Cessna Turbo Skylane
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One of the most surprising things about flat-panel avionics systems is that the airplane and avionics makers have been able to incorporate them into existing airplanes relatively seamlessly. The Skylane, first built in the mid-1950s, is a perfect example of an airplane that successfully blends time-tested design with next-generation technologies.
The upgrades that came with the launch of the 182T in 2004 are all there, too. They include several small aerodynamic improvements -- more streamlined VOR antennas, slicker wheelpants, a smaller beacon -- that Cessna added in order to boost the cruise speed of the airplane by five knots or so, which does in fact seem to be the case.
The Skylane has had both WAAS and Garmin's GFC 700 autopilot for a little while now, but Garmin's SVT is brand new. In fact, the Skylane I flew in was the first production Skylane to have the system installed. It had not, however, been certified yet; hence, the "Experimental" markings on the airplane we flew. SVT should be ready to go and in new airplanes by the time you read this. Cessna hadn't yet determined a price for it, but it's likely to be just less than $10,000.
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Garmin’s Synthetic Vision Technology does many good things for the pilot at once. It shows a depiction of the terrain ahead in an intuitive way while lighting up the terrain in yellow or red when it begins to come near the airplane. Below, integrated weather, moving map navigation, engine instrumentation and nav/com frequencies are among the many menu items on the big MFD in the Skylane.
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If all you've flown are old-production Skylanes -- the last of the former airplanes were delivered in 1986 -- then let me say that the new generation Skylane is a better airplane in just about every regard, the exception being weight -- new production 182s are a little heavier than old models. What Cessna did with that weight was in my estimation exactly what they needed to do. They did a much better job corrosion-proofing the airplane. They made the seats safer, stronger, more durable and a lot more comfortable. They greatly improved the fit and finish of the interior. They added state of the art avionics. (And they've continued to upgrade those avionics.) They've made the airplane quieter, smoother and more versatile, with longer range tanks and improved aerodynamics. The new generation Cessna piston singles are extensively re-engineered airplanes that are thoroughly modern versions of the bestselling airplanes ever. So if you think that Cessna is still building the same old airplanes it did 50-odd years ago, think again.
Not Flying and Then Flying the Turbo Skylane
I'd planned to go fly a brand-new Turbo Skylane with Cessna Regional Sales Manager Chris Lee out of Austin one Monday in mid-March. Then the weather set in, with widespread low IFR and ice in the clouds, including predictions of large supercooled droplets. And the widespread low was in no hurry to go anywhere. Through Tuesday, Wednesday, Thursday, Friday and Saturday we sat watching the weather, each day hoping for better and each day being disappointed.
By Sunday, the front had mostly gone through the area, and we were looking at a forecast of clear skies a few hundred miles west of Austin, which is where we wanted to go to get to some high country to test out the SVT and see the turbocharger earn its keep.
The plan was to fly out to West Texas, Marfa (MRF) specifically, where the terrain rises rapidly and turbocharging makes a lot of sense. There were sigmets for moderate turbulence along our route of flight, and there were reports of icing at between 15,000 and 20,000 feet for the first half hour of our flight as the storm moved east. And we weren't planning to go out that high anyway. Other than that, the weather looked pretty benign.
Getting Reacquainted With the Skylane
One of the first things you notice about the 182 is its impressive interior. The seats are large, comfortable and strong, reminiscent of something you'd find in the back of a bizjet. Unlike four-point systems on many new airplanes, the seat belts on the Skylane are automotive shoulder belts with AmSafe built-in airbags. The belts retract into the roof behind and between the seats. Even after hours of flying you don't get that fatigued strapped-in feeling you can get with four-place belt systems. I think they're the best in the business.
The airplane we were flying was brand new, fewer than 10 hours on it, so starting it took a little fiddling. But after a few tries, I managed, with some helpful advice from Chris, to get it going. I really like the sound of the turbocharged Lyc in the 182. It's very throaty and smooth. There's no lever for the gear, but other than that, the Skylane retains all of the panel controls you'll remember from the old days. Still, engine management is dirt simple. For takeoff you simply push the throttle full forward -- there's an automatic wastegate, so you don't have to worry about overboosting the engine too much. If the manifold pressure goes into the red, which it never did on either of my takeoffs even with full throttle, you can simply dial it back a little, but that's about all there is to it. It’s the same with the prop. It might sometimes slightly exceed 2400 rpm, but if it does, all you need to do is twist it back a hair and you’re good again. Unlike most new-design airplanes, you’ve also got cowl flaps to deal with in the 182. Again, nothing is particularly complicated or critical, but there are systems, however rudimentary, to manage.
The electrical system features a high degree of redundancy, with a 28 volt 95 amp alternator with two primary buses and a standby battery for powering the essential bus for around 45 minutes of flight time. There is still a vacuum pump on the airplane, to power the backup attitude indicator. Most other new airplanes have gone to electrically powered backups.
Going Flying
We’d filed to Marfa direct at 8,000, an altitude that would keep us well out of any ice and hopefully above any turbulence. It worked on both counts.
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