A2A Cessna 182 User Manual

A2ASIMULATIONS

C182

ACCU-SIM C182 SKYLANE

ACCU-SIM C182

© 2014 A2A Simulations Inc. All rights reserved.
Published by A2A Simulations Inc.

ATTENTION!

Accu-Sim C182, including sounds, aircra, and all content is under strict,
and enforceable copyright law. If you suspect anyone has pirated any part
of Accu-Sim C182, please contact [e-mail]

RISKS & SIDE EFFECTS

Ergonomic Advice

▶ Always maintain a distance of at least 45cm to

the screen to avoid straining your eyes.

▶ Sit upright and adjust the height of your chair so that

your legs are at a right angle. The angle between your
upper arm and forearm should be larger than 90º.

▶ The top edge of your screen should be at eye level or

below, and the monitor should be tilted slightly back­wards, to prevent strains to your cervical spine.

▶ Reduce your screen’s brightness to lower the contrast

and use a flicker-free, low-radiation monitor.

▶ Make sure the room you play in is well lit.
▶ Avoid playing when tired or worn out and take

a break (every hour), even if it’s hard…

Epilepsy Warning

Some people experience epileptic seizures when viewing flashing lights or
patterns in our daily environment. Consult your doctor before playing com­puter games if you, or someone of your family, has an epileptic condition.

Immediately stop the game, should you experience any of the following
symptoms during play: dizziness, altered vision, eye or muscle twitching,
mental confusion, loss of awareness of your surroundings, involuntary
movements and/or convulsions.

A2ASIMULATIONS

C182

ACCU-SIM
C182 SKYLANE

4

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

CONTENTS

6 THE CESSNA 182
16 DESIGNER’S NOTES
18 FEATURES
20 QUICK START GUIDE
24 ACCU-SIM AND THE COMBUSTION ENGINE
30 SPECIFICATIONS
34 CHECKLISTS
40 PROCEDURES EXPLAINED
46 PERFORMANCE
62 EMERGENCY PROCEDURES
68 EMERGENCIES EXPLAINED
72 AIRPLANE & SYSTEMS DESCRIPTION
86 AIRPLANE HANDLING, SERVICE & MAINTENANCE
98 ACCU-SIM AND THE C182 SKYLANE
102 CREDITS

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

5

THE CESSNA 182

The Jack of All Trades and Master of All

6

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HE MASTER OF ALL TRADES? WELL, PERHAPS THAT IS A BIT

elaborate; however, the Cessna 182 is the proven master of a great

T

many aeronautical “trades”, indeed. So, what are the “trades” that
we want a General Aviation (GA) aeroplane to be the master of? Well, we
want it to be fast, carry lots of fuel, people and baggage, climb well, stall
gently, be easy to land and fly, be economical to operate and maintain,
and generally be a safe and pleasant ride for us and our passengers -­that’s a lot to ask of one aeroplane. Aer all, the physical world is based
upon compromise and give and take; what is gained here is lost there, etc.
Because of this necessary compromise, when it comes to mastering all
of these “trades”, virtually every aeroplane fails to make the grade. Some
exhibit very high performance but are a handful to fly for the average
pilot and others are as gentle as a puppy, but do not perform so well.

That ubiquitous physical compromise is present in most instances.

NOW CONSIDER THE CESSNA 182:

It has a light and simple fixed gear but it can cruise as
fast, or nearly so, as many retractable gear aircra. It
can haul over 1,200 pounds of passengers, fuel and/or
cargo. It will climb at nearly 1,000 fpm fully loaded and
has an excellent ceiling and higher altitude perfor­mance even without turbocharging due to its generous
supply of power. Due to very large and eective flaps,
its slow speed and departed flight regimes are excel­lent, predictable and better in most circumstances
than other aircra in its class. Accordingly, a pilot may
get it in and out of very small fields with confidence.
Its engine is reliable, easily maintained and not unduly
thirsty for fuel or oil. While it has a constant speed
propeller, it is a simple and basic aeroplane to operate
that may be quickly mastered by even relatively low­time pilots. It possesses a large and comfortable cabin
for four plus a capacious baggage compartment. While
it is maneouverable and quick on the controls, it is also
stable around all axes and possesses no dangerous or
surprising traits. It is an excellent IFR aeroplane. The
C-182 and feels substantial and robust; it is well-made
and can operate in and out of fairly rough airstrips.
Its high wing allows unlimited downward visibility.
Its rear cabin window gives a pilot increased visibility
and grants a more spacious and open feeling to rear
passengers.

The C-182T will cruise at 140KTAS at 10,000 while
burning only 12 gallons an hour or so and this while
carrying full fuel (88 U. S. gallons), four adults and
some baggage and being a gentle and predictable
aeroplane for the weekend pilot to confidently fly with
his family. Since 2005 the Garmin G1000 Glass Cockpit
has been available in the C-182. This makes instrument
and low visibility flying easier and safer.

While practical and simple to operate, many consider
the high-performance capability of Cessna 182 to be
the ultimate aeroplane for the casual, sportsman flyer.

The Master of all trades? Well, almost all. It cannot
break the sound barrier or reach 40,000. However, it is
the master of so many trades that really matter, that no
one could reasonably ask for more.

HOW?

By now you ought to have the feeling that there is very
little that the C-182 cannot do - without ease, grace
and élan. So, how did Cessna achieve this aeronautical
superlative?

As any dog breeder will tell you, ancestry makes
a great deal of dierence. The C- 182’s immediate
ancestor is the Cessna 180, the 182 being essentially
the tricycle gear version of the 180. In creating the
C-180, the first thing Cessna did was to borrow what
was an already proven wing design from the all metal

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

7

THE CESSNA 182

C-170/172. Below its high wing, however, the C-180/182
is an entirely new aeroplane.

