CAP TXWG Cessna 182T Introduction

aircraft after 2022 will have this feature. There are quite a few differences between each generation of G1000 and we'll cover them as much as possible. But you must still refer to individual POHS and STCs. Speaking generally, CAP does not purchase significant upgrade packages on the G1000 aircraft to bring them all up to the newest features. You should have familiarity with all you might encounter. CAP TXWG Cessna 182T Introduction 3 Civil Air Patrol - Texas Wing Cessna 182T Introduction 3. Weight and Balance TEXAS 3.1. Probably the most consequential aspect to the weight and balance is that the takeoff weight and landing weight are not identical for the C182T. The maximum takeoff weight is 3100 pounds, but the landing weight is 2950 pounds. 3100-2950= 150 pounds 3.2. This 150-pound difference is going to almost always need to be in fuel burned. At 6 pounds per gallon, you need to burn 25 gallons if you took off right at maximum takeoff weight. With a typical cruise fuel burn of 12-15 gph, you might need to fly almost two hours before intending to land. 3.3. This does not mean you can't land in an emergency or as a safety of flight requirement. PIC emergency authority is still paramount. However, when planning a normal flight, you must take this math into consideration. As a tip, many pilots try to stay inside landing weight or just barely over so less math is required. 3.4. If an overweight landing occurs, please ground the aircraft for an Overweight Landing Check by an A&P. The Aircraft Maintenance Officer for the aircraft should be notified to arrange the process. CESSNA MODEL 182T NAV III GFC 700 AFCS 815858 Loaded Airplane Weight (Pounds) SECTION 6 WEIGHT AND BALANCE/ EQUIPMENT LIST CENTER OF GRAVITY LIMITS Airplanes C.G. Location - Millimeters Aft of Datum (FS 0.0) 900 1000 1200 1250 950 1100 1050 1150 1350 850 3200 1450 Maximum Takeoff Weight 3100 Pounds 3100 1400 Maximum Landing 3000 Weight 2950 Pounds 2950 2900 1300 2800 1250 2700 1200 2600 1150 2500 Center-of-Gravity Limits 1100 2400 1050 2300 2200 1000 2100 2000 Autopilot use prohibited. 1900 1800 950 900 850 32 34 36 38 40 42 44 46 48 50 Airplanes C.G. Location - Inches Aft of Datum (FS 0.0) NOTE If takeoff weight is more than maximum landing weight, allow flight. time for fuel burn off to 2950 pounds before landing. Figure 6-8* Loaded Airplane Weight (Kilograms) Unscheduled Maintenance Checks Defined and Areas of Inspection A. Hard/Overweight Landings. (1) A hard landing is any landing made when the sink rate is more than the permitted sink rate limit. An overweight landing is any landing made when the gross weight is more than the maximum gross landing weight given in the approved Pilot's Operating Handbook. NOTE: If the hard/overweight landing also has high drag/side loads, more checks are necessary. Hard or overweight landing check. Main gear struts - Examine for correct attachment and permanent set. Main gear attachments and supporting structure - Examine for loose or unserviceable fasteners and signs of structural damage. (2) (a) Landing gear. 1 2 3 Nose gear trunnion supports and attaching structure unserviceable fasteners and signs of structural damage. - Examine for loose or 4 (b) Wings. Nose gear attachments and supporting structure - Examine for loose or unserviceable fasteners and signs of structural damage. Wing surface and lift strut Examine the skin for buckles, loose or unserviceable fasteners, and fuel leaks. Examine the attach fittings for security. 