Got to fly a G1000 182 yesterday. Ok I know that is not a big deal to you experienced guys but it was a step up for me. Variable pitch prop , mp / rpm was not the big deal I thought it would be. Quite a bit faster than the 172 I trained in and the glass avionics will take some getting used to. Two real good landings and one hard one- was a bit behind the plane on that one, but a great experience for a new pilot. Stalls were not dramatic at all , the 182 seems to want to keep flying no matter how slow you get. Still have a lot to learn and still having a great time.

What did you think of the G1000? I've heard/read that they take a while to get used to. I had a chance to fly a 172 with a G1000 awhile back, and now I'm kicking myself for not doing it...

If possible, get the DVD Cessna provides with new airplanes and watch it a few times. That and a few turns around the patch should make one reasonably comfortable with the new airspeed display, etc.

Programing flight plans and shooting approaches takes a bit more time getting used to, at least to me, but was surprisingly intuitive.

quote:

Originally posted by Big Mo:
Stalls were not dramatic at all , the 182 seems to want to keep flying no matter how slow you get.

Sure, but don't take stalls too lightly. The ones that kill people start off nothing like the power off/straight ahead/high nose angle/low wing loading type of thing.

The 182 has been a good stable platform for many years.

Like JAL said the stall that kills you is one that happens low level cross controlled power on. All of sudden you are upside down stalled and out of altitude.

An old instructor of mine used to call it the "hey look at my house stall".

You know the one where the guy is circling his house at 500' trying to keep it in sight under low wing by stepping on bottom rudder and pulling the nose up. It happens way to often.

The G 1000 was different of course but I don't think it would take too much to get used to it.
I want to hook it up on the ground and get familliar with all the buttons and knobs. As far as airspeed, altimeter, mp and rpm it wasn't hard at all. I think I checked steam gauges once or twice.
I hear you about the stalls , I was working real hard to stay co-ordinated during these manuvers. These biggest difference was the nose wt on landing alot heavier than a 172, had to really pay attention to the flair.

quote:

These biggest difference was the nose wt on landing alot heavier than a 172, had to really pay attention to the flair.

This just goes to show you that trim is your friend.

What happens is that up to and including 172 size aircraft they are small enough you can muscle the controls and not have to rely on using the trim so much. on the 182 and above the airplane is stronger than you are, at least in the long run.

I know you're learning a ton every flight, but try flying the plane with just your thumb and forefinger hooked over the lower part of the yoke. If it gets tiring then adjust the trim. After a while you'll get the feel for the trim and it will make your flying easier.

I would give two quick turns right before leveling out above the runway. And you are right Mark, I will have to get used to using trim on landings. The yoke did feel heavy . I did not use the electric trim [new to me] but will get better with time. Thats a good idea to use a light grip on the controls,thanks for the advice.

Electric trim, now there's a great invention.
So is it acceptable practise to use it to round out/flare each landing??

If so the engineers should have it's speed adjusted to suit an average round out time.

I saw at least one C.180 here fitted with a Piper type roof winder handle so as to make faster trim changes.

Damn shame they make some controls so heavy anyway. The nicest plane to fly I tried was an Air-tractor with servos on all serfaces, and well adjusted/balanced to boot.

Count 1-2-3 before round out I was told. Thats what my instructor does and he flies everything. Once I get familiar with the 182 I'm sure I will get used to trim location in the pattern.

Mo,

The problem is the damn control wheel looks like you use it to shoot down messerschmitts, I mean people squeeze them so hard you can see the finger grooves!

In real life, just like with a trained horse, the plane is supposed to gently follow your lightest movement and touch. Well on a calm day anyway.

Move the yoke to where you want the attitude of the plane to be at, and then use the trim to take the pressure off your hand. Electric trim IMHO is not as east to learn with, as I think the best way is to hold the yoke and then move the wheel until the yoke feels neutral in your hand. With electric trim you pretty much gotta grab the yoke in your fist, but try to be dainty about it.

And don't worry, you're learning lots of stuff but it all gels eventually!

Mark, I agree with you. I would rather use the wheel,I think you can get a better feel for it that way. Did a short field t/o as well , got up real quick.
Thanks for the advice,
stan

Of course the real fun starts when you are set up to touch down with plenty of back trim, and you then have to go-around.

I could bore you all with a story here now but... Yes I will. No one has to read it.

The manual of the Cessna Ag-wagon C.188 states that when dumping a load to use immediate full forward stick (or something like it.)
But I hadn't read that when I was showing off at an agricultural show. So after a few spray runs with water I went up a bit, dived down, heaved up again and dumped.
Well, it reared up like a mad stallion and headed nearly straight up. Those things haven't much down elevator so that didn't help. I was just about in desperation to try for a stall-turn when it started to nose over just in time.

Anyway, I won best display but nearly crapped myself.