The C-182’s cowling is larger and fuselage is longer
than the C-172’s, and the cabin does not taper rear­wards adding a good deal of useful space. The C-182’s
undercarriage is sturdier and more robust to handle its
heavier weight. The C-182’s six cylinder 230 h. p. engine
is almost 60% more powerful than that of the C-172’s
but its gross weight is only 30% greater. This gives the
C- 182 a very respectable power- loading of 13.52 lb./
hp. While the C-172 and the C-182 share the same wing,
that wing is more than large enough to give the C-182
a relatively light wing- loading of 17.8 lb./sq.. It is
this combination of high power and low weight which
produces the excellent performance that the C-182
demonstrates.

Greater power and a larger propeller produce more
P-eect and torque which require appropriately sized
tail surfaces to counter them. Accordingly, the C-182’s
tail surfaces (fin/rudder and stabilizer/elevators) were
made larger to accommodate the additional power up
front. While this results in a somewhat heavy feeling
elevator whilst on the ground and at slow speeds, in
the air the elevator is not disproportionately heavy as
compared to other aircra in its class.

Taking all of these design elements together,
pound for pound the C-182 emerges as one of the
most capable GA aircra of all time, a true Master of
All Trades. Superlative performance has been justly
rewarded, with over 23.000 having been built, the
C-182 is the second most popular and numerously
produced high performance GA aeroplane of all time,
just aer the C-172.

WHY?

So, why did Cessna go to so much trouble to create an
aeroplane with all of the ability that the C-182 pos­sesses? As usual, there is more than one answer. One
reason was due to market conditions. Aer the end of
World War II, there was a fast growing demand for the
so-called bush plane. The simplest definition of a bush
plane is one which will be primarily operated in and
out of rough, short and remote fields and waterways;
those which could not in any real way be considered to
be airports or airfields.

It has been long established that high -wing, tail­wheel aeroplanes are best for bush flying. High wings
sit well above the sometimes tall brush and far from
stones and other debris which might be kicked up.
The sturdy main gear of a tailwheel aeroplane is best
suited for rough landings in fields which might actually
damage a more delicate nosewheel strut. Also, a
tailwheel aeroplane’s propeller is higher o the ground
when taking o, landing and taxiing than the propeller
of a nosewheel aeroplane, putting it farther away from
stones, etc.

Cessna’s high wing aeroplanes, with a suicient amount

of power and a tailwheel are ready-made for bush flying.
The 170 had almost all of the features required for a bush
aeroplane. What was wanted was a larger, more robust
airframe and an increase in power. Thus came the C-180,
which, with a nose wheel is the C-182.

BUSH LEAGUE

Contrary to popular belief, bush flying did not begin
aer W.W. II.; it began in Canada in 1919. Ellwood Wilson
was a Canadian forester who was employed by the
Laurentide Company located in Quebec. Laurentide
trained foresters whom they hired out to large lumber
companies. Of forester Wilson’s many duties, surely
very high in importance was the hopefully early detec­tion and reportage of forest fires. One day Mr. Wilson
had a brilliant idea: The forests were too vast for even
hundreds of foresters like himself to properly patrol and
map; however, from an aeroplane the entire forest could
be well-patrolled and mapped and any sign of smoke
that might indicate a burgeoning fire could be instantly
detected and reported.

He obtained two surplus Curtiss HS-2L flying boats
from the Canadian government. Between 4 and 8 June,
1919, the first aerial fire-patrol and photography mis­sions were piloted by RCAS Captain Stuart Graham and
engineer Walter Kahre. One of their cross-country flights
of 645 miles to Lac-àla- Tortue, was at that time, the
longest cross-country flight in Canada.

This and subsequent forest patrol flights of the Curtiss
JS-2Ls are considered to be the very first bush aircra
operations. Laurentide Company initially financed these
flights which received tremendous publicity in Canada.
Soon thereaer a new subsidiary was formed, Laurentide
Air Services, Ltd., the first exclusively bush operator in
Eastern Canada.

Curtiss HS-2L
in military use
during W. W. I.

A Curtiss HS-2L
of Laurentide
Air Services
in the early
1920s.

8

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

An Airco DH-4
which was
used in Air
Mail service
in the 1920’s.

Piper J-3
“Grasshopper”.

Very popular
for bush ying
is the Piper
Super Cub
with oversized
tundra tires for
rough elds.

Curtiss JN-4 “Jenny”

Meanwhile, in Western Canada, in Edmonton, Wilfred
May and his brother Court began the first commercial
bush flying business in that area, called May Airplanes,
Ltd. Flying a surplus Curtiss JN- 4 “Jenny” they,
along with pilot George Gorman and mechanic Peter
Derbyshire flew newspapers and small packages to
outlying towns and villages.

Soon, these nascent companies were recognized to
be successfully providing a vital service in the rugged
and oen isolated area of central Canada. In 1919, Carl
Ben Eielson, an Alaskan originally from North Dakota,
began flying passengers in a surplus “Jenny” from
Fairbanks to and from outlying villages. In 1924 the U.S.
Post Oice granted Eielson a license to deliver mail in
and around the Fairbanks area, but now in a far more
powerful DH-4.

From these humble beginnings, bush flying in
Canada, Alaska and the northern continental United
States quickly blossomed into a major industry with
thousands of aeroplanes connecting what were
formerly remote and wild places with the rest of the
world. Food, medicine, doctors and other vital com­modities and people were, for the first time, now able
to be delivered to so many remote regions which had
been formerly bere of these necessities.