1 2 Trailing edge - Examine for any deformation that stops the normal flap operation. Excerpt from Cessna Service Manual CAP TXWG Cessna 182T Introduction TEXAS LDW LO TOW -Structural MTOW 3,000 Structural MLDW Structural MZFW Civil Air Patrol - Texas Wing Cessna 182T Introduction 4. Fuel vs Useful Load 4.1. It is rare to "top off" the fuel on the C182T. Fuel at maximum capacity of 87 gallons usable will severely limit the remaining useful load. Most aircraft are kept mission ready between 50-64 gallons. It may be local discretion or wing-level standardized. Never "top off" without fully understanding the implications. 4.2. A habit that may lead to being over fueled is not being physically present during the fueling. If asking for a fueler to do the fueling from a truck, you should be there to remind them the exact gallons right there. Asking for fueling remotely has led to a fueler not understanding or hearing and just topping off like is common on some other types of aircraft. The picture to the right depicts three 180-pound persons and no cargo and full fuel. 3,200 2,800 2,600 2,400 2,200 2,000 1,800 ZFW 34 36 38 40 42 44 46 CG (in) Weight Limit CG FWD / AFT (lbs) (lbs) (in) Limits (in) BEW 2,050 39.5 33.0/ 46.0 Payload 600 900 Zero Fuel Weight 2,650 2,950 42.9 35.2/46.0 Fuel Tanks 522 522 Ramp Weight 3,172 3,110 43.5 Taxi Fuel 6 Takeoff Weight 3,166 3,100 43.4 Fuel To Destination Landing Weight 0 3,166 2,950 43.4 Structural-MTOW TOW 3,000 Structural MLDW-LDW Structural MZFW 4.3. Even though there are four seats in the aircraft, it is uncommon to have more than three occupied. It is possible to have a fourth, but circumstances will make it unlikely. In this example with 64 gallons and very minimal cargo, three 180-pound persons can takeoff, but you must check your fuel burn math before landing. 4.4. A note about cargo. It's standard to have quite a bit of weight in the baggage compartment. Standard equipment includes a survival kit, cameras with cases, spare headsets, oxygen tank, and miscellaneous supplies. Each aircraft's Aircraft Information File (AIF) should have a list for Loose/Removable Equipment. The weight for the equipment may or may not be listed. 2,800 2,600 2,400 2,200 2,000 1,800 CAP TXWG Cessna 182T Introduction ZFW 34 36 38 40 42 44 CG (in) Weight (lbs) Limit (lbs) CG (in) FWD/AFT Limits (in) BEW 2,050 - 39.5 33.0/46.0 Payload 600 900 Zero Fuel Weight 2,650 2,950 42.9 35.2/46.0 Fuel Tanks 384 522 Ramp Weight 3,034 3,110 43.3 40.0/46.0 Taxi Fuel 6 Takeoff Weight 3,028 3,100 43.3 39.9/46.0 Fuel To Destination. 72 Landing Weight 2,956 2,950 43.2 39.0/46.0 5 Civil Air Patrol - Texas Wing Cessna 182T Introduction 4.5. In this example by reducing the fuel to 50 gallons, we're just barely over landing weight. Little to almost no extra math is required. This assumes three 180- pound persons with minimal cargo. 2,800 4.6. This example with only two 180-pound persons with 64 gallons means we're way under landing weight already before starting the flight. With only two persons, it's less likely to be overweight. CAP TXWG Cessna 182T Introduction Weight (lbs) Weight (lbs) 3,000 Structural-MLDW- LDW 2,600 2,400 2,200 2,000 1,800 34 36 38 CG (in) 40 42 22 TEXAS -Structural-MTOW TOW Structural MZFW ZEW 44 46 Weight (lbs) Limit (lbs) CG (in) FWD/AFT Limits (in) BEW 2,050 - 39.5 33.0/46.0 Payload 630 900 Zero Fuel Weight 2,680 2,950 43.2 35.4/46.0 Fuel Tanks 300 522 Ramp Weight 2,980 3,110 43.5 39.3/46.0 Taxi Fuel 6 Takeoff Weight 2,974 3,100 43.5 39.2/46.0 Fuel To Destination Landing Weight 102 2,872 2,950 43.4 37.8/46.0 Structural-MTOW 3,000 Structural MLDW- LDW Structural MZFW TOW 2,800 2,600 ZFW 2,400 2,200 2,000 1,800 34 36 38 40 42 44 46 CG (in) Weight (lbs) Limit CG FWD/AFT (lbs) (in) Limits (in) BEW 2,050 39.5 33.0/46.0 Payload 460 900 Zero Fuel Weight 2,510 2,950 41.1 34.4/46.0 Fuel Tanks 384 522 Ramp Weight 2,894 3,110 41.8 38.1/46.0 Taxi Fuel 6 Takeoff Weight 2,888 3,100 41.8 38.0/46.0 Fuel To Destination 0 Landing Weight 2,888 2,950 41.8 38.0/46.0 6 Civil Air Patrol - Texas Wing Cessna 182T Introduction TEXAS 5. Fuel Totalizer 5.1. The pre-defined values for the fuel totalizer on the 182T are 87 or 64 gallons. We typically fly a little less than 64 so can set 64 and subtract as appropriate to the actual fuel quantity you manually measured. 