Modifications of the aircraft cessna 182 technical characteristics. Flying in difficult conditions

Aircraft flight manual Cessna 182P with engine Continental O-470-S

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Moscow, 2011

Section 1. Key Features.................................... 3

Flight characteristics .................................................................. ...... 3

Specifications ............................................................... 6

Section 2. Restrictions............................................................... eight

Speed ​​limits .................................................................. .... eight

Center of Gravity Restrictions .......................................... 11

Maneuvering restrictions.............................................................. 11

Maximum allowable overloads .......................................... 11

Section 3. Emergencies............................................... 12

Speed ​​in an emergency .......................................................... 12

Action in an emergency .............................................................. 12

Emergency procedures .................................................................. 13

ENGINE FAILURES............................................................... ........................................ 13

FORCED LANDINGS .............................................................. .................................. fourteen

FIRE .............................................................. ................................................. .... 16

ROUGH ENGINE RUNNING OR LOSS OF POWER .................................................................................. 21

EMERGENCY LOCATION TRANSMITTER (ELT).................................................................. ............... 24

Section 4 Normal Operations .................................................. 26

Speeds in Normal Operations .................................................. 26

Inspection of the aircraft .............................................. ............. 26

Inspection procedure .............................................................. ............. 28

List of procedures.............................................. .......... thirty

ON THE GROUND................................................ ................................................. ... 31

TAKEOFF................................................. ................................................. ...... 32

CLIMB................................................ ............................................. 33

CRAY SERSK FLIGHT ............................................... ............................................... 34

BEFORE LANDING ................................................................ ............................................... 34

AFTER LANDING .............................................................. ............................................. 36

Description of procedures .................................................. .......... 37

ON THE GROUND................................................ ................................................. ... 37

BEFORE TAKEOFF.............................................. ............................................. 39

TAKEOFF................................................. ................................................. ...... 40

CRUISE .................................................................. ............................................... 42

DROP .............................................................. ................................................... 44

LANDING................................................. ................................................. ... 44

COLD WEATHER OPERATION.................................................................................. .................... 45

HOT WEATHER OPERATION .................................................................. ....................... 47

NOISE REDUCTION................................................... ................................................. 48

Section 1. Key Features

Flight characteristics

HORIZONTAL FLIGHT SPEED

Maximum sea level km/h (148 kn)

Cruise, 75% power at 2000 m (6500 Ftkm/h (144 kn)

75% power at 2000 m (6500ft)

Distance 880 km (475 nm)

Time 3 hours 25 minutes

Distance 1240 km (670 nm)

Time 4 hours 40 minutes

Maximum at an altitude of 3050 m (10000ft)

212 l (56 gal) Fuel without reserve

Distance 1050 km (565 nm)

Time 5 hours 5 minutes

284 l (75 gal) Fuel without reserve

Distance 1500 km (810 nm)

Time 7 hours 20 minutes

RATE OF CLIMB AT THE LEVEL SEAS.5 m/s (890 fpm)

PRACTICAL CEILING. 5400 m (17700 ft)

TAKE OFF PERFORMANCE

Runaway (705 ft)

Takeoff run to climb 15 m (50 ftm (1350 ft)

LANDING CHARACTERISTICS

Probegm (590 ft)

Distance from a height of 15 m (50 ft) to the end of the runs (1350 ft)

STALL SPEED

Flaps retracted, engine off.103, 7 km/h (56 kn)

Flaps extended, engine off, 6 km/h (50 kn)

WEIGHT LIMIT kg (2950 lbs)

DRY WEIGHT

Skylane774.3 kg (1707 lbs)

Skylane II3.3 kg (1771 lbs)

Skylane563.8 kg (1243 lbs)

Skylane II4.8 kg (1179 lbs)

ALLOWED WEIGHT.7 kg (200 lbs)

thrust-weight ratio.8 kg/hp (12.8 lbs/hp)

FUEL RESERVE

Standard Buckil (61 gal)

Enlarged Bakil (80 gal)

OIL VOLUME 11.36 l (12 qts)

ENGINE POWER at 2600 rpm0 hp

SCREW Constant speed, diameter, 3 cm (82 in)

Specifications

ENGINE

Number of engines: 1.

Manufacturer: Teledyne Continental.

Engine Model: O-470-S.

Engine type: Atmospheric, carbureted, 6-cylinder, direct-drive, air-cooled, opposed cylinders.

Engine displacement: 7.7 liters (470 cubic inches).

The power was moving at 2600 rpm.

SCREW

Manufacturer: McCauley Accessory Division

Screw model: 2A 34C203/90DCA-8.

Number of blades: 2.

Maximum: 208.3 cm (82 inches);

Minimum: 204.5 cm (80.5 inches).

Propeller type: Constant speed hydraulically driven with a minimum set angle of 12.5 degrees and a maximum of 25 degrees.

FUEL

Fuel brand (and color)

80/87 Minimum Grade Aviation Fuel (red)

Alternative fuels:

100/130 Reduced Lead Aviation Fuel (Blue) (maximum lead 2 cm3 per gallon)

100/130 Aviation Fuel (Green) (maximum lead content 4.6 cm3 per gallon)

If high octane fuel has been used, low lead 100/130 aviation fuel should be used as soon as possible to prevent lead contamination of the engine.

FUEL RESERVE:

Standard tanks:

Total supply: .9 L (61 gal)

Total capacity per tank: .45 L (30.5 gal)

Available stock: 2 L (56 gal)

Extended tanks:

General stock: . 302.8 L (80 gal)

Total capacity per tank: .4 L (40 gal)

Available stock: 3.9 L (75 gal)

To ensure that the tanks are fully filled, the fuel tank switch in the cab must be fixed in the left or right position.

During takeoff and landing, the fuel valve must be locked in both positions.

OIL

Oil grade:

First 50 hours of operation:

MIL-L-6082 aviation mineral oil

Subsequent operation:

Continental MHS-24A, a low viscosity dispersant oil.

SA E 50 above 4°C

SA E 10W30 below 4°C

Oil tank capacity:

Expand, 4 l (12 qts)

Gross: 12.3 liters (13 qts)

Cargo compartment A (or child seat passenger): 54.5 kg (120 lbs)

Cargo compartment B and shelf: .3 kg (80 lbs)

Total: 90.8 kg (200 lbs)

Section 2 Restrictions

Speed ​​limits

Table 2-1

Airspeed indicator markings

Table 2-2

Engine parameter markup

Table 2-3

Center of gravity restrictions

Nasal limit

83.8 cm aft of the firewall when loaded with 1020 kg or less;

The forward limit shifts aft as the load increases, with a full load of 1338 kg, the forward limit is 100.3 cm aft of the firewall.

feed limit

123.2 cm aft of the firewall at any load.

Maneuvering restrictions

This aircraft belongs to the normal category. This means that the aircraft is not designed to perform aerobatic maneuvers.

Permitted maneuvers: all maneuvers inherent in normal flight, stalls (except for sharp stalls), figure-eights, slides, turns, in which the bank angle does not exceed 60 degrees.

All aerobatic maneuvers, including the deliberate execution of a spin, are prohibited.

Maximum allowable overloads

Flaps retracted

Maximum + 3.8g

Minimum - 1.52 g

Flaps released

Maximum + 2.0 g

The aircraft design is capable of withstanding G-loads 50% greater than those specified, but in any case, exceeding the calculated G-loads should be avoided.

