powered by a turbocharged and fuel-injected 235-horsepower Lycoming TIO-540-AK1A piston engine. Skylane’s turbocharged model has a gross weight of 3,100 lbs. for takeoff and 2,950 lbs. for landing. It received its certification in February 2001. After being produced from 2001 to 2013, a press release dated February 2022 by Textron announced resumed production for its delivery in 2023.

TR182 Turbo Skylane RG

Certified in September 1978, this four-seater light aircraft with retractable landing gear is powered by a turbocharged 235 horsepower Lycoming O-540-L3C5D piston engine. It has a gross weight of 3,100 lbs.

T182JT-A Turbo Skylane JT-A

Initially introduced as the Turbo Skylane NXT, Cessna changed the name to avoid confusion with the Remos NXT. This light aircraft seats four with fixed landing gear and is powered by a 227 horsepower SMA SR305-230 diesel engine. It burns 11 U.S. gallons per hour of Jet-A fuel and cruises at 156 knots. It was first flown in May 2013; however, it has since been discontinued.

Top Cessna Skylane RG182 & TR182 Turbo Questions

Check out FAQs about Cessna’s Skylane.

How Much Does The Most Recent Skylane Cost?

A 2023 Cessna Turbo Skylane T182T has a base price of $653,000. A non-turbo variation of the Skylane has a base price of $530,000.

How Fast Is The Turbocharged T182T?

Cessna’s Skylane T182T has a maximum cruise speed of 165 ktas and a top limit speed of 175 kias.

What Is The Difference Between A Cessna Skyhawk & Skylane?

While Cessna’s 172 is widely popular, the Skylane is known for having a larger airframe, more power, and more interior space. However, when it comes to pricing, the 172 is the more affordable option for the two aircraft, which is largely due to its lower engine costs to repair when necessary.

Everything You Need To Know About Cessna’s Skylane Series

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Cessna 182 Turbo Skylane: Business Turbo for the Family Man

Posted by Bill Cox | May 27, 2015 | Featured Plane

Like many of you, I’ve logged my share of hours in C-182s of one description or another, fixed-gear and retractable, normally-aspirated and turbocharged. By any measure, Skylanes are almost universally regarded as wonderful machines, blessed with docile handling, reasonable performance, good reliability, and (in some cases) full fuel, four-place capability.

These days, creature comforts are generally excellent, regardless of the size of your creatures, the avionics suite is nothing short of amazing, and the airplane continues to carry a phenomenal payload. Still, position an old and a new Skylane side-by-side in bare aluminum trim, and you might be hard-pressed to tell the difference. Despite the basic model’s age, the Skylane and Turbo Skylane continue to represent the state-of-the-art from the Independence, Kansas, manufacturer.

Rumors have been flying for years about the Cessna Next Generation Piston airplane, and indeed, many of us saw the airplane at an AOPA Convention in Palm Springs a few years ago. Cessna is unlikely to pursue that design until the market turns around, however. For the nonce, the Skylane is Cessna’s top, four-seat single.

Just as the Piper Cub was regarded the generic airplane of the ‘30s and ‘40s, and the butterfly-tail Beech Bonanza dominated the ‘50s and ‘60s, the Skylane has come to be regarded as the definitive general aviation design of the ‘70s and ‘80s. Discontinued with all other Cessna piston singles in 1986, the revived Skylane has evolved into a handsome package that continues to endear itself and give the competition a run for the money, specifically BECAUSE the basic design remains true to the original.

If the basic airplane’s comparative lack of innovation and aerodynamic improvement seem almost anachronistic in this age of composite construction, NLF airfoils, ballistic parachutes, and innovative fuselage design, that’s not necessarily such a bad thing—assuming you got it right the first time. Cessna did. Like the DC-3 and Boeing Stearman in other general aviation markets, the venerable Skylane is far from perfect, but almost a half century after its introduction, it continues to offer perhaps the best combination of simplicity, performance, comfort, economy, and payload in the industry.

If you accept the premise that the Skylane is one of the world’s definitive singles, the Turbo Skylane represents perhaps the best of the best. In Western skies where runways often perch a mile or more above the sea, the trend is definitely toward turbos. Combine a 90 degree F day with the field elevation of Albuquerque or Denver, and many normally-aspirated airplanes simply need not apply.

Cessna uses essentially the same 540 cubic inch Lycoming engine in both the normally-aspirated and turbocharged Skylanes, but the sloped controller in the heavy-breathing Lycoming TIO-540-AK1A Turbo Skylane maintains full-rated power (235 hp) all the way to the airplane’s maximum operating altitude of 20,000 feet. High density altitudes are less of a challenge with such power on tap.