5.2. The only effective method to knowing exactly how much fuel to set into the totalizer is measuring manually. This means taking out the dip stick and measuring the gallons in each tank. Because we rarely fly "topped off", you need to measure manually. The tabs marks are not effective for getting a precise number. 5.3. As a reminder, this totalizer is completely independent of the fuel quantity gauges. You must input an accurate GAL REM (gallons remaining) into the totalizer otherwise its indications are meaningless. 5.4. The G1000 totalizer is decently accurate on Gallons Used. It measures the real-time GPH and will count gallons used. This means it measures the low number of gallons used during taxi, the higher amount used during takeoff, and the various low and high-power settings during maneuvers. This is unlike manual fuel totalizers that you have to input a GPH and it counts from avionics power up no matter what power setting. VOLU 118.500 124.850 1C 124.850 124.850 2M GARMIN N1 113.90 110.50 GS OKT 2 113.90 110.50 END 88+35 END 88+35 Map Navigation Map ETE TRK UP NAV N CF16 PUSH 1-2 630 3000 OIL PSI OIL*F RPM O CL JJACK 41.3 112 13 HOBEX HDG -Fuel Calc- WOTPO FFLOW GPH 0.3 LINIC GAL Used 0.0 WELBO 4NM GAL REM 28.0 120 150 180 210 PUSH HDG: DG SYNC CIYYA Fuel QTY GAL JULIR AP FD 1020 F KCLL HDG ALT -Electrical- M Bus E NAV VNV 28.0 Volts 28.0 WEVAN M APR BC -3 Battery S Amps CLL 9 -3 TEYUP JEMON A VS UP 29THR APZIC Y EMERG VOLU PUSH 1-2 CRS BARO PUSH CRS CTR RANGE PUSH PAN MENU FPL PROC 500 -500 83TX CLR ENT MOSE FLC DN OROCE Engine Lean System RST Fuel GAL REM Back ALT Engine ----> System ----> RST Fuel or Gal REM CAP TXWG Cessna 182T Introduction ↑ DELT MAP FMS PUSH CRSR 7 TEXAS Civil Air Patrol - Texas Wing Cessna 182T Introduction 5.5. The GAL USED will subtract from the manually input GAL REM in real time. The GAL REM becomes only as reliable as the manually input number though. If the manual Fuel Quantity gauges show a significantly lower number from the GAL REM during straight and level unaccelerated flight, then ask why and consider a possible fuel leak or maybe user error. The two values here are not mechanically or electronically linked in anyway. PUSH VOLU NAV ↑ Fuel Calc FFLOW GPH 0.3 GAL Used 0.0 GAL REM 30.0 Fuel QTY GAL 0 10 20 F GARMIN N1 113.90 110.50 V2 113.90 110.50 GS OKT END 95+37 END 95+37 Map - Navigation Map ETE 118.500 124.850 124.850 1C 124.850 2M 0 RPM 0 630 3000 OIL PSI PUSH OIL °F 41.3 113 1-2 HDG PUSH HDG SYNC AP FD TRK UP CF16 N CL JJACK HOBEX 13 - Fuel Calc FFLOW GPH GAL Moed GAL REM WOTPO 0.3 00 30.0 LINIC 150 180 EMERG PUSH 1-2 PUSH VOLU CRS - BARO Fuel QTY GAL 10 20 Resetting will make it 0 Gal. If 40 Gal was measured by the dipstick, press 35 GAL. Then press +1 GAL five times. GAL REM will adjust with button presses. Then subtract with real time fuel flow. PUSH CRS CTR RANGE HDG ALT M Electrical- Bus E NAV VNV 28.0 Volts 28.0 M APR BC -3 Battery S Amps -3 TEYUP JEMON +4 PUSH PAN MENU NOSE UP APZIC FPL PROC 500 29THR -500 NOSE 83TX FLC DN -2% CLR ENT Engine Lean System -10 GAL OROCE -1 GAL ALT +1 GAL +10 GAL 35 GAL 53 GAL Back DELTMAP FMS CAP TXWG Cessna 182T Introduction PUSH CRSR 8 00 TEXAS Civil Air Patrol - Texas Wing Cessna 182T Introduction 6. Kinds of Operation Equipment List 6.1. The aircraft utilizes a KOEL or Kinds of Operations Equipment List. This list is in AFM or POH Section 2 Limitations. You will see different types of equipment and types of operation such as Day/Night VFR/IFR. The “1” means it is required for the operation. The “0” means it is not required. For airworthiness, you must comply with this list. There are often notes or comments associated so please check thoroughly. 