Section 3. Emergencies

Speed ​​in an emergency

Engine failure after takeoff

Maneuvering speed

1338 kg203.7 km/h (110 kn)

1111 kg185.2 km/h (100 kn)

885 kg164.8 km/h (89 kn)

Maximum planning range

1338 kg129.6 km/h (70 kn)

Forced landing with engine running, 3 km/h (65 kn)

Forced landing with engine off

Flaps retracted, 6 km/h (70 kn)

Flaps released. 120.3 km/h (65 kn)

Actions in emergency situations

Emergencies caused by aircraft or engine malfunctions are extremely rare if pre-flight inspection and routine maintenance are performed correctly. Weather-related in-flight emergencies can be minimized or eliminated entirely by careful flight planning and proper decision making in the event of unexpected changes in weather conditions. However, if an emergency does occur, you should be aware of and, if necessary, apply the basic recommendations described in this section to help solve the problem.

Procedure for emergency situations

ENGINE FAILURES

Engine failure during takeoff

(1) ORE - - SMALL GAS

(2) Brakes - - APPLY

(3) Flaps - - REMOVE

(4) Blend - - LEAN

(5) Ignition - - OFF

Engine failure on takeoff

The first thing to do if an engine fails after takeoff is to lower the nose to maintain speed and create a gliding attitude. In most cases, the landing should be made straight ahead, without major changes in direction, to avoid collision with obstacles. Altitude and speed are generally rarely sufficient to make a 180-degree turn and return to the runway while gliding. The flowchart below assumes that there is sufficient time to close the fuel valve, turn off the ignition, and de-energize the aircraft before touching down on the runway.

(1) Speed, 6 km/h (70 kn) (flaps retracted)

(2) Blend - - LEAN

(4) Ignition - - OFF

(6) Master - - DISABLE

Engine failure in flight

When planning towards a suitable landing site, you should try to determine the cause of the malfunction. If time permits and restarting the engine is possible, proceed as follows:

(1) Speed, 6 km/h (70 kn)

(2) Carburettor Heat - - ON

(3) Fuel Tank Valve - - BOTH

(4) Blend - - ENRICH

(5) Ignition - - SWITCH ON BOTH

(6) Syringe - - REMOVE AND COUNTER

If the engine cannot be restarted, make an emergency landing with the engine inoperative. The recommended course of action for it is given below.

FORCED LANDINGS

Forced landing with engine OFF

If all attempts to restart the engine fail and a forced landing is imminent, select a suitable location and prepare to land as follows:

(1) Speed, 6 km/h (70 kn) (flaps retracted)

120.3 km/h (65 kn) (flaps extended)

(2) Blend - - LEAN

(3) Fuel tank valve - - CLOSE

(4) Ignition - - OFF

(6) Mains - - DISABLE

(7) Doors - - OPEN LOCK

(8) Landing - - LOWER TAIL SLIGHTLY

(9) Brakes - - APPLY FORCE

Off-airfield landing with engine running

(1) Flaps DEGREES

(2) Speed, 3 km/h (65 kn)

(3) Selected site - - Pass at low altitude, check for obstructions, then retract flaps, gain altitude and speed

(4) Radio and other consumers turn OFF

(5) Flaps (on approach DEGREES

(6) Speed, 3 km/h (65 kn)

(7) Master - - DISABLE

(8) Doors - - OPEN LOCK

(9) Landing - - LOWER TAIL SLIGHTLY

(10) Ignition - - OFF

(11) Brakes - - APPLY FORCE

Forced water landing

Prepare for a forced water landing by securing and, if possible, dropping heavy items from the luggage compartment. Prepare folded outer clothing to protect your face when landing. Transmit a distress call, stating your location and intentions. Check if the emergency beacon is on.

1. In case of strong wind and waves on the water surface, plan your approach downwind. If the waves are strong and the wind is light, land parallel to the waves.

2. Landing approach should be performed with flaps extended to the position of 20-40 degrees, at a power sufficient to achieve a vertical speed of 1.5 m/s at an airspeed of 100 km/h

3. Open the locks of the cab doors

4. Maintain a constant rate of descent, contact must occur in a level position. Do not level the aircraft before landing, as the height of the aircraft above the water is difficult to determine

5. At the moment of touching, place folded outerwear in front of your face

6. Leave the aircraft through the cockpit door, if necessary, open the window so that the water floods the cockpit and the pressure equalizes

7. After leaving the cabin, use life jackets or grab onto floating objects. The plane is unlikely to be able to stay on the water for more than a few minutes.

FIRES

Fire during ground launch

Incorrect starting of the engine in cold weather can cause blowback, which ignites the fuel mixture that has accumulated in the engine intake manifold. In this case, the actions should be performed according to the following scheme:

(1) Continue cranking to pull fire and accumulated fuel through the carburetor back into the engine with start

(2) If the start is successful, set the rpm to 1700 for a few minutes, then stop the engine and inspect for damage

(3) If learning fails, continue cranking for 2-3 minutes at full throttle until help arrives with fire extinguishers.

(4) When ready to put out the fire, turn the scroll and turn off the Master, ignition and fuel tank tap.

(5) Extinguish the fire with a fire extinguisher or any other suitable means. If possible, try to remove the carburetor air filter if it catches fire.

(6) Thoroughly inspect fire damage and repair or replace damaged parts before flying.

Engine fire in flight

An engine fire during flight is extremely rare, but if it does occur, the following steps should be taken:

(1) Blend - - LEAN

(2) Fuel tank valve - - CLOSE

(3) Master - - DISABLE

(5) Speed ​​km/h (100 kn) (if the fire is not extinguished, increase the glide speed to determine the speed at which the mixture will not ignite)

(6) Perform a forced landing

The first sign of a wiring fire is usually the smell of burning insulation.

(1) Master - - DISABLE

(2) Radio and other consumers turn OFF

(3) Heating and ventilation - - DISABLE

(4) Fire extinguishersAPPLY

if the fire is extinguished and power is required to continue the flight:

(5) Master - - ENABLE

(6) Protect CHECK WITHOUT REINSTALLING

(7) Radio and consumer switch ON in turn, with pauses, until a network with a short circuit is detected

(8) Heating and ventilation - - ON if the fire is completely extinguished

Cabin fire

(1) Master - - DISABLE

(2) Heating and ventilation - - DISABLE

(3) Fire extinguishersAPPLY

(4) Perform a forced landing

After using the fire extinguisher in the cab, ventilate the cab as soon as possible.

Fire on the wing

(1) Navigation lights - - OFF

(2) Rotating beacons - - DISABLE

(3) HPH heating - - DISABLE

(4) Glide to prevent fire from spreading towards the cockpit

(5) Perform a forced landing

(6) Extend flaps only just before touchdown

FLIGHT IN DIFFICULT CONDITIONS

Flying in conditions of possible icing

Flight in icing conditions is prohibited, but in the event of unexpected icing, the following actions should be taken:

(1) HPH heating - - ON

(2) Turn around or change altitude so that the outside temperature is not favorable for icing

(3) Pull out the cab heater control knob fully and open the defroster nozzle so that the defroster airflow is at its maximum. Achieve maximum cabin air temperature.

(4) Increase engine RPM to increase propeller speed and minimize ice formation on blades

(5) Watch for signs of icing on the carburetor air filter and turn on the carburetor heater if necessary. An unexplained drop in engine speed may be due to icing on the carburetor or air intake filter. If the carburetor heater is used continuously, lean the mixture to maximum speed.

(6) Plan to land at the nearest airfield. If the ice builds up extremely quickly, choose a suitable emergency landing site.

(7) If the accumulation of ice on the leading edges of the wing is 6 mm or more, be prepared for the stall speed to increase significantly

(8) Do not extend flaps. If there is a large amount of ice on the stabilizer, the change in the direction of the wake airflow due to the extension of the flaps can lead to a loss of elevator effectiveness.