Aer W. W. II, aircra manufactures recognised that
bush flying companies would be operating again with­out the restrictions upon civilian aviation that the war,
out of necessity, had applied. It was not long before
many of the Piper Cubs and Super Cubs, Stinsons,
Aeroncas, all of the so -called “Grasshoppers” of the U.
S. and Canadian Air Services began to show their age

-- rough field and water flying taking its inevitable toll
on them. New aircra to replace these noble veterans
were wanted.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

9

THE CESSNA 182

THE CESSNA “AIRMASTER” - WHERE
IT ALL BEGINS — FOR A WHILE

In 1935 Cessna introduced what was to be a very useful
bush and cargo single-engine aeroplane- the C-145/165
‘Airmaster”. These were rugged, substantial aircra
made of wood and steel tubing with fabric covering.
The wing was cantilever and did not require any exter­nal struts. Like virtually all aircra of that era it had a
tail wheel. It was ideal for rough country operations.
With its capacious fuselage and an excellent useful load
of 970 lbs. and later well over 1,100 lbs, with the 165 hp
(123 kW) Warner engine installed. It was a very capable
rough country aeroplane.

While Cessna’s production of civilian Airmasters
ended at the U. S. ’s entry on to W.W. II on December
8, 1941, a few Airmasters, now called UC-77B, UC-77C,
and UC-94 entered the into the military services of the
U.S. A number of them were also used by the Air Forces
of Australia and Finland.

The powerful and rugged 4-place, high wing
Airmaster is the direct ancestor of all post- war Cessna
single –engine aircra.

Civilian 1938 Cessna
C-165 “Airmaster”

Cessna C-37 Airmaster set up for
bush operations with removed
wheel pants and large tyres.

THE END OF THE WAR AND A
NEW BEGINNING FOR CESSNA

In 1945, Cessna produced its only post-war radial­engined, five place aeroplane, the C-190/195. While
Cessna had first designed and flown the 190 in 1945, it
was not until 1947 that it was introduced it to the public.
This is possibly because Cessna was hesitant to jump
back into the post-war general aviation market with
such an expensive aeroplane (which apparently did
not at all daunt Beechcra). Instead, the first Cessna
introduced aer the war was the modest, two-place, 65
hp C-120 which was available to the public in 1946.

The sole dierence between a C-190 and a C-195
is its engine: the C-190 having a 240 h. p. Continental
W670-23 radial engine, and a C-195 a 300 h. p. Jacobs
R-755 radial engine. Both engines have a diameter of
42” which makes the 190/195’s forward fuselage quite
large and most capacious. With seating for five (two
up front, three a) the 195’s useful load is 1,250 lbs.
permitting full 75 gallon tanks plus four - 200 lb. or five

- 160 lb. souls on board. Its published cruise is 170mph
(148k; 274km/h) at 70% power at 7, 500’. This was
remarkable performance for a light aeroplane in 1947
and quite similar to the modern C-182.

While the 190/195’s wing is, as with the pre-war
“Airmaster”, a cantilever design, unlike the “Airmaster”
the C-190/195 is of all- metal construction. Cessna
apparently came to the understanding (as would Piper
later in the decade) that manufacturing fabric-covered
aeroplanes is highly labor intensive and therefore
more costly to build than an all-metal aircra. The
C-190/195’s airfoil is the familiar NACA 2412 as used by
Cessnas’ 170, 150, 172 and 182 to this day.

An expensive “luxury” type, the C-190/195 was not
intended or expected to greatly fuel the post-war private
General Aviation market. These large, 5-place aircra
were intended primarily to be used for commercial char­ter and business transportation rather than as a light
aeroplane for personal use. Many of the 190/195s were
converted to floatplanes which made them very useful
commuter aircra in areas where there were few or no
airports. In this sense it could be said that the C-190/195
was a bush plane, although bush planes are generally
not so well-appointed nor so elegant.

As impressive as its performance may be, the mas­sive C-190/195 was too costly, its thirsty radial engine
required a good deal of maintenance, and its general
appearance, while sleek and attractive, was a definite
throwback to aircra of the thirties. Cessna understood
that something new was wanted in the brave new era
of peace.

10

A2ASIMULATIONS

SOMETHING NEW

Introduced in 1946, the basic and aordable 2-place
Cessna 120 was an instant success. It spawned the
C-140 which was then slightly stretched and in 1948
became the four-place 170. The 170 eventually

:::

C182 MANUAL www.a2asimulations.com

A Cessna C-195 on
amphibious oats. A very
capable bush aeroplane.

1949 Cessna 195. Sleek,
powerful …and expensive.

morphed into the all-metal, tricycle undercarriage
Cessna 172 in 1956, which is where the modern era of
Cessna aircra begins.

The whole story of the how the C-172 came to be and
how it evolved may be found in the A2A C-172 Manual
and, accordingly, will not be repeated here. I do com­mend it to you, dear reader, even though I must admit
that I wrote it. Nevertheless, you still may find it worthy
of a glance or two, as therein is discussed the genesis
and early development of the post- W.W. II Cessna line
of light aircra.

All went swimmingly well for a while, but Cessna
became inundated by the pleas of those who loved
the C-170 but wanted to go faster and carry more load.
Some of those were bush pilots who operated in and
out of the most primitive places on earth and who
required aeroplanes with lots of power, load capacity,
high performance and strength. Others simply wished
to take their families on trips without having to land for
fuel so oen.

While the C-170 was an excellent, relatively inexpen­sive personal aeroplane for use in relatively civilized
places, it did not have suicient power, load carrying
capability and overal performance necessary for
serious bush flying (and it is all serious). As of 1952,
except for the C-190/195, Cessna did not produce an
aeroplane that could be inexpensively used as a bush
plane.

Surely tired and frustrated at hearing how rival Piper
Cubs and Super Cubs were hauling goods and people
all around the remote northern regions, in 1952 Cessna
decided to satisfy these clamouring requests and
began to design the C-180.

THE CESSNA 180 - A RUGGED,
HEAVY HAULER

The first thing that Cessna did in designing the 180
was to slightly increase the size of the fuselage to
accommodate a new, more powerful engine, the 225h.
p. Continental O-470-A, O-470-J, and later a 230h. p.