The Cessna store in my neck of the woods is Pacific Air Center, one of the world’s largest piston Cessna dealers. Sales manager Rich Manor put me in touch with Mike Bastien, owner of a late-model Turbo-Skylane. Bastien also owns Universal Flooring Systems, a commercial flooring company with contracts up and down the West Coast and as far east as Phoenix. Bastien purchased his Skylane specifically to service his company’s interests. “It’s truly a marvelous airplane,” says Bastien. “For me, the Skylane was the perfect follow-on to my Skyhawk XP.”

Bastien was first licensed in 1977, and the flooring executive wanted a stable IFR platform to service his projects in San Francisco, San Diego, and other locations out West. “I use the airplane probably 90 percent for business, 10 percent for family transport, and it’s ideal for operation in the mountains. Once you’re trained in the use of the G1000 in the Skylane, the combination of gentle handling and simple, straightforward avionics makes IFR flying almost intuitive,” Bastien explains.

Today’s basic Skylane includes a list of accoutrements the old Skylane could only dream of. Perhaps the most innovative safety improvement is the AmSafe Aviation Inflatable Restraint (inevitably A-I-R), a system of seatbelt-mounted airbags designed to inflate within milliseconds of detecting a 16 G impact. Automotive-style airbags were out of the question because of weight, airframe, and certification considerations, so Cessna contracted with AmSafe to create a simpler, but similarly effective, method of restraint.

The new generation of Skylanes also features the Garmin G1000 glass cockpit. It’s hard to imagine a communication and navigation system with more talent. We’ve expounded on the virtues of the G1000 many times before, so we won’t belabor the point here, but the G1000 brings essentially all the tricks of airline cockpits to the ranks of general aviation.

Aircraft speeds can translate to impact G-loads that far outstrip anything you might experience in an automobile, so you probably shouldn’t expect to walk away after driving head-on into a mountain at cruise, but the AmSafe system will improve survivability in most “more reasonable” impacts. Yes, the thick belts are a little clumsier to use, with bulky, decompressed airbags tightly packed across your waist, but it’s comforting to know you have some protection in the event of a minor impact.

Other nice touches inside the Turbo Skylane include a 14-volt power outlet, Rosen visors, a classy, floor-mounted chart and cup-holder console between the front buckets, and a dramatically improved air circulation system that doesn’t shortchange the folks in back.

Any pilot who has flown a 182 knows it’s essentially a 172 with a hormone problem, and for that very reason, the secret to the Skylane’s personality is trim. At its full gross weight of 3100 pounds, the Skylane is 550 pounds heavier than the old Skyhawk SP, and the additional weight manifests itself primarily in pitch. The airplane’s elevator is notably heavier than that of the ‘Hawk, demanding immediate re-trimming for any sudden attitude change, such as a go-around.

The roll rate isn’t dramatic, but you wouldn’t expect it to be considering the airplane’s mission. As with most, current-generation Cessnas, adverse yaw is virtually non-existent, making rudder coordination unnecessary in banks shallower than 35 degrees.

The key to the T182’s personality is the turbo itself. An obvious primary benefit of turbocharging is that – most of the time – the effects of temperature and field elevation aren’t such limiting factors during takeoff and initial climb. The Turbo Skylane will turn in a 1000-fpm ascent or more at practically all heights to 10,000 feet, then 750-800 fpm on up to the airplane’s maximum operating height of 20,000 feet.

A turbo also expedites high altitude cruise for those pilots who don’t mind sucking on supplemental oxygen. A built-in, four-position oxygen system is standard on the T-Skylane, and the new generation of cannulas makes oxygen use more tolerable than the old, full facemasks. The gas still dries out your throat and sinuses, but it does facilitate travel four miles above the Earth for those pilots who are so inclined.

There are even some O2 systems available that attach an oxygen dispenser to a headset microphone stalk, blowing oxygen directly into the pilot’s nostrils and making the process of oxygen delivery almost totally transparent. If you fly regularly with a skittish non-pilot, these can be a valuable option.

A turbo offers the benefit of better speed at all heights above about 9000 feet, but higher altitude also provides better VHF radio range, reduced traffic congestion, less turbulence, and better weather. Use of oxygen does increase operating cost somewhat, (roughly $4/passenger/hour), but for many pilots, the benefits outweigh the costs.