(9) Open the left window and, if possible, scrape off the ice from part of the windshield to provide visibility during the landing approach

(10) Perform a landing approach, if necessary, glide to improve visibility.

(11) approach at a speed of 150-165 km/h (80-90 kn) depending on the amount of ice formed

(12) Landing of manufacturers without bringing the aircraft to higher angles of attack

Loss of attitude in clouds

In case of failure of the vacuum system during flight in adverse weather conditions with no visibility of the ground, one has to rely only on the turn and slip indicator (electric). The following steps assume that only the electrically powered turn and slip indicator is operational, and that the pilot is skilled enough to fly with the airplane's attitude control devices failing.

Performing a 1800 turn in the clouds

Once in the clouds, you should immediately plan to turn back as follows:

(1) Record the time by the minute hand and observe the movement of the second hand of the clock.

(2) Mark the homing point in the second hand and begin a left turn, keeping the aircraft silhouette on the turn indicator so that its wing is against the lower left mark for 60 seconds. Then level the aircraft for the GP by removing the roll.

(3) Verify turn accuracy by checking the compass heading, which must be opposite to the heading before starting the turn.

(4) If necessary, correct course without glide assistance to make the compass reading more accurate.

Emergency descent in the clouds

If possible, get radio clearance for an emergency descent into the clouds. To avoid a spiral dive, select an east or west heading to minimize current course scale fluctuations due to bank angle changes. At the same time, try not to allow long and sharp roll movements with the helm, but maintain the course with the help of the rudder, while controlling the indications of the turn indicator. Check the compass heading from time to time and make corrections to maintain the correct heading. Before descending into the clouds, do the following:

(1) Install a fully rich mixture.

(2) Turn on the carburetor heater.

(3) Decrease the power to set the descent rate to 2.5 to 4 m/s (fpm).

(4) Select the correct elevator trim position for a stable descent at 148 km/h (80 kn).

(5) Do not roll with the helm.

(6) Monitor the turn indicator and make corrections using the rudder only.

(7) Check current heading scale deviation and carefully parry aircraft attempts to change heading using rudder.

(8) After leaving the cloudy area, set to normal cruise flight.

Breaking out of a deep spiral

If the aircraft enters a deep spiral, proceed as follows:

(1) Remove gas.

(2) Stop the turn, coordinate the yoke and pedals to align the aircraft with the turn indicator relative to the instrumental horizon line.

(3) Gently pull back on the steering wheel while slowly decelerating to 148 km/h (80 kn). Set the correct elevator trim position for a 148 km/h (80 kn) descent.

(4) Try to use the rudder (pedals) to maintain a constant heading.

(5) Turn on the carburetor heater.

(6) RPM the engine from time to time, but do not use enough power to disturb the balanced descent.

(7) After leaving the cloud zone, set the engine to the required power for cruise flight and return to normal flight.

ROUGH ENGINE OR LOSS OF POWER

Carburetor Icing

A gradual drop in RPM and rough running of the engine may be due to ice buildup in the carburetor. To clear it of ice, set the Roode to full throttle and pull the carburetor heat knob fully towards you until the engine runs smoothly, then turn off the carburetor heat and adjust the speed. If conditions call for continuous use of carburetor heat in cruise flight, use the minimum heat necessary to prevent ice formation and lean the mixture slightly to achieve the smoothest possible engine operation.

Spark Plug Contamination

Slight engine roughness in flight may be due to contamination of one or more spark plugs (deposition of combustion products or lead buildup). This can be verified by momentarily moving the ignition switch from the BOTH position to the left or right position. An obvious drop in power when one of the magnetos is running indicates a problem with the spark plugs or one of the magnetos. If you think it's most likely the spark plugs, then lean the mixture to normally lean for cruising. If the drop in power is not corrected within a few minutes, find out if a richer mixture will make the engine run smoother. If not, head to the nearest airfield for repairs with the ignition switch in the BOTH position, unless severe engine failure forces you to select one of the magnetos.

Reduced oil pressure

If low oil pressure is accompanied by normal oil temperature, the oil pressure gauge or relief valve may be faulty. A leak in the line leading up to the gauge is not a necessary reason for an immediate safety landing, as a hole in the line to this line does not result in a rapid loss of oil from the crankcase. However, it is advisable to land at the nearest airfield in order to identify the source of the problem.

If a complete drop in oil pressure is accompanied by an increase in oil temperature, engine failure is likely imminent. Reduce engine power immediately and select a suitable emergency landing site. During the approach, use the minimum power necessary to reach the selected touchdown.

Magneto malfunction

Sudden engine roughness or misfiring usually indicates a problem with the magneto. By moving the ignition switch from BOTH to the left or right position, you will determine which magneto is faulty. Select a different power and richen the mixture to see if it is possible to turn the magneto further into the BOTH position. If power is not restored, then switch to a working magneto and proceed to the nearest airfield for repairs.

Malfunction of the power supply system

Malfunctions of the power supply system can be determined by constantly observing the readings of the ammeter and the overvoltage alarm lamp; however, the cause of these faults is usually difficult to determine. A broken alternator drive belt or a partially broken electrical wiring is the most likely cause of alternator failure, although other causes are possible. A damaged or incorrectly adjusted voltage regulator can also cause a malfunction. Problems of this nature create an emergency situation and must be eliminated immediately. Power system failures typically fall into one of two categories: over-loading and under-loading. The following paragraphs describe the recommended action in each situation.

Excessive load level

After starting the engine and turning on a large number of consumers at low speeds (for example, during long taxiing), the battery will be sufficiently discharged in order to accept a larger charging current in the initial stage of flight. However, after thirty minutes of cruising flight, the ammeter should not show a charging current value of more than 2 thicknesses of a conventional needle. If the charge level remains above this value for a long time, the battery will overheat, which in turn will lead to rapid evaporation of the electrolyte. Too high a voltage can have an adverse effect on the electronic components of the electrical system if an excessive amount of charge is created due to incorrect voltage regulator settings. To prevent this from happening, when the voltage reaches approximately 16V, the overvoltage sensor automatically turns off the generator, and the emergency overvoltage lamp lights up. Provided the fault was transient, an attempt should be made to restart the generator system. To do this, turn off and then turn on again both MASTER keys. If the problem is resolved, the generator will return to normal load and the warning lamp will turn off. If the lamp lights up again, then the malfunction is confirmed. In this case, the flight should be discontinued and/or battery current consumption should be minimized as the battery can supply the electrical system for a limited period of time (approximately 30 minutes). If the emergency occurs at night, save energy to use the battery to operate the landing light and flaps during approach and landing.

Insufficient battery level

If during flight the ammeter shows a constant discharge current, then the generator is not working and must be turned off, as the generator field circuit may put an unnecessary load on the system. Disable all non-essential equipment and land as soon as possible.

EMERGENCY LOCATION TRANSMITTER (ELT)

The emergency locator transmitter consists of a self-contained dual-frequency radio transmitter and a battery. Activated during overload + 5G or more, which may occur during an emergency landing. The emergency locator transmitter transmits an omnidirectional signal on the international distress frequencies 121.5 and 243.0 MHz. General aviation and commercial aviation, the FAA (Federal Aviation Administration) and CAP (Civil Air Patrol) monitor the 121.5MHz frequency, and the 243.0 MHz frequency is controlled by the military. Once triggered, the transmitter will transmit line-of-sight up to 185 km (100 miles) at a receiver altitude of approximately 3 km feet). The duration of the transmission depends on the outside temperature. At a temperature of +200 to +550 Celsius, you can expect a continuous transmission for 115 hours, and a temperature of -400 Celsius will reduce the transmission time to 70 hours.

