TR182 cost of ownership - maintenance, etc.

Peter Duniho wrote:


BTW, I don't recall the official designation off the top of my head, but
I've always used the term "182RG" to describe a retractable gear Cessna 182,
and would normally call a turbocharged version a T182RG. I admit, it gets
confusing if you want to include the model letter as well, but just a
heads-up that you may not always see it called a "TR182".

Officially a retractable 182 is an R182. The turbo model is the TR182.
It is common to see 182RG and T182RG but to Cessna these are wrong.

"Newps" wrote in message
. ..
Officially a retractable 182 is an R182. The turbo model is the TR182. It
is common to see 182RG and T182RG but to Cessna these are wrong.

Doesn't surprise me. I just wanted to alert John that there are people like
me going around using unofficial terms.

"Peter Duniho" wrote in message
...
"Newps" wrote in message
. ..
Officially a retractable 182 is an R182. The turbo model is the TR182.
It
is common to see 182RG and T182RG but to Cessna these are wrong.

Doesn't surprise me. I just wanted to alert John that there are people
like
me going around using unofficial terms.


For FAA/ATC purposes, it's designator is C82R.

"john szpara" wrote in message
...
I've decided that a TR182 (turbo, retract) would be a better choice
for me, economically than a T210. It was a tough decision, because I
love 210s, but right now it's the right choice.

I would appreciate any input you have on the TR182. Yearly costs,
major mechanical work, fuel burn and even the performance numbers you
are getting.

My purchase budget is $160,000, cash, and it should include
everything. I'm talking purchase, taxes, annual/prepurchase and a
slush fund for fixing any discrepancies. I hope that will cover any
needed avionics upgrades, as well.

My operating budget is currently $30,000/yr.

Does it look like I can afford this plane?

John Szpara
Private pilot
Fiero Owner 2-84 Indy Pace cars, 86 Coupe, 88 Formula 3.4, 88 Coupe, 88GT


TR 182 Exelent Airplane!

Steven L. Rhine
CP ASEL & AMEL Instrument Airplane
CFI (Student)

NW_PILOT wrote:


TR 182 Exelent Airplane!

If we could rate Usenet posts like customers do for Amazon.com's product
reviews, I would have to choose, "Not Helpful."


--
Peter

I've owned a TR182 for about five years. Here are a few impressions:

1) The turbo is HOT, and the heat causes some engine problems. I've
replaced the turbo once, and had various waste gate and hose problems
along the way. Not a huge concern, but has probably averaged $500-700
a year over the five years.

2) The oil cooler is not efficient. Climb out on a hot day (especially
in Colorado, where I live) generally has to be done as a step climb to
keep the oil cool enough. There is an STC to add an additional cowling
hole in front of the oil cooler, but I believe it would trim a few
knots off the plane as well.

3) Given that the engine runs hot, it is a good idea to try and avoid
shock cooling. Plan ahead.

4) There is a carb heat knob. I've never used it. (See engine runs
hot, above....)

5) Always, always, always let the engine idle for at least four
minutes before shutdown to keep the turbo alive another day.

6) The turbo is, of course, a normalizer. I get 31" on climbout up to
about 8,000 feet. 28" at about 10,000. 17" at FL180. Obviously
different numbers in summer and winter, but that's a general idea.

7) Cruise speeds do not really match the book, at least in my plane. I
get roughly 140 at 5.000, 150 at 10,000, 160 at 17,000.

8) Although everyone talks about it, I've never had a landing gear
problem, except one self-induced problem when I did a carrier landing
after encountering some low wind shear and I got a hairline crack in
part of the gear. That was expensive - around $1,500 I believe.

9) I don't have a lot of experience with other planes, but I have to
say that the 182 is a very simple IFR platform. Very stable, trim
works excellently, easy to nail the ILS almost hands off.

10) Along the same lines, it is a very forgiving airplane. Having the
gear to drop is like being able to throw out an anchor - makes speed
management and descents pretty simple.

11) It can haul a lot of weight. Although I have not, of course, ever
exceeded the weight part of the W&B, no matter what load has been in
the plane I have been able to get 600 fpm climb out of my 5,000 foot
airport on a hot summer day. Alone on a cold winter day I can be at
17,000 feet in less than 15 minutes.

12) Fit and finish is typical of a 25 year old Cessna. Lots of air
leaks. Luckily it has a good heater. Don't expect to stay dry flying
through heavy rain.

13) I've run the engine at all types of settings, but I feel most
comfortable about protecting the cylinders by running about 100
degrees rich. This gives me fuel burn of about 15gph at 10,000 and
about 13 gph at 17,000. You can certainly run it much leaner, but I
believe it will show up in the annual compression checks.

By the way, the $160 K is high (although I wish it wasn't). There's
probably more, but I can't think of it off the top of my head. Feel
free to email me off line.