Fortunately, the definition of high altitude doesn’t have to involve the flight levels. The Turbo Skylane can realize significant performance benefits at non-oxygen altitudes. The Lycoming is so severely de-rated, that max cruise power is listed as 88 percent. If you’re flying at 12,000 feet with power at the limit, you can expect 158-160 knots, depending upon weight. That’s easily equal to or better than the best efforts of some retractables, like the old Commander 114, SOCATA Trinidad, and the Piper Turbo Arrow.

For those who don’t mind the inconvenience and are willing to strap on a mask and climb to 18,000 feet or higher, the Turbo Skylane will turn an extra 15 knots of cruise, and it will scoot across country at 175 knots. With 87 gallons in the tanks and a typical burn of 17 gph at high cruise, plan on 600 nm plus reserve between fuel stops. For those pilots with long-range bladders who can endure eight-hour legs, dramatically reduced power settings can extend range to nearly 1000 nm.

The turbocharging and associated plumbing does inflict a 100-pound penalty on payload, and the result is the airplane will no longer lift four folks and full fuel. It’s more of a three-place machine with both tanks topped. If you fly with half fuel, however, you’ll have allowance for the fourth soul plus a little baggage, and you can still endure for two hours plus IFR reserves.

It wasn’t so many years ago that pilots were scared of turbos, and with good reason. TBOs were lower, turbocharged engines ran hotter, fuel burn was high, maintenance cost more, and pilots were justifiably concerned about reliability.

A turbo does add complexity, but blower manufacturers have refined and improved their systems so much that turbo TBOs are often the same as on the normally-aspirated models, the overheating problem is no longer a factor, maintenance isn’t a significant headache on modern turbochargers, and reliability is pretty much the same as on a normally-aspirated Skylane.

The airplane also returns to Earth with similar reliability, demanding minimum piloting skill. Stalls are gentle and forgiving, and easily recoverable. That contributes to excellent manners in the pattern. Takeoff and landing runway requirements are minimal, if not exactly in the STOL class. The Skylane’s leaf-sprung steel main gear allows it to land in places where other airplanes would fear to roll a tread. Just remember to remove the wheel pants if you fly off-airport. The Turbo Skylane’s bulbous, composite wheel fairings won’t tolerate truly rough strips.

To some extent, at least, the Skylane’s turbo defines the airplane. If you fly out west where the Earth demands airplanes to match its mountains, a Turbo Skylane may offer exactly the right combination of ingredients. Combine excellent reliability, plentiful performance, and reasonable comfort, and you have the formula that has made the 182 a winner for nearly a half-century.

Just when Cessna thought it was safe to discontinue the normally-aspirated and turbocharged avgas 182s in favor of the new Skylane JT-A, fate stepped in with a surprise. As the new JT-A was nearing certification, one of the test airplanes suffered a complete power failure and had to be landed off-airport. The test pilot did a good job and walked away, but the certification effort was set back quite a bit. This left Cessna in the unenviable position of having no Skylanes to sell, since the avgas models had been phased out. Stay tuned for the next chapter of the Skylane saga.

Specifications & Performance – Cessna Turbo Skylane

All specs and performance numbers are drawn from official sources, often the aircraft flight manual or the manufacturer’s website. An alternate source on used airplanes is Jane’s All-The-World’s Aircraft.

Specifications

Engine make/model: Lyc TIO-540-AK1A

Horsepower on takeoff: 235

TBO – hours: 2000

Fuel type: 100/100LL

Propeller: McCauley CS

Landing gear type: Tri/fxd

Max TO weight (lbs): 3100

Std empty weight (lbs): 2017

Useful load – std (lbs): 1083

Usable fuel – std (gal/lbs): 87/522

Payload – full std fuel (lbs): 561

Wingspan: 36’

Overall length: 29’

Height: 9’ 4”

Wing area (sq ft): 174

Wing loading (lbs/sq ft): 17.8

Power loading (lbs/hp): 13.2

Wheel size: 6.00 x 6

Seating capacity: 4

Cabin doors: 2

Cabin width (in): 44

Cabin height (in): 48.5

Performance

Cruise speed (kts – Max Crs): 158 (@ 12,000′)

Fuel Cons (gph – Max Crs): 14

Best rate of climb, SL (fpm): 1040

Max Operating Altitude (ft): 20,000

TO ground roll (ft): 775

TO over 50 ft (ft): 1385

Ldg ground roll (ft): 590

Ldg over 50 ft (ft): 1350

About The Author

Bill Cox took his first flight in a Piper J-3 Cub in 1953 and has logged some 15,000 hours in 311 different types of aircraft since. He has authored more than 2,200 magazine articles and was the on-camera host of the 1980s TV series “ ABC’s Wide World of Flying.” Bill is currently rated Commercial/Multi/Instrument/Seaplane/Glider/Helicopter. He can be contacted via email at [email protected]. Learn About Bill's Book Here

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Cessna T182T Skylane

Cessna t182t skylane base price: $281,000 engine make/model: lycoming io-540-ak1a horsepower@rpm@altitude: 235@2400@sl to 20,000 ft. horsepower for takeoff: 235 tbo hrs.: 2000 fuel type: 100/100ll propeller type: mccauley 3-blade cs….