The transmitter is easy to identify - it is bright orange and is installed behind the bulkhead of the upper luggage compartment on the right side of the fuselage. To use it, remove the black fasteners at the bottom of the cover and remove it. The transmitter is operated using the control panel on the front of the transmitter. (See Figure 3-1)

Emergency locator operation

(1) NORMAL OPERATION: As long as the function select switch remains in the ARM position, the transmitter will automatically turn on when subjected to an overload of +5G or more momentarily.

(2) TRANSMITTER FAILURE: In case of a minor accident, the operation of the accelerometer sensor may be in doubt, in which case it is necessary to turn the function select switch to the ON position.

(3) BEFORE YOU SEE THE RESCUE AIRCRAFT: Save aircraft battery power. Do not turn on the radio.

(4) AFTER YOU SEE THE RESCUE AIRCRAFT: Turn the function select switch to the OFF position to prevent radio interference. Try to make contact with the rescue aircraft using the radio set to 121.5 MHz. If no contact is made, immediately return the function select switch to the ON position.

(5) AFTER RESCUE: Turn the function select switch to the OFF position, terminating the emergency transmission.

(6) ACCIDENTAL ACTIVATION: After a lightning strike or an exceptionally hard landing, the transmitter may activate even though no emergency occurs. Select 121.5 MHz on the aircraft radio. If you hear the emergency transmitter beeps, turn the function select switch to the OFF position, then immediately return it to the ARM position.

Emergency locator control panel

COVER - removed when you need access to the battery

FUNCTION SELECTION SWITCH (toggle switch with three positions):

ON - Instantly activates the transmitter. Used to check and if the accelerometer sensor does not work.

OFF - turns off the transmitter. It is used during transportation, storage and after rescue operations.

ARM - activates the transmitter only if the accelerometer sensor is under the influence of an overload of + 5G or more.

ANTENNA CONNECTOR - The antenna is mounted on the top of the tail boom, on the right.

Section 4 Normal Operations

Speeds in normal operations

Unless otherwise noted, these speeds are valid for a maximum aircraft weight of 1338 kg (2950 lbs) and may be used at any lower weight. In order to achieve the performance specified in Section 5, speeds representative of various aircraft weights should be used.

Normal takeoff: 0-150 km/h (70-80 kn) Maximum steep takeoff, speed at 50 µm/h (57 kn)

Climb in a straight line, flaps retracted:

Normal at sea level 6 km/h (95 kn) Normal at 3000 µm/h (85 kn) With maximum ascent rate at sea level (80 kn) With maximum ascent speed at 3000 µm/h (73 kn) With maximum angle ascent, at sea level km/h (59 kn) With a maximum angle of ascent at 3000 m117 km/h (63 kn)

Approach:

Normal approach, flaps down km/h (70-80 kn) Normal approach, flaps 40º . km/h (60-70 kn) Short runway approach, flaps 40º km/h (60 kn)

Go-around:

In takeoff mode, flaps 20º km/h (70 kn)

1338 kg (2950 lbs) km/h (110 kn) 1111 kg (2450 lbs) km/h (100 kn) 884.5 kg (1950 lbs) km/h (89 kn)

Maximum crosswind speed:

On takeoff. 10 m/s (20 kn) Landing. 8 m/s (15 kn)

Aircraft inspection

Visually check the general condition of the aircraft during the inspection. In cold weather, remove even small accumulations of frost, ice or snow from the wings, tail and rudders. Also make sure that there are no accumulations of ice or foreign objects on the inside of the handlebars. If you are planning to fly at night, check the operation of all lights and make sure you have a flashlight on board.

Inspection procedure

1. Cabin

1. Wheel lock - - REMOVE

2. Ignition - - TURN OFF

3. Master - - ENABLE

4. Fuel gauges - - CHECK FUEL LEVEL

5. Master - - DISABLE

6. Fuel tank tap - - BOTH

7. Tailgate - - CLOSE

2. Tail unit

1. Rudder clamp - - REMOVE

2. Tail tie-down - - DISCONNECT

3. Handlebars - - CHECK FOR MOBILITY AND SECURITY

3. Right wing trailing edge

1. Aileron - - CHECK FOR MOBILITY AND STABILITY

4. Right wing

1. Wing tie-down - - DISCONNECT

2. Chassis - - CHECK TIRE PRESSURE

3. Fuel tank - - DRAIN

4. Fuel level - - CHECK VISUALLY

5. Tank cap - - CHECK

5. Nose

1. Air intakes - - CHECK FOR CLOCKAGES

2. Screw and spinner - - CHECK FOR CLEARINGS, CHIPS, OIL LOTS

3. Landing lights - - CHECK CONDITION AND CLEANLINESS

4. Air filter - - CHECK FOR CLOGS

6. Left wing

1. Chassis - - CHECK TIRE PRESSURE

2. Fuel tank - - DRAIN

3. Fuel level - - CHECK VISUALLY

4. Tank cap - - CHECK

7. Left wing leading edge

1. PVD - - CHECK FOR CLOCKAGE

2. Tank vent - - CHECK FOR CLOCK

3. Stall alarm port - - CHECK FOR CLOCKAGE

4. Wing tie-down - - DISCONNECT

8. Left wing trailing edge

1. Aileron - CHECK FOR MOBILITY AND STABILITY

List of procedures

ON THE GROUND

Before starting the engine

1. Visual inspection - - COMPLETE

2. Seats, belts, shoulder belts - - ADJUST AND FIX

3. Fuel tank valve - - BOTH

4. Radio, Autopilot, Electrical - DISABLE

5. Brakes - - CHECK AND APPLY

6. Hood guards - - OPEN

Engine starting

1. Blend - - ENRICH

2. VISCH - - SMALL STEP

3. Carburetor heating - - OFF

4. RUD - - PER 1 CENTIMETER

5. Syringe - - AS REQUIRED (2 to 6 strokes; none if engine is hot)

6. Master - - ENABLE

7. Give a signal "FROM THE SCREW!"

8. Ignition switch - - START (release when engine is running)

9. Oil pressure - - CHECK

Note

If too much fuel was pumped into the engine, start with the throttle open by 5-10 mm. Set the throttle to idle when the mixture burns out.

Note

After starting, monitor the oil pressure for 30 seconds in warm weather and 60 seconds in cold weather. If the pressure does not rise, turn off the engine and investigate the problem.

