Studying alternatives are limitless in aviation, and that’s top-of-the-line components of being a pilot.
Seemingly no sooner did I get checked out within the Diamond DA-40 than Galvin determined to dump each of their DA-40s. I do like to fly the C172, however I additionally adored the DA-40. Studying to fly that plane, which is extra sophisticated than a C172 with its constant-speed propeller, set me up effectively to transition to the Cessna 182T Skylane, which has the identical type propeller, albeit a three-blade model. The T in 182T stands for turbo, which does great issues for the airplane’s efficiency in addition to will increase pilot workload a good bit.
The turbo basically makes the engine assume it’s at or near sea degree on a regular basis, which suggests efficiency doesn’t taper off with altitude as with naturally-aspirated engines. The tradeoff is that not staying on prime of managing the engine temperatures makes it straightforward to wreck the engine or the turbo because of the excessive warmth generated by the turbo and its operation.
The 182T’s engine additionally has 50hp greater than the C172SP I’ve been flying for a pair years now, 230hp vs 180hp. FAA rules require a high-performance logbook endorsement from a flight teacher to fly plane with greater than 200hp, in order that’s additionally a part of the checkout coaching for the 182T. Galvin’s home guidelines require a minimal of 5 hours flight coaching time with an teacher for this airplane, plus a little bit of floor coaching to make sure the pilot is aware of the plane methods and working procedures.
In addition to being a bit quicker than a 172, the 182T has a significantly larger load-carrying capability and might fly a lot larger – 20,000′ vs 13,500′ for the C172. The 182T is provided with a supplemental oxygen system for flying at excessive altitudes.
Regardless of all that, the 182T handles very similar to a 172, if slightly nose-heavy because of the bigger engine. This specific mannequin has vortex turbines on the main edges of the wings and horizontal stabilizers. This makes it surprisingly tough to stall. Carl (my very thorough and ever-patient CFI) had me fly it throughout a power-on stall such that the airspeed learn zero on the indicator but we have been nonetheless flying and the stall hadn’t damaged but. Tremendous enjoyable.
There are further controls to handle associated to managing the propeller and engine and turbine-inlet temperatures. That makes issues like takeoffs, touchdown approaches, and sample work fairly busy for the pilot, as there’s loads of new stuff to study. However with apply, all of it turns into manageable.
I’m at present about midway by means of the checkout course of. The Pacific Northwest fall climate has made flying a recreation of last-minute climate cancellations. As soon as issues clear up, the following step might be a cross-country flight to an airport I’ve not but been to, round 100 miles away from Seattle. I’ve a number of routes deliberate out, and the precise alternative might be pushed by which has the most effective climate alongside the route. Keep tuned.