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Cessna Turbo Skylane returns to Textron Aviation’s renowned piston product lineup

WICHITA, Kan. (Feb. 10, 2022) – Textron Aviation announced today the return of the Cessna Turbo Skylane T182T to its legendary piston product lineup, updated with the latest avionics suite and interiors. The Turbo Skylane’s turbocharged engine delivers exceptional power, generating optimal climb rates and faster cruise speeds, as well as enhanced utility for operations from high-altitude airfields. Textron Aviation is taking orders for the Turbo Skylane with first deliveries to begin in early 2023.

The Cessna Turbo Skylane is designed and manufactured by Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company.

“The turbocharger adds another level of performance to an already exceptional aircraft,” said Ron Draper, president & CEO, Textron Aviation. “The Cessna Skylane is a remarkably instinctive aircraft to operate, and the turbocharged engine provides even greater performance that enhances the overall flying experience. The Turbo Skylane represents our commitment to offering new and innovative solutions to our piston owners and operators, and we’re pleased to bring expanded capabilities to this segment of the market. And with all of the latest attributes, the Turbo Skylane truly is better than ever.”

Image 1 - Cessna Turbo Skylane in flight.jpg

The single-engine Turbo Skylane features the latest Garmin G1000 NXi avionics suite, a heated propeller, and an in-cabin oxygen system. It is powered by the Lycoming TIO-540 engine and is equipped with a Hartzell Engine Technologies (HET) turbocharger, providing the aircraft with 235 horsepower at up to 20,000 feet. The additional power is especially beneficial for pilots flying over mountainous regions or for cruising at higher altitudes.

Originally introduced in 2001, production of the Turbo Skylane T182T was paused in 2013 while the company focused on the addition of a wide range of product developments. The Cessna Skylane, with its normally aspirated Lycoming engine, has been in production since 1956 with more than 23,000 delivered.

“The Skylane has been a great airplane for more than six decades, and especially popular with first-time owners,” said Lannie O’Bannion, senior vice president, Sales & Flight Operations. “Through our conversations with customers, many shared a desire for additional power for their unique missions. The Turbo Skylane is a perfect solution. The turbocharger is easy to operate, and the combination of a proven Lycoming engine, a heated McCauley propeller and an in-cabin oxygen system, will make this aircraft a leader in the high-performance, single-engine segment.”

About the Cessna Turbo Skylane T182T

The Turbo Skylane T182T has a seating capacity for four and an estimated range of 971 miles. The certified ceiling is 20,000 feet (6,096 meters), and maximum speed is 165 kts. The Lycoming engine is outfitted with a constant-speed, three-blade, electric de-ice McCauley propeller that offers optimal performance in all phases of flight. The cockpit features the Garmin G1000 NXi avionics suite with a new GI 275 electric standby, providing a brand-new cockpit interface. The built-in oxygen system offers a seamlessly integrated solution for providing pilots and passengers with the onboard oxygen necessary to maximize the performance of the aircraft at higher altitudes.

The Turbo Skylane interior features contoured, ergonomically designed Luxor 2 seats with Alcantara inserts to deliver optimal comfort. Cabin air controls with enhanced ventilation provide consistent cockpit temperatures. Advanced soundproofing, meanwhile, creates a quiet and comfortable environment for passengers.

About Textron Aviation

We inspire the journey of flight. For more than 90 years, Textron Aviation Inc., a Textron Inc. company, has empowered our collective talent across the Beechcraft, Cessna and Hawker brands to design and deliver the best aviation experience for our customers. With a range that includes everything from business jets, turboprops, and high-performance pistons, to special mission, military trainer and defense products, Textron Aviation has the most versatile and comprehensive aviation product portfolio in the world and a workforce that has produced more than half of all general aviation aircraft worldwide. Customers in more than 170 countries rely on our legendary performance, reliability and versatility, along with our trusted global customer service network, for affordable and flexible flight.