Continental O-470-K engine. Some 180s have engines
up to 300 h.p. The 180’s larger fuselage also gave
the cabin a bit more room, particularly in width, and
tail surfaces were re-designed to accommodate the
increase in power.

On 26 May, 1952, with Cessna’s chief engineering
test pilot William D. Thompson at the controls, the
first Cessna 180, N41697, made its maiden flight. It
was certified by the FAA’s predecessor, the CAA (Civil
Aeronautics Authority), on 23 December of that year;
a nice Christmas present indeed for Cessna to give
itself. During 1953, the C-180 was made available to the
public. This was the “Golden Year” of aviation, in that
it was 50 years since the Wright Brothers made what
is considered to be the first powered flight; something
Cessna did not fail to mention in its advertisements for
the 180.

C-170 tail
surfaces were
originally
round-shaped.

The more
powerful C-180
tail surfaces are
square- shaped
and larger.
This was later
adopted for
the C-170.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

11

THE CESSNA 182

Even though the Cessna 180 has the same wing as
the later model all-metal Cessna 170, the 180 is a very
dierent aeroplane. It is heavier, more powerful and
more capable in every way. Unlike the C-170, C-180
with its 1,100 lb. useful load can comfortably carry four
adults and full fuel. Here is a basic comparison:

Cessna 170 Cessna 180

Empty Weight 1,205 lbs. 1,700 lbs.
Useful Load 950 lbs. 1,100 lbs.
Power 145 h.p. 230 h.p.
Cruise 105 K 142 K
Stall (Full flaps at MGW) 43 K 48 K
Range (Statute miles) 590 1,024
Absolute Ceiling 15,500 . 17,700 .
Rate of Climb at MGW 590 fpm 1,100 fpm

Without question the Cessna 180 performed very
well with its six- cylinder horizontally opposed 230 h.
p. Continental engine. It was just what the bush pilots
were looking for: an economical but hardy, heavy
loader that could go long distances quickly without
having to re-fuel. This was a much better deal than
the larger C- 190/195, which was far more expensive
to purchase, maintain and operate. It was even more
capable and rugged than the excellent C-37 Airmaster.

FOLLOW THE MONEY

All of this was just fine; however, Cessna was not only
in the business of selling aeroplanes to bush pilots,
as commercially sound as that was. The really plush
market in the burgeoning and prosperous middle
1950’s was private pilots who wanted a fast aeroplane
that could carry themselves and their families for long
distances and not cost the Earth to do so. The C-170
was fine but its performance was, to be charitable, not
spectacular.

However, the C-180 could do all that the C-170 could
not. Cessna tried to sell the C-180 to private pilots but
universally met with strong resistance over one matter
in particular - the C-180 has a tail wheel. In the middle
of the 1950’s new aeroplanes had nosewheels.

More and more private pilots of that era were no
longer content nor comfortable with an aeroplane with
a tail wheel with its inherent instability on the ground,
the high possibility of a groundloop at landing and the
poor visibility over the nose when taxiing. Once a pilot
had experienced flying an aeroplane with a nosewheel,
he or she was not willing to go back to the tailwheel.
Accordingly, Cessna had no good argument regarding
this when pilots baulked at the C-180. The solution was
more than obvious and Cessna, with yawning empty
coers anxiously awaiting to be filled with the loot to
be gained by new purchases, went to work to remedy
the deficiency.

IT LOOKS SO EASY, BUT…

Sometime during 1954, Cessna’s Board of Directors
were convinced that it would be in Cessna’s best

Piper PA-22
Tri-Pacer. Note­fully steerable
nosewheel

interest for the future to put nosewheels on their two
top selling aeroplanes. They likely did not consider
that this was going to be a big problem. Aer all,
they were already manufacturing two very popular
prime candidates for this modification, the C-170
and the newer C-180. It is likely that the Board had
for some time resisted this rather expensive and
extensive change until it was painfully pointed out to
them that Cessna had indeed fallen far behind their
competitors in this regard, particularly Piper with its
prescient tricycle undercarriage Tri-Pacer which was
introduced to the public in early 1951. Not having
produced any single engine aircra with a nosewheel
by 1954 was certainly a major concern for Cessna.
Ultimately convinced to go ahead, the Board directed
Cessna’s engineers to go to the drawing board and
come up with a satisfactory solution. However, put­ting a nosewheel on an existing tailwheel aircra is
much easier said than done.

SO, WHAT’S THE BIG DEAL?

First, the main gear must be moved back behind the
centre of gravity (C. G.) so that the aeroplane will firmly
sit forward on its new nosewheel. This may sound at
first blush to be a simple and obvious matter, but it is
more of a problem than it might appear with respect
to a high wing aeroplane such as the Cessna 180. One
reason (of many) for the complication is because the
main undercarriage is necessarily attached to the
bottom of the C-180’s fuselage and that fuselage has
already been designed to absorb and transfer the
stresses of taxiing and landing at the former, more for­ward attachment point of its main undercarriage legs.
Low-wing, tailwheel aeroplanes which are re-designed
for a nosewheel have many of the same problems as
those of high-wing aeroplanes, however moving the
main undercarriage attachment point farther a on the
wing is a simpler matter.

Of course, there are a few exceptions to the
bottom of fuselage location for main undercarriage
attachment on a high-wing, nosewheel aeroplane,
particularly with regard to some twin engine,
high-wing aeroplanes such as the Aero Commander,
the Mitsubishi MU-2 and the Britten-Norman BN-2

12

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

Islander. In each of these examples, the main gear
assembly is located in the engine nacelles. High­wing singles such as the C-180 do not have such a
convenient place to attach the main gear as do those
aeroplanes. Accordingly, the internal structure of the
fuselage of the formerly “standard” undercarriage
C-180 had perforce to be altered. It required that
the new stress points, created by the relocated main
gear, adequately transfer and distribute rough-field
taxiing and landing forces into the fuselage struc

­ture; forces which in the real world are not always
perfectly gentle and benign.

