TR182 cost of ownership - maintenance, etc.

Some additional comments to this excellent list.

I had a turbo normalized Mooney. Did not have an inter cooler which
would have helped reduce some heat especially CHT on climb out.
I'm here in Houston and in summer time I'd climb 10-15 mph faster than
published figures to keep engine well below red line (baby that baby).
This of course caused more time to altitude. At destination I'd pull
MP back 5 or so inches (keeping good power on engine to prevent
cooling shock) and run AS up to yellow line for descent. My block time
was as good or better than published even with the very slow climb.

On comment #5. 100% on the mark. This relates directly to $ and down
time to replace the turbo. Cool that baby off before shut down.

Additional. Don't over boost the engine. Again more $ exposure and
possible failure when you don't want a failure if you have stressed
the engine.

The Bo's a good bird. Most accidents in it are related to pilot
proficiency and bad decisions. I'd get a pencil and paper and lay out
the good and bad of the 210-182-Bo for my requirements before I put my
money down.

I've got time (and instructed in) 182-210 and a little in Bo. Also
T-34 time). All good birds if maintained properly.

If I were going to lay out hard cash I'd go fly (rent) each bird that
I didn't have time in and fly it on a typical mission to see how it
fit my requirements.

Keep the fan turning and the beer cold )

Big John
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On Mon, 27 Mar 2006 10:28:26 -0700, Michael 182
wrote:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Michael