6.2. This does not outright replace Part 91 requirements for airworthiness. You must still comply with 91.205 and any deferrals per 91.213 in addition to the KOEL. PIC discretion to not fly based on safety considerations is still within your purview. SECTION 2 OPERATING LIMITATIONS CESSNA MODEL 182T NAV III GFC 700 AFCS KINDS OF OPERATIONS EQUIPMENT LIST System, Instrument, Equipment and/or Function PLACARDS AND MARKINGS KIND OF OPERATION UER NICHT ―ER DAY VER NIGHT VER DAY 182T Nav III-GFC 700 AFCS POH/AFM 1 1 1 1 Garmin G1000 1 1 1 1 Cockpit Reference Guide AIR CONDITIONING 1 Forward Avionics Fan 1 1 1 1 2 - PFD Fan 0 0 0 3 - MFD Fan 0 0 0 4- Aft Avionics Fan 1 1 1 1 TIONS COMMENTS Accessible to pilot in flight. Accessible to pilot in flight. CAP TXWG Cessna 182T Introduction 9 TEXAS Civil Air Patrol - Texas Wing Cessna 182T Introduction 7. Regulatory Compliance for Beacon Light 7.1. The KOEL for the 182T will mention the Beacon Light as "0". But the KOEL does not replace all the associated FARs regarding airworthiness. You must comply with everything to include ADS, KOELS, FARS, etc. 11 - Aircraft Position (NAV) Lights 0 1 1 1 12- STROBE Light System 1 1 1 1 - 13 BEACON Light 0 0 0 0 14-TAXI Light 0 0 0 0 7.1.1. In multiple FAA letters of interpretation, some have asked if the Beacon light is required or not. The FAA's viewpoint is that yes, the Beacon is required. There's a lot more to the background and logic but just realize the KOEL is not the end of the story for airworthiness. 7.2. Sources: FAA Reply to Thomas D Letts on December 2017, FAA Reply to Daniel Murphy on January 11, 2011. 7.3. Below are two excerpts: Accordingly, the FAA considers the aircraft's rotating beacon and strobe lights to be part of the aircraft's anticollision light system. As § 91.205(a) specifies that the instruments and equipment required by that section be "in operable condition" both the rotating beacon and strobe lights would need to be operable for the requirements of § 91.205 to be met. Accordingly, operation of an aircraft using only the aircraft's strobe lights after placarding its red rotating beacon as inoperative and making an entry in the aircraft logbook would not be permitted unless such action is authorized by a waiver.³ CAP TXWG Cessna 182T Introduction 10 Civil Air Patrol - Texas Wing Cessna 182T Introduction 8. Essential Bus and Standby Battery 8.1. As loss of electricity is more consequential, an extra battery is onboard in addition to the main battery. This standby battery cannot power everything though. Only items on the Essential Bus can be powered through the Standby Battery. 8.2. The expectation is you memorize what exactly is on the Essential Bus, but especially more important for IFR pilots. OFF Г PFD ADC AHRS NAV 1 ENG STBY STBY COMM 1 IND LTS BATT ESS BUS 5 10 15 5 5 20 20 TEXAS STBY BATT RM TEST TEST 8.3. A common scenario is the legality of flying with an inoperative or weak standby battery. The KOEL mentions for Day VFR as a 0. And many pilots would likely feel it's an acceptable risk. The question becomes for Night or IFR. The KOEL just has a * to refer to Note 1. Note 1 mentions it is required per EASA (European) regulation. There is no mention of FAA. It mentions it being recommended. PIC discretion on risk assessment should be used in these circumstances. COMMUNICATIONS 1 - VHF COM 0 0 1 1 ELECTRICAL POWER 1-24V Main Battery 1 1 1 1 2-28V Alternator 1 1 1 3-24V Standby Battery 0 * * * *Refer to Note 1. 