The exact placement rearward of the main gear must
also be resolved. This is a complicated matter of bal­ance and compromise that involves the consideration
of a number of matters such as:

1. The location of the C. G. within a useable range

after the nosewheel is installed. This must
take into account the weight of the nosewheel
assembly, since its position is well forward with
respect to the aircraft datum or fuselage station.
While the main undercarriage sits slightly behind
the C.G. and having two wheels and legs, etc. is
heavier, it does not necessarily offset the forward
moment arm of the new nosewheel assembly.

2. The balance of the aeroplane when on the

ground. The main undercarriage legs must
be placed far enough aft to provide a stable
platform for the aeroplane to sit upon. It
must also be far enough aft to prevent the
aeroplane from tending to easily tip back
onto its tailskid under normal operating,
load and wind conditions; however…

3. The main undercarriage legs must not be so far

aft so as to prevent rotation or create too high a
load for the elevator to lift the nose on takeoff. A
certain aft placement of the main undercarriage
legs might make for a very stable aeroplane
whilst on the ground, but if it is placed too far
aft the resulting geometry may cause a situa­tion in which the elevator may not be powerful
enough to lift the nose during the takeoff.

LEFT: Aero
Commander
note- main
undercarriage in
engine nacelle

CENTER:
Britten-Norman
BN-2 Islander.
Note- main
undercarriage
attached to
engine nacelle

RIGHT: Grumman
AA-5B “Tiger”­note simple
non-steerable,
castering
nosewheel

Other considerations include:

1. The nosewheel assembly’s added mass

and drag below the data line which
will likely cause pitch – down.

2. The additional weight of the nosewheel

which reduces the aeroplane’s useful load.

3. The new tri-cycle geometry must allow for

precise and positive braking, taxiing.

4. The placement of the main undercar-

riage legs must not prevent and ought
to aid entry into the aeroplane.

5. The transfer of forces during taxi-

ing and landing must not unduly dis­turb the pilot and passengers.

There are probably a few more considerations as

well, but I presume that the point has been made.

Once these many thorny problems are resolved to
the best of the design engineers’ ability, the matter
of the nose wheel assembly itself and its placement
must be addressed. The area beneath the engine
and its accessories where there was little to no space
must now house the nosewheel assembly attach­ment. This includes a strut of suicient strength
and robustness to withstand rough field taxiing
and less than gentle landings. Not only that, but the
nosewheel’s steering mechanism and its linkages
must also be considered. In some nosewheel aircra
such as the Grumman AA-5A “Cheetah” and the
AA-5B “Tiger”, the Tecnam P Twenty-Ten and many
homebuilt aircra, this particular problem at least
has been simplified by installing a free- castering
nosewheel whereby all ground steering is achieved
by dierential braking and not by a direct link to the
nosewheel. Additionally, free-castering nosewheel
permits a very tight turning circle and many pilots
report that they like it better than a steerable
nosewheel. Cessna desired to provide a fully steering
nosewheel as did Piper’s Tri-Pacer and many other
aircra, so the complex linkages from the rudder
pedals to the nosewheel had to be designed and
space for all of this had to be found.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

13

THE CESSNA 182

PRESENTING: (APPROPRIATE
FANFARE) THE CESSNA 182

In November 1955 the C-172 was introduced to the public,
albeit as a 1956 model. Within a few months, in early 1956,
the C-182 took its opening bow. It was an instant suc
cess in the GA market. The following year the C-182 was
upgraded and became the “Skylane”. Bush pilots, how
ever, continued and continue to date to operate C-180s as
even the best nose wheel system is considered to be too
delicate for operations in rough country. With over 23,000
C-182/Skylanes having been produced to date the C-182/
Skylane has certainly proven to be a popular ride.

IT KEEPS GETTING BETTER, BUT
THE ’PLANE REMAINS THE SAME

The C-182/Skylane did not sit dormant for very long before
improvements and modifications were incorporated by
Cessna. Engines, landing gear material, larger windows,
and cabin appointments have changed and its useful load
has steadily increased. However, even with all of these
changes, the Cessna 182 remains the same simple, fast,
heavy hauling, comfortable, easy to fly aeroplane that it
was when it was first introduced in November, 1955.

Sure, over the years there have been a few modifica­tions to the airframe, the vertical fin and rudder being
swept back with “D” model in 1960, and the most
dramatic and obvious change being the cut down rear
fuselage and the installation of “Omni-Vision” (a rear
cabin window) with “E” model in 1961. In 1996, with
the “S” model, the familiar Continental O-470-U engine
was replaced by the fuel injected Lycoming IO-540 of
similar power. Other than that the 182’s changes have
been modest and subtle, updated radios, fancier cabin
appointments and such.

The retractable gear R182 was introduced in 1977,
and a turbocharged T182 was introduced in 1980.
Both retractable gear and a turbocharged engine were
available in the TR182 in 1978. In 2001, a turbocharged

-

-

The very rst Cessna 182 (N4966E)

ABOVE RIGHT:
1956 C-182 panel
with a few radios,
etc. added.

BELOW RIGHT:
1956 C-182. Even
with a nosewheel
ip- overs are
possible.

and fuel injected engine was available in the T182T. The
introduction of the Garmin G1000 “Glass Cockpit” was
introduced as standard equipment in 2004. A diesel
engined 182, the T182JT-A, was tested in 2012 and set for
delivery to its first customer this year.

TH E C-18 2T

With each new model the Cessna 182 shows thought­ful improvements which enhance its usefulness and
convenience, sometimes in large gulps, sometime in
smaller ones. The “T” model 182 is no exception and
displays a number of changes from the previous “S”
model.