For more information, visit  www.txtav.com  |  www.defense.txtav.com  |  www.scorpionjet.com .

About Textron Inc.

Textron Inc. is a multi-industry company that leverages its global network of aircraft, defense, industrial and finance businesses to provide customers with innovative solutions and services. Textron is known around the world for its powerful brands such as Bell, Cessna, Beechcraft, Hawker, Jacobsen, Kautex, Lycoming, E-Z-GO, Arctic Cat, Textron Systems, and TRU Simulation + Training. For more information, visit: www.textron.com

Certain statements in this press release are forward-looking statements which may project revenues or describe strategies, goals, outlook or other non-historical matters; these statements speak only as of the date on which they are made, and we undertake no obligation to update or revise any forward-looking statements. These statements are subject to known and unknown risks, uncertainties, and other factors that may cause our actual results to differ materially from those expressed or implied by such forward-looking statements, including, but not limited to, the efficacy of research and development investments to develop new products or unanticipated expenses in connection with the launching of significant new products or programs; the timing of our new product launches or certifications of our new aircraft products; our ability to keep pace with our competitors in the introduction of new products and upgrades with features and technologies desired by our customers; changes in government regulations or policies on the export and import of our products; volatility in the global economy or changes in worldwide political conditions that adversely impact demand for our products; performance issues with key suppliers or subcontractors.

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Pilot's Lounge
Hangar Talk

Why would you pick a T182T?

Thread starter TangoWhiskey
Start date Jun 3, 2005

TangoWhiskey

Touchdown greaser.

Jun 3, 2005

I'm looking at the specs on a the T182 vs. the T182T. Obviously, one is turbocharged, and one is not. HOWEVER... the difference in service ceiling is not what one would expect. The 182T has a "Service Ceiling" of 18,100 feet, and the T182T has a "Certified Maximum Operating Altitude" of 20,000 feet. The Cessna website really uses those two separate terms in describing the maximum altitude. 182T: http://skylane.cessna.com/spec_perf.chtml T182T: http://turboskylane.cessna.com/spec_perf.chtml So, inquiring minds want to know if the T182T is worth the extra money. It has a lower useful load (due to the turbo's weight), a much higher cost, and you only pick up 1900 feet of altitude?? Can somebody explain this to me? Can a T182T actually go much higher than that (the 26000 or so that similarly-powered Beech aircraft can go to?), but Cessna didn't run certification tests that high? If they didn't run tests that high, why not? It doesn't make sense to me for them to market the Turbo as giving a less than 2000' advantage over the much simpler, cheaper, higher useful load normally-aspirated 182T. Confused...

poadeleted3

Pattern altitude.

I'm thinking that there are certification requirements above 20,000 feet, but am not really sure. The turbo will be climbing strongly past 10K, the non-turbo not so much. The turbo is faster, climbs better on a hot day and will get you off the ground faster. But it doesn't carry crap. Given the lack of mountains around here, I'd probably go with the non-turbo.

Troy, I can't speak to the C182, but my normally aspirated A36 has a certified ceiling of 18,500' MSL. Hahahahahahahah!!!!!! Hehehehehehe!!!! Snort! Maybe, given enough time and fuel it could claw its way up there. I've had it to 15,000 a few times. Rate of climb at that altitude is about 150 fpm. A turbocharged airplane, however, is climbing strong at 15,000'. Don't place too much weight on the service ceiling. A turbocharged airplane will maintain a strong climb well above 9,000 while the non-turbo will start wheezing. My A36 used almost 5,000' of runway the other day at an airport where density altitude was about 10,500'. Turbo 182's and turbo Centurians were popping off in about half that.

Final Approach

Right, and it isn't just that, Troy. Remember that at FL180 the NA 182 will be dragging along at very low MP, so the true airspeed won't be good. Meanwhile, at the same altitude, the T182T will be producing more horsepower and a much better true airspeed.