Before takeoff

1. Cabin doors and windows - - CLOSE

2. Controls - - ARE FREE AND WORK CORRECTLY

3. Elevator and rudder trims - - TAKEOFF POSITION

4. Gauges - - SET TO 0

5. Radio - - ON

6. Autopilot - - DISABLE

7. Fuel tank valve - - BOTH

8. Parking brake - - APPLY

9. Throttle rpm

a) Magneto - CHECK (rpm drop should not exceed 150 when each magneto is turned off, the difference should not exceed 50 rpm)

b) VISH - - SEVERAL TIMES FROM SMALL TO LARGE, set to small

c) Carburetor heating - - CHECK FOR RPM DROPS

d) Motor parameters and ammeter - - CHECK

e) Suction pressure gauge - - CHECK

f) Signal beacon, lights, beacons - - ON if necessary

g) Clamp - - ADJUST

h) Flaps - - 0° - 20°

TAKEOFF

Normal takeoff

1. Flaps - - 0° - 20°

3. ROOD - - FULL GOT AND 2600 RPM

4. Handwheel - - LIFT FRONT WHEEL 90 km/h (50 kn)

5. Rate of climb

130 km/h (70 kn) - - Flaps 20°

150 km/h (80 kn) - - Flaps 0°

Takeoff at maximum power

1. Flaps - - 20°

2. Carburetor heating - - OFF

3. Brakes - - APPLY

4. ROOD - - FULL GOT AND 2600 RPM

5. Brakes - - RELEASE

6. Aircraft position - - TAIL SLIGHTLY DOWN

7. Climb rate kn) (until obstacles are cleared)

8. Flaps - - SLOWLY RETRACT after reaching 130 km/h (70 kn)

CLIMB

normal set

1. Speed ​​km/h (90 kn)

2. Power rpm at boost pressure 23 in Hg

3. Fuel tank valve - - BOTH

4. Mixture - - POOR

5. Hood Guards - - OPEN

Set with maximum power

1. Speed ​​km/h (80 kn) at sea level and 135 km/h (73 kn) at 3000 m

2. Power - - FULL GOT and 2600 rpm

3. Mixture - - FULLY ENRICHED if the engine runs rough

4. Hood guards - - OPEN FULLY

CRAY SERSK FLIGHT

1. Power in Hg boost pressure, rpm (no more than 75% of power)

2. Elevator and rudder trims - - ADJUST

3. Mixture - - POOR

4. Hood guards - - CLOSED

BEFORE LANDING

decline

1. Power - - AS CONVENIENT

2. Carburetor Heat - - AS REQUIRED (avoid carburettor icing)

3. Blend - - ENRICH TO REQUIRED LEVEL

4. Hood guards - - CLOSED

5. Flaps - - AS COMFORTABLE (0° - 10° below 260 km/h (140 kn), 10° - 40° below 177 km/h (95 kn))

Approach

1. Seats, belts, shoulder belts - - ADJUST AND FIX

2. Fuel tank tap - - BOTH

3. VISH - - SMALL STEP

4. Hood Guards - - CLOSE

5. Carburetor heating - - ON (turn on full before releasing gas)

6. Speed ​​km/h (70-80 kn) (Flaps retracted)

7. Flaps - - 0° - 40° (below 177 km/h (95 kn))

8. Speed ​​km/h (60-70 kn) (Flaps extended)

9. Elevator and rudder trims - - ADJUST

Failed landing

1. Power - - FULL GOT AND 2600 RPM

2. Carburetor heating - - OFF

3. Flaps - - 20°

4. Speed ​​130 km/h (70 kn)

5. Flaps - - SMOOTHLY RETRACT

6. Hood guards - - OPEN

Normal fit

1. Touch - - REAR WHEELS FIRST

2. Mileage - - SLOWLY DOWN THE NOSE

3. Braking - - MINIMUM REQUIRED

AFTER LANDING

After landing

1. Flaps - - REMOVE

2. Carburetor heating - - OFF

3. Hood Guards - - OPEN

Aircraft mooring

1. Parking brake - - APPLY

3. ORE - - SMALL GAS

4. Mix - - MAXIMUM POOR

5. Ignition switch - - OFF

6. Master - - DISABLE

7. Rudder stop - - INSTALL

8. Fuel tank valve - - RIGHT

Description of procedures

ON THE GROUND

Engine starting

Usually the engine starts easily after one or two strokes with a syringe at normal temperatures and 6 strokes at cold temperatures if the throttle is open by 10-12 mm. In very cold temperatures it may be necessary to continue working the syringe while scrolling. A small fire and black smoke from the exhaust pipe indicates that the engine has received too much fuel. Excess fuel can be removed from the engine by the following procedure: It is necessary to set the maximum lean mixture and full throttle; then crank the engine over with the starter a few revolutions. After that, repeat the launch without using a syringe.

If the engine did not have enough fuel (for example, in cold weather in a cold engine), it may not ignite at all. In this case, it will be necessary to use the syringe again at the next start. As soon as the fuel in the cylinders begins to ignite, gently open the gas so that the engine does not stop.

If long cranking is necessary, let the starter cool down for short periods of time, as it may overheat and fail.

After starting, if oil pressure does not begin to rise within 30 seconds in warm weather or 60 seconds in cold weather, stop the engine and investigate the cause of the problem. Low oil pressure in the engine can lead to serious problems. After starting, try to avoid turning on the carburetor heater unless there is a possibility of icing.

Taxiing

When taxiing, it is very important that speed and use of the brakes be kept to a minimum and that all controls be used to ensure directional and balance control. (see diagram)

The carburetor heater must be turned off during all ground operations, and should only be used to keep the engine running smoothly. If the heating is on, the air entering the engine is not filtered.

Taxiing on a dirt surface should be carried out at minimum engine power to avoid damage to the fuselage and propeller blades by flying stones.

Note

Caution should be exercised in strong tailwinds. Avoid sudden movements of the throttle stick forward and hard braking when the aircraft is in this position. Use the pedals to keep the direction.

BEFORE TAKEOFF

Warming up

While the aircraft is on the ground, the engine does not get enough cooling, so care must be taken to prevent overheating. Ground operations using high engine speeds are not recommended unless the pilot has a serious concern that the engine may not operate properly.

Magneto check

The magneto check should be carried out at 1700 rpm. Set the ignition switch to the right position (R), note the engine speed. Then move the switch to the middle position. Then move the ignition switch to the left (L) position, note the engine speed and return the switch to the middle position. The engine speed drop must not exceed 150 on each of the magnetos, and the difference between the two magnetos must not exceed 50 rpm. If the check showed some kind of malfunction in the ignition system, a similar check at higher engine speeds will confirm the malfunction.

The absence of a drop in speed during the check may indicate incorrect grounding of one of the ignition system circuits or should lead to suspicion that an earlier ignition adjustment is set than specified in the parameters.

Generator check

Before flight, when it is extremely important to check the correct operation of the alternator and voltage regulator (e.g. at night or in conditions of poor visibility), the check can be carried out by briefly (3-5 seconds) loading the electrical system by turning on the headlights or extending the flaps during the engine test on 1700 rpm The ammeter should not show a deviation from zero towards discharge more than the thickness of the needle, if the generator and voltage regulator are working correctly.

TAKEOFF

Power check

It is very important to check the operation of the engine at maximum speed at the very beginning of the run. Any indication of engine roughness or insufficient acceleration is reason enough to abort the takeoff. If this is the case, the correct thing to do is to carry out a thorough static check at maximum RPM before the next takeoff attempt.

Setting the maximum speed on a gravel strip is extremely harmful to the propeller blades. If it is necessary to take off from gravel it is very important to open the throttle slowly. This allows the aircraft to begin its takeoff run before the engine reaches full power. Gravel in this case will be blown back, and not rise up. If chips appear on the propeller blades, they must be repaired as soon as possible.

After the engine is set to maximum RPM, use the throttle stopper to prevent the throttle from moving away from the maximum throttle position. The use of a stopper is also recommended in other flight conditions where consistent engine performance is required.

flap position

Normal takeoff is carried out with flaps extended from 0° to 20°. Extending the flaps by 20° reduces the takeoff run by 20%. Flaps extending more than 20° is not justified.

If the take-off was carried out with the flaps at 20°, they must be retracted when all obstacles are passed and a speed of 130 km/h (70 kn) is reached. To overcome an obstacle with flaps extended at 20°, the rate of climb must be at least 105 km/h (57 kn).

Takeoff from unpaved strips is carried out with flaps released at 20 °, it is necessary to slightly lower the tail of the aircraft, after acceleration it will rise above the ground itself. If there are no obstacles on the way, it is recommended to accelerate the aircraft in a horizontal position until a safe rate of climb is reached.