Cockpit” (not modelled) there are other electronic
enhancements. Recognizing that the electrical system
of the 182 had become more sophisticated as well as
more capacious. The avionics master switch now con­trols a split electrical bus. Also, there is an additional
main bus with a standby battery position. For safety in
the event that there should occur an electrical system
malfunction the avionics are divided onto two discrete,
separately switchable busses. Should a particular
component or group of components malfunction and it
becomes necessary to shed electrical load on the main
system, basic navigation and/or communication capa­bility may be preserved by shutting down power to Nav
I or II and/or Com I or II while leaving the other radios
operational. Bus #1 switches the Honeywell Bendix/
King KLN 94, if so equipped, plus the #1 Nav/Com. Bus
#2 switches the Bendix/King KMD 550 multifunction
display (MFD), if so equipped, the #2 Nav/Com and the
transponder.

practice of dividing the most important instruments
between electric and hydraulic power, so that if one
system should fail, at least half of the instruments
would still operate.The Directional Gyro (or HSI if one

Aside from the optional Garmin G1000 “Glass

The “T” model continues Cessna’s safe and wise

14

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

is installed) is powered by the electrical system while
the Attitude Indicator (Artificial Horizon) is driven by
the vacuum system. There are two constantly working
vacuum pumps in C-182T’s with Nav I and Nav II equip­ment and one vacuum pump in Nav III 182s.

Cosmetically the 182”T” continues the practice
of painting on the trim over the white base colour.
Previously, and prior to 2003 the trim stripes were
decals which were clear coated to preserve them from
the weather, etc. Not surprisingly, this did not work
out so well in all instances and more than a few decal­trimmed 182Ts are showing a bit of ragged wear. Since
2003 the 182 has painted on trim.

The 182T’s seats are available covered in either
fabric or leather, at no cost dierence (A2A opted for
the leather). The control yokes are leather bound for
better traction when hauling back that heavy eleva­tor. The LED interior lighting makes aer dark flying a
pleasure. Unlike former 182’s painted spinners the “T”
model’s spinner is a spiy polished aluminium.

The “T” model also underwent a thorough aerody­namic drag reduction program that added four knots
over the “S” model under the same power:

1. Sleeker undercarriage leg and

wheel-pants fairing.

2. Improved wingtips with internally

mounted navigation lights.

3. Improved cowling promoting more

efficient air movement within.

4. Draggy wire antennae on the vertical fin replaced

with flat plate antennae aligned with the airflow.

5. Sleeker cockpit entry steps on the

main undercarriage legs.

Also, the 230-horsepower Lycoming IO-540 has been
de-rated to operate at 2,400 rpm max. which will surely
tend to increase the practical TBO (time between over­haul) and reduce maintenance costs. The “S” model’s
three-blade McCauley prop with curved leading and
trailing edges is standard equipment on the “T’.

Over the years pilot ergonomics has not been
ignored by Cessna. In the 182’s cockpit everything
is where you might expect it to be and all controls,
switches and buttons fall nicely to hand. Flap, gear
and trim controls feel like what they control, and
operate intuitively. However, the optional electric
elevator trim button on the pilot’s control yoke is
highly recommended being that the 182’s high wing
and generous quotient of power on a thrust line
some distance below it makes this aeroplane want
trim and plenty of it upon every change of power
and/or airspeed. While the C-182T has a 24 volt
electrical system, in keeping up with the times for
the pilot’s and passengers’ convenience, for the first
time there is now a 12 volt outlet plug for an out­board electrical device such as a GPS, laptop, IPad,
or whatever.

PERFORMANCE COMPARISON

Cessna 182S

SKYLANE

Engine

Horsepower 230 230 235

Top Speed 146 KTS. 150 KTS. 148 KTS.

Cruise speed 142 KTS. 145 KTS. 143 KTS.

Stall Speed (full flaps) 49 KTS. 49 KTS. 56 KTS.

Ground Roll 805 . 795 . 795 .

Over 50  obstacle 1,515 . 1,514 . 1,216 .

Rate Of Climb 865 fpm 924 fpm 1,010 fpm.

Ceiling 14,900 . 18,100 . 18,100 .

Gross Weight 3,100 lbs. 3,100 lbs. 3,000 lbs.

Empty Weight 1,775 lbs. 1,897 lbs. 1,608 lbs.

Useful load 1,213 lbs. 1,382 lbs.

Fuel Capacity 92 gal. 88 gal. 72 gal.

Range 817 nm. 968 nm. 650 nm.

Ground Roll 590 . 590 . 825 .

Over 50  obstacle 1,350 . 1,350 . 1,725 .

Lycoming

IO-540-AB1A5

Takeo

Landing

Cessna 182T

SKYLANE

Lycoming

IO-540-AB1A5

PIPER 235

DAKOTA

Lycoming

O-540-J3A5D

LIKE AN OLD, COMFORTABLE
PAIR OF SHOES

From its inception the Cessna 182 filled a need in
the GA industry that it still fills, and with distinction.
Steadily evolving since its introduction 1955 it has
never strayed far from its original incarnation. If a
pilot who flew the very first C-182 were to fly the latest
model, he or she would still find the cockpit to be a
familiar environment; and with the exception, perhaps,
of the flap control, originally manual and now electric,
everything would still essentially be where it always
had been and operate as it always did. He or she would
find it just as satisfying to fly as it always has been, like
putting on an old, comfortable pair of shoes; and that
quality, in the end, may be the Cessna 182’s greatest
achievement.

The Cessna 182 flies and operates like a basic,
simple aeroplane that any low-time Private Pilot could
easily check out in within an hour or two at most, while
it constantly delivers the high performance of a more
complex and demanding aeroplane. No doubt, as time
passes, continuing improvements will be made to the
venerable Cessna 182 that will surely enhance it in
many ways. But the basic aeroplane, that master of
virtually all aeronautic trades, will remain a familiar old
friend and perhaps the greatest of all GA aeroplanes.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

15

DESIGNER’S NOTES

16

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HE 182 TO ME, MEANS BUSINESS.