Michael

I haven't owned a TR182 but I did own a 182 for 7 years and now a
Bonanza. After reading the info below I cannot believe anybody would
pick the TR182 with these deficiencies listed below. I'm assuming the
OP had to have a turbo because the list below just screams "don't buy
me." So you are considering a slow plane that you can't climb because
it will burn up. It leaks air like a sieve and oh, by the way, don't
land too hard or you'll crack the gear and all the brake fluid will leak
out. It's no wonder I never considered a Cessna when it was time to
upgrade.



Michael 182 wrote:
I've owned a TR182 for about five years. Here are a few impressions:

1) The turbo is HOT, and the heat causes some engine problems. I've
replaced the turbo once, and had various waste gate and hose problems
along the way. Not a huge concern, but has probably averaged $500-700
a year over the five years.

2) The oil cooler is not efficient. Climb out on a hot day (especially
in Colorado, where I live) generally has to be done as a step climb to
keep the oil cool enough. There is an STC to add an additional cowling
hole in front of the oil cooler, but I believe it would trim a few
knots off the plane as well.

3) Given that the engine runs hot, it is a good idea to try and avoid
shock cooling. Plan ahead.

4) There is a carb heat knob. I've never used it. (See engine runs
hot, above....)

5) Always, always, always let the engine idle for at least four
minutes before shutdown to keep the turbo alive another day.

6) The turbo is, of course, a normalizer. I get 31" on climbout up to
about 8,000 feet. 28" at about 10,000. 17" at FL180. Obviously
different numbers in summer and winter, but that's a general idea.

7) Cruise speeds do not really match the book, at least in my plane. I
get roughly 140 at 5.000, 150 at 10,000, 160 at 17,000.

8) Although everyone talks about it, I've never had a landing gear
problem, except one self-induced problem when I did a carrier landing
after encountering some low wind shear and I got a hairline crack in
part of the gear. That was expensive - around $1,500 I believe.

9) I don't have a lot of experience with other planes, but I have to
say that the 182 is a very simple IFR platform. Very stable, trim
works excellently, easy to nail the ILS almost hands off.

10) Along the same lines, it is a very forgiving airplane. Having the
gear to drop is like being able to throw out an anchor - makes speed
management and descents pretty simple.

11) It can haul a lot of weight. Although I have not, of course, ever
exceeded the weight part of the W&B, no matter what load has been in
the plane I have been able to get 600 fpm climb out of my 5,000 foot
airport on a hot summer day. Alone on a cold winter day I can be at
17,000 feet in less than 15 minutes.

12) Fit and finish is typical of a 25 year old Cessna. Lots of air
leaks. Luckily it has a good heater. Don't expect to stay dry flying
through heavy rain.

13) I've run the engine at all types of settings, but I feel most
comfortable about protecting the cylinders by running about 100
degrees rich. This gives me fuel burn of about 15gph at 10,000 and
about 13 gph at 17,000. You can certainly run it much leaner, but I
believe it will show up in the annual compression checks.

By the way, the $160 K is high (although I wish it wasn't). There's
probably more, but I can't think of it off the top of my head. Feel
free to email me off line.

Michael

...oh, by the way, don't
land too hard or you'll crack the gear and all the brake fluid will leak
out.

It's not landing hard that does it. The gear is strong. We fly
off unimproved strips with it. It's not maintaining and adjusting it
properly that results in stress in the wrong places.

Dan

Michael 182 wrote:

6) The turbo is, of course, a normalizer. I get 31" on climbout up to
about 8,000 feet. 28" at about 10,000. 17" at FL180. Obviously
different numbers in summer and winter, but that's a general idea.

Interesting. My Bonanza V35 is equipped with a Tornado Alley
turbo-normalized IO-520 and MP remains at 29.92 (top of the green arc) from
sea level to roughly FL200. Above this altitude, MP begins to drop off.

I am not a qualified mechanic, nor do I have years and years of aviation
experience in many different aircraft, but the idea of losing MP at 8,000
feet in a turbo-equipped aircraft just doesn't seem right to me.

--
Peter

Peter R. wrote:

Michael 182 wrote:


6) The turbo is, of course, a normalizer. I get 31" on climbout up to
about 8,000 feet. 28" at about 10,000. 17" at FL180. Obviously
different numbers in summer and winter, but that's a general idea.


Interesting. My Bonanza V35 is equipped with a Tornado Alley
turbo-normalized IO-520 and MP remains at 29.92 (top of the green arc) from
sea level to roughly FL200. Above this altitude, MP begins to drop off.

I am not a qualified mechanic, nor do I have years and years of aviation
experience in many different aircraft, but the idea of losing MP at 8,000
feet in a turbo-equipped aircraft just doesn't seem right to me.

Smaller turbo, yet another reason to scratch your head and say why?