With flaps down and no obstacles, the most efficient rate of climb is 150 km/h (80 kn).

Crosswind takeoff

Take-offs in strong crosswinds are usually carried out with the minimum required flap angle to reduce the slip angle immediately after takeoff. The aircraft accelerates to a speed slightly above normal, then rises sharply to avoid a possible fall onto the runway during the skid. After reaching a safe altitude, you need to turn the aircraft into the wind to reduce slip.

Climb

Optimal in terms of combination of performance, visibility, engine cooling, economy, and passenger comfort (due to noise) is a climb at 2450 rpm (approximately 75% power), 23 in Hg boost pressure and a speed of 157-175 km /h (85-95 kn). It is also recommended to use a lean mixture for this procedure.

If you need to climb quickly, it is better to use the most advantageous climb speed with maximum engine power. The optimum speed is 150 km/h (80 kn) at sea level and 135 km/h (73 kn) at 3000 m. A rich mixture should be used unless the engine starts rough or loses power due to too rich mixture.

If obstacles directly on the course force the use of a sharp short-term climb, it is better to use the most favorable climb angle at maximum engine power. It is achieved at a speed of 110 km/h (59 kn) at sea level and 117 km/h (63 kn) at an altitude of 3000 m.

CRUISE

Normal cruise flight is carried out at engine power between 55% and 75%.

The cruise performance table below allows you to determine the speed and fuel consumption during cruise flight at different altitudes and at different power. This table should be used as a guide, along with available wind-by-altitude information, to determine the best altitude and power for a given flight.

Using the data from the table allows you to increase the flight range and improve fuel economy, the best flight parameters are achieved at lower power and at higher altitude. The use of lower power and the choice of cruise altitude for the wind are important factors to consider in every flight in order to reduce fuel consumption.

To achieve the lean fuel consumption results shown in the table, the mixture should be lean as follows:

1. Gently turn the mixture control knob towards you until the speed, having reached the maximum, begins to fall.

2. Slightly enrich the mixture again to reach maximum speed.

To save fuel at 65% power and below, run as lean as possible, resulting in smooth engine operation and a 10% increase in range at a speed reduction of only 11 km/h (6 kn)

Any change in flight altitude, engine power or carburetor heating will change the optimum richness level.

Carburetor icing, indicated by an unexplained drop in boost pressure, can be corrected by turning on the full carburetor heat. When the initial boost pressure is reached (with the heating off), use the minimum required level of carburetor heating (determined by the selection method) to prevent ice from building up again. Because warm air tends to richen the mixture, change the quality of the fuel mixture if carburetor heating is to be used constantly in cruise flight.

The use of full carburetor heat is recommended when flying in heavy rain to prevent the engine from stalling due to excess water being sucked into the engine or carburetor icing. You should choose the mixture setting that leads to the smoothest engine operation.

Mixture control using an exhaust gas temperature indicator (EGT)

The exhaust gas temperature indicator can be used to adjust mixture quality when flying at 75% power or less. To set the mixture correctly, use the exhaust gas temperature gauge to lean the mixture until the temperature is at maximum, then richen the mixture so that the temperature drops by 42° C (75° F). In this case, the recommended quality level of the mixture will be set.

To achieve optimum mixture quality at 65% power or less, do not richen the mixture after the maximum exhaust temperature has been reached.

STALL

Stall data is standard: an audible alarm is provided by a siren that sounds at 9-18 km/h (5/10 kn) above the stall speed.

Stall speeds with engine off, maximum gross weight and rear center of gravity are presented in the next section.

LANDING

Normal fit

Landing is made first on the rear wheels, to reduce landing speed and use the brakes on the run. After slowing down, to avoid unnecessary stress on the nose landing gear, the front wheel should be lowered as smoothly as possible. This procedure is especially important when landing on an uneven surface.

Landing with a short run

To perform a short approach landing, you must set the throttle to idle and approach the runway at a speed of 110 km/h (60 kn) with flaps extended at 40°. Immediately after landing, lower the front wheel and apply the brakes. For the most effective braking, after all 3 wheels are on the ground, retract the flaps, pull the steering wheel as far as you can and apply the brakes as hard as possible so that the wheels do not slip.

Failed landing

In case of a failed landing (go-around), it is necessary to raise the flaps to the 20° position immediately after setting the throttle to take-off mode. Once the obstacles have been cleared and the altitude and speed are safe, the flaps must be fully retracted.

COLD WEATHER OPERATION

launch

Before starting the engine in cold weather, it makes sense to turn the screw several times by hand to "accelerate" the oil, thereby saving battery power.

Note

Be careful when turning the screw by hand. A loose or damaged ground wire on one of the magnetos can cause the engine to start.

In extremely cold weather (-18°C and below), it is recommended to use an external engine preheater or an external power supply whenever possible for successful starting, reducing wear and improper operation of the engine and electrical system. Preheating heats up the oil remaining in the oil cooler, which may be thick when the engine is started. When using an external power supply, the position of the Master switch is very important. Refer to the “Connecting External Power Supply” section of Section 7.

In cold weather, start as follows:

with preheating

1. With the ignition switch off, fully rich, and throttle open 10-12mm, pump 4-8 strokes of the syringe while turning the screw by hand.

Note

Syringe produce sharply, for better atomization of fuel. After injection, completely sink the syringe and lock it to avoid the possibility of engine suction of fuel through the syringe.

2. Give a signal "FROM THE SCREW!"

3. Master - - ENABLE

4. Ignition switch - - START (release when engine is running)

5. Carburetor heating - - ON (do not turn off until the engine starts to run smoothly)

Without preheating

1. With the ignition switch off, fully rich and throttle open 10-12mm, pump 6-8 strokes while turning the screw by hand. Do not fix the syringe, be ready to use it.

2. Give a signal "FROM THE SCREW!"

3. Master - - ENABLE

4. Ignition switch - - START

5. ROOD - - 2 TIMES ENERGY SET TO FULL GOT, then return to position 10-12 mm

6. Ignition switch - - RELEASE when engine is running

7. Continue injecting fuel with the syringe until the engine runs smoothly, or quickly open and close the throttle for a quarter of its stroke

8. Oil pressure - - CHECK

9. Carburetor heating - - ON (do not turn off until the engine starts to run smoothly)

10. Syringe - - COUNTER

Note

If the engine does not start on the first few attempts, or stalls after starting, the spark plugs may have frosted over. Preheating must be applied before the next start attempt.

CAREFULLY

Pumping with an ore can lead to the accumulation of an incorrect quality fuel mixture in the engine inlet line and, in the event of reverse exhaust, a fire hazard arises. If this happens, keep cranking the engine with the starter to suck the flame back in. It is advisable to have an assistant with a fire extinguisher near the aircraft during start-ups in cold weather without preheating.

During cold weather operation, the oil temperature gauge will remain blank until takeoff. It is recommended to warm up the engine for 2-5 minutes at 1000 rpm. Before takeoff, it is necessary to check the operation of the engine by setting the throttle 2-3 times to the full throttle position. If the engine revs smoothly and the oil pressure remains normal and constant, the aircraft is ready to take off.

At low temperatures, rough engine operation can be attributed to a lean mixture due to dense air and poor evaporation of the fuel-air mixture. The result of these conditions is especially noticeable when checking the magneto, when only one ignition circuit is working.

For optimal engine performance in cold weather, appropriate use of carburetor heating is recommended. Use heating as follows:

1. Use heat during warm-up and ground check.
Maximum heating may be necessary at temperatures below -12°C, and at temperatures between -12°C and 4°C partial heating should be used.