It’s large, comfortable, and tough.

T

Upon first entering the cabin, you are greeted with
an expansive, wide, and especially long interior. My
initial thought was, “wow, four people would be
very comfortable in here, even for long cross country
flights.” The rear baggage is also easily accessible just
behind the rear seat, making the entire lengthy interior
accessible in flight.

If you are familiar with it’s smaller brother, the
Skyhawk, your eyes should catch some additional
gauges including a CHT (cylinder head temp), a large
fuel gallons per hour gauge, manifold pressure, a blue
prop handle, a cowl flaps lever, and rudder trim. And in
general, the panel is wider and more expansive.

If you are like me, when you first step into a cockpit,
you will grab the yoke or stick to get a feel for the
controls and linkage. When I first pulled back on the
yoke in the Skylane, I thought “who put sand bags on
the elevator?” It’s that heavy, and by my own measure­ments, a Skyhawk requires 6 lbs to li the elevator while
the Skylane requires a whopping 25lbs. Having spoken
with several 182 owners and pilots, this heavy elevator is
a “love – hate” relationship, with most loving it.

Starting the powerful Lycoming 540 engine, you are
greeted by a throaty exhaust note. This plane sounds
mean. However, when you start to taxi, it reminds me
of an old 1970’s American car power steering. While the
rudders feel just as light as a feather, you’re aware that
these delicate forces are moving a large and powerful
vehicle.

At takeo, a 3-bladed prop has a distinctly strong
pull o the line and reaches 60 mph almost twice
as fast as the Skyhawk or Cherokee. As soon as you
li o into a climb, you will see climb rates between
1,000-2,000  / min. And being a high performance
airplane, aer takeo you will want to pull the throttle
back to 23” of manifold pressure, which is about 2/3rds
throttle. As you climb higher into thinner air, you can
slowly increase the throttle to maintain 23”. If you are
planning for a higher altitude cruise, you are in for a
treat because with it’s high li wing, drooping wing
tips, and 541 cu engine, it will continue to climb strong
right to your desired height.

Once you settle, and begin trimming for cruise, you
will see a nice increase of 15-20 KTS over the smaller
GA planes and the entire time you will also enjoy a
smoother ride from the higher wing loading.

Being a high wing airplane with power, any signifi­cant power or speed changes will require a strong pull
or push on the yoke until you adjust trim. This can get
especially heavy on final, if you don’t dial in enough
nose up trim. To quote Dudley Henriques, “If someone
told me they just bought a 182, my first question

When you start to slow down for your approach, you
need to be mindful of the trim at all times. Because if
you don’t have enough trim dialed in as you cross the
threshold, you may not be able to flare this properly.
This is not an airplane you fly with a thumb and finger;
you fly and especially land a Skylane with a tightly
clenched fist and a strong fore arm.

However, once in the flare (assuming you have it
properly trimmed), the heavy elevator really counters
any instinct to over flare. I find the Skylane to be one of
the easiest planes to land (again, if properly trimmed)
as the wing continues to fly well even at high angles of
attack. If you don’t have it trimmed properly, however,
you will be in for a hard touchdown.

When you do finally touch down, the feel of the
wheels digging into the pavement tells you just how
tough this bird’s landing gear is. Even if you did land
it very hard, the feeling is this plane could take a
lot more. The large tires dig into the pavement, and
the gear flexes beautifully. This is no doubt a plane
originally designed for some very tough terrain.

Once you have slowed down and exit the runway,
the feather light taxi forces feel as if someone laid a red
carpet out for you aer your flight. It’s just the easiest,
most pleasurable airplane to taxi. I cannot imagine
improving on this aspect.

No question, the Cessna 182 Skylane is an airplane
that can do everything you ask it too, and I can see
how owners can become quite attached and loyal to
their Skylane. It’s also no surprise why the Skylane is
the world’s most produced high performance general
aviation airplane of all time. I hope you enjoy your
Accu-Sim Skylane, as we have certainly enjoyed
making (and flying) it.

THE AIR TO AIR SIMULATIONS TEAM

would be “does it have
electric trim?” if not, I would
recommend they stop what
they are doing and get one
installed immediately.”

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

17

FEATURES

18

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

 A true propeller simulation.

 Interactive pre-flight inspection system.

 Gorgeously constructed aircra, inside

and out, down to the last rivet.

 Physics-driven sound environment.

 Persistent airplane even when the

computer is o.

 Four naturally animated passengers that

can sit in any seat.

 3D Lights ‘M’ (built directly into the

model).

 Complete maintenance hangar internal

systems and detailed engine tests
including compression checks.

 Visual Real-Time Load Manager.

 Piston combustion engine modeling.Air

comes in, it mixes with fuel and ignites,
parts move, heat up, and all work in
harmony to produce the wonderful
sound of a Lycoming 540 engine. Now
the gauges look beneath the skin of your
aircra and show you what Accu-Sim is
all about.

 Authentic Bendix King Avionics stack

including the KMA 26 Audio Panel, two
KX 155A NAV/COMMS, KR 87 ADF, KT 76C
Transponder, KN 62A DME, and KAP 140
Two Axis Autopilot with altitude pre­selection. Optional KI 525 HSI.

 Three in-sim avionics configurations

including no GPS, GPS 295, or the GNS

400. Built-in, automatic support for 3rd
party GNS 430 and 530, GTN 650 and 750.

 Pure3D Instrumentation.

 In cockpit pilot’s map.

 Authentic fuel delivery includes priming

and proper mixture behavior. Mixture can
be tuned by the book using the EGT or by
ear. It’s your choice.

 A2A specialized materials with authentic

metals, plastics, and rubber.

 Oil pressure system is aected by oil

viscosity (oil thickness). Oil viscosity is
aected by oil temperature. Now when
you start the engine, you need to be
careful to give the engine time to warm.