Frank Browne

Troy Whistman said: I'm looking at the specs on a the T182 vs. the T182T. Obviously, one is turbocharged, and one is not. HOWEVER... the difference in service ceiling is not what one would expect. The 182T has a "Service Ceiling" of 18,100 feet, and the T182T has a "Certified Maximum Operating Altitude" of 20,000 feet. The Cessna website really uses those two separate terms in describing the maximum altitude. 182T: http://skylane.cessna.com/spec_perf.chtml T182T: http://turboskylane.cessna.com/spec_perf.chtml So, inquiring minds want to know if the T182T is worth the extra money. It has a lower useful load (due to the turbo's weight), a much higher cost, and you only pick up 1900 feet of altitude?? Can somebody explain this to me? Can a T182T actually go much higher than that (the 26000 or so that similarly-powered Beech aircraft can go to?), but Cessna didn't run certification tests that high? If they didn't run tests that high, why not? It doesn't make sense to me for them to market the Turbo as giving a less than 2000' advantage over the much simpler, cheaper, higher useful load normally-aspirated 182T. Confused... Click to expand...

lancefisher said: AFaIK most unpressuized turbo'd airplanes are flown below 20,000 anyway so that MOA probably isn't an issue for very many owners. What you get with a turbo is significantly higher TAS in the high teens and impressive groundspeed when eastbound. You also get better takeoff performance with high DA (there is still some loss of takeoff performance with increasing DA, just not as much) and the ability to outclimb slightly steeper terrain. The downsides are higher initial and maintenance cost, and a higher fuel burn rate. Click to expand...

Taxi to Parking

Jun 4, 2005

Troy Whistman said: I'm looking at the specs on a the T182 vs. the T182T. Obviously, one is turbocharged, and one is not. HOWEVER... the difference in service ceiling is not what one would expect. The 182T has a "Service Ceiling" of 18,100 feet, and the T182T has a "Certified Maximum Operating Altitude" of 20,000 feet. Can somebody explain this to me? Can a T182T actually go much higher than that (the 26000 or so that similarly-powered Beech aircraft can go to?), but Cessna didn't run certification tests that high? If they didn't run tests that high, why not? It doesn't make sense to me for them to market the Turbo as giving a less than 2000' advantage over the much simpler, cheaper, higher useful load normally-aspirated 182T. Confused... Click to expand...

IMAGES

Cessna T182T Turbo Skylane
Aircraft N910CE (2022 Cessna T182T Turbo Skylane C/N T18209101) Photo
Cessna T182T N908TC TKS
Cessna T182T Turbo Skylane
PH-LLY Private Cessna T182T Turbo Skylane Photo by Ronald Vermeulen
Cessna T182T Turbo Skylane

VIDEO

Cessna T182T turbo skylane #shorts
Surviving A Fall Off A Cruise Ship 😨#shorts #ship
N5160Y
N6072T
Cessna T182T Turbo Skylane (N5179B) flying over my house (3:53 PM)
T182T final approach at Toronto Bottonville