2. Use the minimum amount of heat needed to keep the engine running smoothly during takeoff, climb, and cruise.

Note

It is worth using partial heating at low temperatures very carefully. Partial heating can raise the air temperature in the carburetor to between 0°C and 21°C, at which carburetor icing, under certain atmospheric conditions, can become dangerous

3. If the aircraft is equipped with a carburetor air temperature sensor, the temperature should be kept at the end of the yellow line on the temperature gauge or slightly higher.

HOT WEATHER OPERATION

See this section for general information about starting in hot weather. Avoid prolonged engine operation on the ground.

NOISE REDUCTION

Increased attention to improving the quality of the environment requires every pilot to constantly strive to minimize the impact of noise on others.

As pilots, we can take action to improve the environment by following the steps below to help create a positive public image of aviation:

1. Pilots operating an airplane on runways, over crowded areas, recreation areas and parks, and other noise-sensitive areas, should make every effort to avoid flying at altitudes below 600 m if weather conditions permit, even if flying at lower altitude is not contrary to the rules for the use of airspace.

2. During departure or approach to the airport, climb after takeoff and descent for landing should be made, avoiding prolonged flight at low altitude near noise-sensitive areas.

Note

The procedures recommended above are not applicable when they would be in conflict with the clearances and instructions of the Air Traffic Control authorities, or when, in the opinion of the pilot, an altitude of more than 6000 m does not allow sufficient caution to avoid collision or detection of another aircraft.

Aircraft Cessna 182 Skylane.

The Cessna 182T Skylane family of aircraft provides its customers with the best combination of speed, range, safety, capability and value in a single-engine, four-seat aircraft. The Turbo model is equipped with a more powerful turbocharged engine for better climb and altitude.

Cost and delivery time

Cessna-182 T

CessnaT182 T(turbo)

Cost calculationcheck with a Polaris representative

Surcharges to the price of the aircraft for legal entities.
- customs clearance - 20% of the cost of the aircraft;
- VAT - 18%, taking into account the increase in price when clearing the aircraft (VAT is refundable);
- transfer of an aircraft from America to Moscow - approximately 18,000 US dollars + 2.5% insurance.

Surcharges to the price of the aircraft for individuals.
- customs clearance - 30% of the cost of the aircraft;
- transfer of an aircraft from America to Moscow - approximately 18,000 US dollars + 2.5% insurance.

The cost of customs clearance broker services is approximately 2000 - 3000 US dollars (for individuals and legal entities). When clearing customs services of a broker are not required.

The aircraft can be converted into a "hydraulic variant" (floats can be installed). Skis can also be installed instead of landing gear for flights in winter outside airfields.

Aircraft delivery time: year 2013

In accordance with the requirements of the AR IAC Certificate, the aircraft package includes:

Radio compass ADF KR-87

Rangefinder DME KN-63

TAS Traffic (Bendix King KTA 870) - NAV III Avionics

The aircraft is delivered to Russia and Kazakhstan within one month. Delivery cost from 30,000 to 35,000 USD.

Basic flight performance

Basic flight performance

Avionics Garmin 1000

Cabin and cabin of the aircraft

Cessna Aircraft Warranty

The aircraft and its components have the following warranty periods:

- fuselage and its components - 2 years or 1000 hours

- paintwork - 1 year

- engine and its components - 2 years or 1000 hours

- screw - 3 years

- Garmin avionics - 2 years

Training

When purchasing a new aircraft, Cessna Aircraft provides the following Garmin G1000 avionics flight training course for one person free of charge.

The flight and technical staff operating this aircraft must undergo training and training programs approved by Cessna Aircraft.

Maintenance

The aircraft is certified by AR IAC

In accordance with the AR IAC Type Certificate CT245-Cessna 182T/T182T, aircraft intended for operation in the Russian Federation and other CIS countries must undergo all modifications to the design and operational documentation associated with the installation of the following equipment:

1. Plates indicating exits from the aircraft in English and Russian (EXIT), installed in accordance with drawing No. 1205255-1.

2. CO indicator in the cab (after FAA approval).

3. ARC (after FAA approval).

4. KOSPAS-SARSAT emergency beacon operating at a frequency of 406 MHz.

5. Emergency rescue MV / UHF radio station R-855A1 of Russian production.

6. Flight parametric recorder (for commercial aircraft only).

7. Traffic Awareness System (after FAA approval).

Aircraft registration

Having purchased an aircraft, the owner has a question of its registration and further operation. Polaris offers several aircraft registration options. Our experts will tell you in detail about all the nuances of a particular aircraft registration, help you decide:

technical,

financial,

legal issues,

optimization of tax collections

· selection and organization of training of flight technical personnel during the registration of the aircraft.

We constantly analyze the needs of our customers, in the course of which we develop an optimal aircraft control program for them.

Aircraft acquisition process

The process of acquiring an aircraft consists of several main stages:

• Preparation of terms of reference for the selection of an aircraft;
• Consultations regarding the technical characteristics of the aircraft and their economic efficiency;
• Aircraft selection in accordance with the terms of reference;
• Consideration of several options that meet the terms of reference;
• Discussion and coordination of issues related to the operation of the aircraft;
• Consideration of the financial scheme for the acquisition of the aircraft;
• Approval and signing of a contract for the purchase of an aircraft;
• Inspection and revision of the aircraft by the company's specialists;
• Organization of work to bring the aircraft in line with the requirements of the aviation authorities;
• Obtaining an export certificate of airworthiness;
• Organization of aircraft flight to the home airport;
• Registration of the aircraft with the aviation authorities;
• Transfer of the aircraft to a new technical operator;
• Start of operation.

Contact Information

Official representative of Cessna Aircraft in Russia

Polaris Ltd.

Russia, 392000, Tambov, st. Sovetskaya, house 94, office 1

More and more 182 Cessen finds its owners in our country, but how many owners understand what a huge potential lies in these aircraft. The huge aviation market of the United States has given a chance to life to a huge number of interesting ideas. Here we will look at the embodiment of one of them. Meet the modification of the Cessna-182 with its own name Peterson 260SE.

conversion maker website
As always, I use information from sites
http://www.airwar.ru
http://ru.wikipedia.org/wiki
and other sources found by me in the internet and literature.

Looking closely, this is just a 1973 Cessna 182P Skylane C/N 18262330 N93SR.
From 1973, the Model 182P (4350) was built with tubular steel landing gear struts, a nose-mounted landing light and an enlarged fork.

But we'll take a closer look. In Alaska, the Cessna-182 has always been a workhorse and, of course, many inquisitive minds have tried, if not to improve its performance, then at least adjust it to fit their needs. Apparently this is how this unusual whale table for such a widespread aircraft appeared.

The Peterson 260SE is a STOL modification of the Cessna 182 by Todd Peterson. It consists of adding a front controlled horizontal plane and increasing engine power to 260 hp.

The 260SE traces its history back to a short takeoff and landing aircraft called the Skyshark built by Jim Robertson in the late 1950s.

Skyshark included a number of new solutions in its design, especially the horizontal planes in front a la duck, equipped with elevators that are always in the flow from the propeller. It was a technological breakthrough, but it turned out to be too expensive to manufacture.

However, Robertson used many of the features of the Skyshark in a conversion of the Wren Aircraft Company's Cessna 182 called the Wren 460. The Wren 460 was a Cessna 182 conversion that received double-slotted flaps, movable spoilers to assist the ailerons, and a canard forward wing with elevators.

Later models had a reverse propeller for steep approaches and short runs on short landings. The aircraft was offered on the market as the only safe STOL aircraft. He was talked about that way because he got his ability to take off and land in short bursts without the need for dangerous high angles of attack.