4 Main Ammeter 1 1 1 1 - 5 Standby Ammeter 0 * * * *Refer to Note 1. NOTE 1. The European Aviation Safety Agency (EASA) requires the 24V Standby Battery and Standby Ammeter to successfully complete the pre-flight check before operating the airplane in VFR night, IFR day, or IFR night conditions in Europe. Correct operation of the 24V Standby Battery and Standby Ammeter is recommended for all other operations. 8.4. Another note, the Essential Bus does not power an avionics fan. The plane will be very quiet with just the Standby Battery being on. On the ground, do not accidently forget to turn it off and walk away from the plane. Not only will the battery eventually deplete but the PFD is not being cooled for a long duration. CAP TXWG Cessna 182T Introduction 11 Civil Air Patrol - Texas Wing Cessna 182T Introduction TEXAS 8.5. The GI-275 on the newer G1000s has its own internal battery. It's supposed to run for at least 60 minutes. UVERIG SPEED 105 KAS GARMIN GARMIN 117-119.70 110.70 GPS AP ps 216 090 ALT 5000P APPROACH 5000 124.950-128.600 15 121.500 128.6002 CAP 2966 11705-110.70 2117.90 110.70 119KT DTK 090 TRK 090 Map-Navigation Map ETE 1+48 124.950-128.600 19 121.500 128.600 2 14 COM NAV 2460 GOOOBR 400000 5100 WARNING 140 5000 10 10 51 160 5 5 140 360 50 4880 10.1 60 120 47 10 350° 10 30.06IN י/י/י/יויייויויויוידי 3 30 33 3519 HS 00073 28.2 1+00 ari 7 CRS RANGE 8.6. For planning considerations, if the alternator fails, the main battery should power everything for a period of time. Turning off non-essential items would certainly help extend the main battery. Once the main battery runs out, the standby would power the essential bus. The GI-275, if installed, would run on its own battery once the main battery ran out. If the standby battery also runs out, the engine will still run. You just have no engine instruments. If vacuum-driven standby instruments are installed, they would run as normal throughout. 8.7. The standby battery is supposed to run the essential bus for at least 30 minutes. 8.8. On just the essential bus, you lose quite a few things. There'll be no transponder, no ADSB, no Flap movement, no Stall Warning horn. Only one Nav receiver is available. GPS 1 should be powered through the PFD though. If IFR, you need to come up with a plan quickly and with limited ATC assistance. CAP TXWG Cessna 182T Introduction 12 Civil Air Patrol - Texas Wing Cessna 182T Introduction 9. Oil Dipstick TEXAS 9.1. The panel with access to the oil dipstick is in a less than ideal position. Many pilots will prefer to use a ladder to have simpler access. The position means you probably won't be able to see the actual opening for the dipstick so re-insertion can be a real challenge. 9.2. As a tip, when trying to re-insert, make sure the stick is almost completely vertical when dropping. Initially, you may want something to help you visually see the opening. After a while, you will have more muscle memory that makes access easier. 9.3. The AFM/POH minimum oil quantity for the C182T with the Lycoming IO-540 is four quarts. Many will try to keep it between six to eight quarts but the minimum is four. The opening for the dipstick is also the oil adding source. 9.4. An important note, CAP has many older Cessna C182R models with Continental engines. These have a minimum oil quantity of nine quarts. Don't takeoff with less than nine quarts on an C182R model. A mental note on the dipstick insertion is to first find the bigger opening. Once you're confident you are inside of that, you can feel around for the smaller opening. Then the dipstick should freely fall into place to then tighten. CAP TXWG Cessna 182T Introduction Dipstick 13 33