COMMENTS

Cessna T182T Turbo Skylane
Cessna's new turbocharged T182T From a few tiedowns away, the new turbocharged Cessna T182T doesn't look much different from the 182S that debuted in 1997. Heads don't turn like they once did; the newness of the sleek white aircraft doesn't immediately draw attention to itself. ... Cruise speed/range w/45-min rsv, std fuel (fuel consumption ...
PDF Performance Charts Skylane T182T
Skylane T182T Speed Performance Maximum Speed @ 20,000 ft. / Cruise 88% Power @12,500 Feet. 176 159 0 25 50 75 100 125 150 175 200 1 2 Speed (Knots) Cruise Speed Max Speed. Performance Charts Skylane T182T Information supplied from Cessna Model T182T Pilot Operating Handbook. Takeoff Distance
Ultimate Issue: We Fly the Cessna T182T Skylane
At 10,000 feet, the POH quotes a cruise speed on a standard day of 155 knots and 17.8 gph at 87 percent—that's moving in a 182. At 20,000 feet on a standard day, 82 percent generates 165 knots ...
Cessna Turbo Skylane
The Cessna® Turbo Skylane® piston packs enough muscle to climb 1,040 ft per minute to a maximum cruising altitude of 20,000 ft, and then maintain its full 235 hp. Cruise comfortably at 165 ktas above unfriendly weather, challenging terrain and traffic. With its high-wing design and durable airframe, the Turbo Skylane® piston is poised and ...
2001
The T182T seats up to 3 passengers plus 1 pilot. Toggle navigation. Marketplace . Pro Buyer Program; Pro Seller Program; Buyer's Navigation; Seller's Navigation ... Best Cruise Speed: 145 KIAS. Best Range (i): 721 NM. Fuel Burn @ 75%: 14.5 GPH. Stall Speed: 49 KIAS. Rate of climb: 1,040 FPM. Ceiling: 20,000 FT. Takeoff distance: 775 FT. Landing ...
PDF Specification and Description
Wichita, Kansas 67215. 1-800-4-CESSNA. www.se.cessna.com This document supersedes all previous Specification and Description documents and describes only the Turbo Skylane Model T182T, its powerplant and equipment. Also included are the warranties applicable to the Turbo Skylane Model T182T aircraft, the Textron Lycoming TIO-540-AK1A engine ...
CESSNA SKYLANCE TC T182T INFORMATION MANUAL Pdf Download
Page 160 SECTION 5 CESSNA PERFORMANCE MODEL T182T NAV III GFC 700 AFCS SAMPLE PROBLEM (Continued) FUEL REQUIRED (Continued) With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 146 Knots -10 Knots 136 Knots Therefore, the time required for the cruise portion of the trip is: 414 Nautical Miles = 3.1 Hours...
Cessna 182 Turbo Skylane
Max Cruise Speed: 159 knots 294 Km/h Approach Speed (Vref): Travel range: 930 Nautical Miles 1,722 Kilometers Fuel Economy: 6.7 nautical mile / gallon 3.278 kilometres / litre Service Ceiling: 18,100 feet Rate of Climb: 924 feet / minute 4.69metre / second Take Off Distance:
PDF Cessna T182T Skylane
Cessna T182T Skylane Specifications Powerplant Textron Lycoming TIO-540-AK1A, 235 hp @ 2,400 rpm Recommended TBO 2,000 hr Propeller McCauley, 3-blade, constant speed Length 29 ft Height 9 ft 4 in ... Cruise speed/range w/45-min rsv, std fuel (fuel consumption), 12,500 ft
Cessna T182T Skylane, Single-engine four-seat fixed tricycle-gear high
Cessna T182T Skylane, Single-engine four-seat fixed tricycle-gear high-wing cabin monoplane, U.S.A. aircraft photos, specifications and performance data> Cessna T182T Skylane ... The 1978 R182 has a sea level climb rate of 1140 fpm and cruising speed (75% BHP) at 7,500 feet (2,300 m) of 156 KTAS at standard temperature. ...
Cessna Turbo Skylane T182T Returns To Production With Turbo-Charged
The Skylane T182T's engine is outfitted with a Hartzell Engine Technologies turbocharger and is paired with a heated, constant-speed three-blade metal McCauley propeller. ... (0.90 cubic metres) of cargo area is now easier. The aircraft has a maximum cruise speed of 165 KTAS and a maximum flight range of 970 nautical miles (1,798 kilometres ...
Cessna Turbo Skylane
It worked on both counts. The Turbo develops cruise power all the way up to its ceiling of 20,000 feet, and we were cruise climbing with the knobs full forward, showing 120 knots and around 700 ...
PDF Cessna 182T Skylane
SPEED Maximum at Sea Level ..... 150 KTS . Cruise, 80% Power at 7000 Ft ..... 145 KTS . CRUISE Using recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve.
PDF The New Cessna T182T Turbo Skylane
Cessna Aircraft Company Single Engine Piston Aircraft One Cessna Boulevard Independence, Kansas 67301 Telephone: 316-517-6056. 1-800-4-CESSNA. Fax: 620-332-0388. www.TurboSkylane.Cessna.com. This document supersedes all previous Specification and Description documents and describes only the Turbo Skylane Model T182T, its powerplant and equipment.
How the upgraded Cessna T182T compares to the fan-favorite Cirrus SR22
How the Cirrus SR22 compares to the Cessna T182T. Similar to the Cessna T182, the Cirrus SR22 first hit the market in 2001. It is equipped with a Continental IO-550-N engine, producing 310 horsepower, a noticeable lead on the Turbo Skylane. It has a climbed rate of 1,270 feet per minute and a max operating altitude of 17,500, which gives the ...
Cessna Skylane RG182 & TR182 Turbo
A 2023 Cessna Turbo Skylane T182T has a base price of $653,000. A non-turbo variation of the Skylane has a base price of $530,000. How Fast Is The Turbocharged T182T? Cessna's Skylane T182T has a maximum cruise speed of 165 ktas and a top limit speed of 175 kias. What Is The Difference Between A Cessna Skyhawk & Skylane?
Cessna T182T Turbo-Skylane (2003) performance and specification
Engine: Lycoming TI0-540-AK1A Gross Weight: 3,100 lbs Horsepower: 235 BHP Empty Weight: 2,017 lbs Top Speed: 175 kts useful load: 1,095 lbs Cruise Speed: 158 kts Fuel Capacity: 88 gal Stall Speed (dirty):49 knots Range: 886 nm Takeoff: Landing: ground roll: 775 ft ground roll: 590 ft Over 50 ft obstacle: 1,385 ft Over 50 ft obstacle: 1,350 ft Rate Of Climb: 1,040 fpm Ceiling: 20,000 ft
Turbo Cessna 182 T IFR power/speed settings?
In my T182T, I get a great all-around cruise at about what I call "23²", or 23-23.5"MP @ 2300RPM. Leaned properly, that yields around 13gph at 8,000 and above, which is typically around where I cruise XC. This seems to be the best combination of speed and economy I've been able to find. J.
Cessna 182 Turbo Skylane: Business Turbo for the Family Man
The Lycoming is so severely de-rated, that max cruise power is listed as 88 percent. If you're flying at 12,000 feet with power at the limit, you can expect 158-160 knots, depending upon weight. That's easily equal to or better than the best efforts of some retractables, like the old Commander 114, SOCATA Trinidad, and the Piper Turbo Arrow.
Cessna T182T Skylane
Cessna T182T Skylane Base Price: $281,000 Engine make/model: Lycoming IO-540-AK1A Horsepower@rpm@altitude: 235@2400@SL to 20,000 ft. Horsepower for takeoff: 235 TBO hrs.: 2000 Fuel Type: 100/100LL Propeller type: McCauley 3-blade CS…
Cessna Turbo Skylane returns to Textron Aviation's renowned piston
WICHITA, Kan. (Feb. 10, 2022) - Textron Aviation announced today the return of the Cessna Turbo Skylane T182T to its legendary piston product lineup, updated with the latest avionics suite and interiors. The Turbo Skylane's turbocharged engine delivers exceptional power, generating optimal climb rates and faster cruise speeds, as well as enhanced utility for operations from high-altitude ...
CESSNA TURBO SKYLANE T182T
Turbo Skylane T182T Description The Cessna T182T Turbo Skylane is a popular high-performance aircraft, renowned for its powerful engine and versatile capabilities. Designed for both private pilots and flight schools, this aircraft combines speed, efficiency, and ease of handling, making it an ideal choice for a wide range of aviation enthusiasts.
Why would you pick a T182T?
The 182T has a "Service Ceiling" of 18,100 feet, and the T182T has a "Certified Maximum Operating Altitude" of 20,000 feet. The Cessna website really uses those two separate terms in describing the maximum altitude. So, inquiring minds want to know if the T182T is worth the extra money.