At full weight, the Wren's takeoff and landing distances were in the order of 300 ft. At idle, the aircraft could fly at low speed without the danger of stalling and with excellent forward visibility.

Thanks to these features, he could make a sharp turn immediately after takeoff. Due to low approach speed, Wren was cleared for Category II landings, with visibility conditions (1/4 mile horizontal and 100 feet vertical on ILS approach).

The company was going to get permission to land in zero visibility conditions, but did not have time and went bankrupt in the late 60s. Nevertheless, several Wrens managed to work for Air America

Todd Peterson acquired the Wrens type certificate and built several aircraft in the early 1980s under the designation 460P. A little later, their design evolved into the Peterson 260SE.

There is no wing modification on the 260SE. The quality of the aircraft is defined by a canard front wing with elevators and a more powerful injected 260 hp Continental engine.

All this made it possible to reach a cruising speed of 150 knots.

There is a modification only with an additional wing, without increasing engine power, it is called 230SE, it is also available at a price three times less than 260E (about 28 thousand cu). The 230SE has inferior takeoff and landing characteristics compared to the 260, but both aircraft have a stall speed of around 35 knots.

Now let's see what modifications are currently available. Biggest and most expensive modification: Katmai STOL includes IO-470-F injected 260 hp engine, canard front wing, aerodynamic wing cleaning and wing extension. Powerful brakes, reinforced nose strut, large wheels are available as an option. All 1970-1980 Cessna 182s allow this conversion.

Modification: 260SE/STOL includes IO-470-F injection 260 hp engine, canard front wing, wing and aircraft aerodynamic cleaning. All 1970-1980 Cessna 182s allow this conversion.

Modification: 230SE/STOL includes canard front fender with native 230 hp engine. All the features of the 260 are retained, but due to the weaker engine, the cruiser is only around 140 knots, the rate of climb is 1,150 fpm, and the takeoff distance is 475 ft. All 1970-1980 Cessna 182s allow this conversion.

By the way, if you want even more outstanding performance, then welcome. You can install an IO-550 with a power of 300 hp and order a modification for yourself.

The elevators on the front planes are controlled like conventional elevators by the yoke.

It's like a regular plane.

wingtips

general view on the left

tail unit without any changes

there are also upper windows in the ceiling, I don’t remember this on serial 182x

Photo 27.

the stand is normal

it looks like canard from below

serial number

who did the interior and painted the plane

Oh, and the number plate in the doorway. So far, as far as I understand, there is only one such aircraft in Russia, and I don’t really know what kind of conversion it is. So far I haven’t even seen how it flies, but I hope to correct this shortcoming. The plane lives in Togliatti and flew to Myachkovo for maintenance and refinement of avionics, then I caught it :-)))

LTH 260E
Crew: 1
Capacity: 3 passengers
Length: 27 ft 4 in (8.33 m)
Wingspan: 35 ft 10 in (10.92 m)
Height: 9 ft 0 in (2.74 m)
Wing area: 175.4 sq ft (16.30 m2)
Empty weight: 3,741 lb (1,697 kg)
Gross weight: 2,800 lb (1,270 kg) normal
Max takeoff weight: 3,650 lb (1,656 kg) limited category
Fuel capacity: 80 US Gallon (303 L)
Engine: 1 × Continental IO-470-R , 260 hp (190 kW)
Max speed: 175 mph max cruiser
Cruiser: 140 mph (122 kn; 225 km/h) economy cruiser
Stall speed: 35 knots
Range: 1850 km
Altitude: 20,000 feet
Rate of climb: 1,380 ft/min
Takeoff 2400 lbs: 290 ft
Takeoff 2950 lbs: 383 ft
Landing 2950 lbs: 400 ft
Turning radius: 360 feet
At a speed of 60 knots, it can fly 13.6 hours

Specifications

• Manufacturer: Cessna
• Country of origin: USA
• Model: Cessna-182
• Crew: 1 person
• Passenger capacity: 3 people
• Piston engine: PD Continental O470 R
• Engine power: 230 hp
• Aircraft length: 7.67m
• Wingspan: 10.98 m
• Aircraft height: 2.8 m
• Wing area: 16.2 m2
• Maximum takeoff weight: 1160 kg
• Empty weight: 735 kg
• Maximum speed: 257 km/h
• Cruise speed: 253 km/h
• Rate of climb: 366 m/min
• Ceiling height: 6096 m
• Fuel tank capacity: 348 l
• Fuel consumption: 0.18 kg/km
• Takeoff run: 242 m
• Mileage: 180 m
• Payload weight: 557 kg
• Maximum range: 1722 km

Story

This aircraft is an all-metal, strut-braced, overhead-wing monoplane powered by a medium power piston engine. The Cessna-182 is an improvement on the predecessor of the Cessna-180 and was the first to use composite parts. Serial production was started in 1956 and continued for 30 years. Further production was suspended due to falling sales, and was resumed only in 1997 in an improved form and with the prefix Skyline (Sky path) in the title. The new model differed:

• more economical and modern engine;
• slightly more fiberglass and thermoplastic parts;
• using modern electronic devices in the control unit.

Cessna-182 is considered one of the most popular aircraft in the history of world aviation.

Reasons for the popularity of Cessna-182

This aircraft is consistently in high demand among amateur pilots, professional pilots, business people and flying clubs for many reasons. Here are just a few of them:

• reliability;
• maneuverability;
• ease of piloting;
• good aerodynamics;
• high practicality;
• low fuel consumption;
• relatively low price;
• long service life.

Many flying clubs often use the model for guided tours. This is facilitated by:

• cozy salon;
• comfortable adjustable seats;
• panoramic glazing;
• high position of the airframe wing;
• soft smooth, steady flight;
• ease of photography.

Opportunities of operation

The Cessna-182 has a high reputation in both private aviation and aerial work. He honestly works in such areas of our life as:

• air cargo delivery;
• air taxi;
• business trips;
• air tourism.

On this model, sports and training flights are successfully carried out, it is possible to use it for military purposes.

Modifications

Based on the Cessna-182, more than 15 modifications have been developed and built, in which:

• increased takeoff weight;
• improved seat shape
• float chassis;
• more sophisticated avionics;
• additional amenities - radio, cockpit light, etc.

How to buy a ticket without leaving home?

Indicate the route, date of travel and number of passengers in the required fields. The system will select the option from the hundreds of airlines.

From the list, select the flight that suits you.

Enter personal data - they are required to issue tickets. Tutu.ru transmits them only via a secure channel.

Pay for tickets with a credit card.

What does an e-ticket look like and where can I get it?

After paying on the site, a new entry will appear in the airline's database - this is your electronic ticket.

Now all information about the flight will be stored by the carrier airline.

Modern air tickets are not issued in paper form.

You can see, print and take with you to the airport not the ticket itself, but the itinerary receipt. It contains the e-ticket number and all the details of your flight.

Tutu.ru sends an itinerary receipt by e-mail. We recommend to print it and take it with you to the airport.

It can come in handy at passport control abroad, although you only need your passport to board the plane.

How to return an e-ticket?

The airline determines the rules for returning tickets. Usually, the cheaper the ticket, the less money you can get back.

To return the ticket as soon as possible contact with the operator.

To do this, you need to respond to the letter that you will receive after ordering tickets on the Tutu.ru website.

Indicate in the subject of the message "Refund of tickets" and briefly describe your situation. Our specialists will contact you.

The letter that you will receive after ordering will contain the contacts of the partner agency through which the ticket was issued. You can contact him directly.