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Specifications

29 ft (8.8 m)

9 ft 4 in (2.8 m)

36 ft (10.97 m)

2001 - 2013 CESSNA T182T

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Performance specifications

Ownership Costs 2001

Total Fixed Cost

Total Variable Cost ( 110.3 Hrs ) Cost Per Hour = $146.01 Cost Per Mile = $1.01

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Cessna skylance tc T182T Information Manual

Table of Contents

Operating Limitations

Emergency Procedures

Engine Failures

Static Source Blockage

Abnormal Landings

Electrical Power Supply System Malfunctions

Air Data System Failure

Attitude and Heading Reference System (Ahrs) Failure

Autopilot or Electric Trim Failure

Display Cooling Advisory

Vacuum System Failure

Amplified Emergency Procedures

Normal Procedures

Amplified Normal Procedures

Performance

Weight and Balance/ Equipment List

Airplane and Systems Description

Quick Links

Related Manuals for Cessna skylance tc T182T

Page 7: Table Of Contents

Page 11: Three View - Normal Ground Attitude

Page 13: Introduction

Page 20: Airplane Performance And Flight Planning Terminology

Page 23: Metric/Imperial/U.s. Conversion Charts

Page 26: Length Conversions

Page 30: Distance Conversions

Page 34: Temperature Conversions

Page 53: Fuel Limitations

Page 56: G1000 Limitations

Page 69: Introduction

Page 83: Low Volts Annunciator Comes On Below 1000 Rpm

Page 85: Air Data System Failure

Page 89: Amplified Emergency Procedures

Page 103: High Carbon Monoxide (Co) Level Annunciation

Page 107: Airspeeds For Normal Operation

Page 119: Before Takeoff

Page 122: Takeoff

Page 131: Starting Engine

Page 134: Before Takeoff

Page 140: Leaning Using Turbine Inlet Temperature (T.i.t.)

Page 143: Fuel Savings Procedures For Normal Operations

Page 151: Hot Weather Operations

Page 155: Introduction

Page 161: Landing

Page 167: Crosswind Component

Page 174: Cruise Performance

Page 185: Range Profile

Page 187: Endurance Profile

Page 189: Short Field Landing Distance At 2950 Pounds

Page 193: Introduction