 Eight commercial aviation sponsors have

supported the project including Phillips
66 Aviation, Champion Aerospace, and
Knots2u speed modifications.

 And much more …

 Electric starter with accurate cranking

power.

 Dynamic ground physics including both

hard pavement and so grass modeling.

 Primer-only starts.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

19

QUICK START GUIDE

20

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HANCES ARE, IF YOU ARE

reading this manual, you

C

have properly installed
the A2A Accu-Sim C182 Skylane.
However, in the interest of
customer support, here is a brief
description of the setup process,
system requirements, and a quick
start guide to get you up quickly
and eiciently in your new aircra.

SYSTEM REQUIREMENTS

The A2A Simulations Accu-Sim C182
Skylane requires the following to run:

▶ Requires licensed copy of

Lockheed Martin Prepar3D

OPERATING SYSTEM:

▶ Windows XP SP2
▶ Windows Vista
▶ Windows 7

PROCESSOR:

2.0 GHz single core processor (3.0GHz and/or multiple
core processor or better recommended)

HARD DRIVE:

250MB of hard drive space or better

VIDEO CARD:

DirectX 9 compliant video card with at least 128 MB
video ram (512 MB or more recommended)

OTHER:

DirectX 9 hardware compatibility and audio card with
speakers and/or headphones

INSTALLATI ON

Included in your downloaded zipped (.zip) file, which
you should have been given a link to download aer pur­chase, is an executable (.exe) file which, when accessed,
contains the automatic installer for the soware.

To install, double click on the executable and follow
the steps provided in the installer soware. Once com­plete, you will be prompted that installation is finished.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

21

CHAPTER NAME

IMPORTANT: If you have Microso
Security Essentials installed, be sure
to make an exception for Lockheed
Martin Prepar3D as shown right.

REALISM SETTINGS

The A2A Simulations Accu-Sim
C182 Skylane was built to a
very high degree of realism and
accuracy. Because of this, it was
developed using the highest real­ism settings available in Lockheed
Martin Prepar3D.

The following settings are
recommended to provide the most
accurate depiction of the flight
model. Without these settings,
certain features may not work
correctly and the flight model will
not perform accurately. The figure
below depicts the recommended
realism settings for the A2A Accu­Sim C182 Skylane.

FLIGHT MODEL

To achieve the highest degree of
realism, move all sliders to the
right. The model was developed in
this manner, thus we cannot attest
to the accuracy of the model if
these sliders are not set as shown
above. The only exception would
be “Crash tolerance.”

INSTRUMENTS AND LIGHTS

Enable “Pilot controls aircra
lights” as the name implies
for proper control of lighting.
Check “Enable gyro dri” to
provide realistic inaccuracies
which occur in gyro compasses
over time.

“Display indicated airspeed”
should be checked to provide a
more realistic simulation of the
airspeed instruments.

ENGINES

Ensure “Enable auto mixture” is
NOT checked. The C182 has a fully
working mixture control and this
will interfere with our extensively
documented and modeled mixture
system.

FLIGHT CONTROLS

It is recommended you have

“Auto-rudder” turned o if you
have a means of controlling the
rudder input, either via side
swivel/twist on your specific
joystick or rudder pedals.

ENGINE STRESS DAMAGES ENGINE

(Acceleration Only). It is
recommended you have this
UNCHECKED.

22

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

QUICK FLYING TIPS

 To Change Views Press A or SHIFT + A.

 Keep the engine at or above 800 RPM. Failure to do

so may cause spark plug fouling. If your plugs do foul
(the engine will sound rough), try running the engine
at a higher RPM. You have a good chance of blowing
them clear within a few seconds by doing so. If that
doesn’t work, you may have to shut down and visit the
maintenance hangar.

 Reduce power aer takeo. This is standard procedure

with high performance aircra.

 On landing, raise your flaps once you touch down to

settle the aircra, pull back on the stick for additional
elevator braking while you use your wheel brakes.

 Be careful with high-speed dives, as you can lose

control of your aircra if you exceed the max allowable
speed.

 For landings, take the time to line up and plan your

approach. Keep your eye on the speed at all times.

 Using in-sim accelerated time may cause

odd system behavior.

 Keep throttle above  when flying at high RPM to avoid

fouling plugs.

 A quick way to warm your engines is to use auto start

(CTRL-E) or re-load your aircra while running.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

23

ACCU-SIM AND THE
COMBUSTION ENGINE

The piston pulls
in the fuel / air
mixture, then
compresses the
mixture on its
way back up.

24

A2ASIMULATIONS

The spark plug
ignites the
compressed air
/ fuel mixture,
driving the piston
down (power),
then on it’s way
back up, the
burned mixture
is forced out
the exhaust.

:::

C182 MANUAL www.a2asimulations.com

HE COMBUSTION ENGINE IS BASICALLY AN AIR PUMP. IT CREATES

power by pulling in an air / fuel mixture, igniting it, and turning the

T

explosion into usable power. The explosion pushes a piston down
that turns a cranksha. As the pistons run up and down with controlled
explosions, the cranksha spins. For an automobile, the spinning
cranksha is connected to a transmission (with gears) that is connected
to a drivesha, which is then connected to the wheels. This is literally

“putting power to the pavement.” For an aircra, the cranksha is

connected to a propeller sha and the power comes when that spinning
propeller takes a bite of the air and pulls the aircra forward.

The main dierence between an engine designed
for an automobile and one designed for an aircra is
the aircra engine will have to produce power up high
where the air is thin. To function better in that high,
thin air, a supercharger can be installed to push more
air into the engine.

OVERVIEW OF HOW THE ENGINE
WORKS AND CREATES POWER

Fire needs air. We need air. Engines need air. Engines
are just like us as – they need oxygen to work. Why?
Because fire needs oxygen to burn. If you cover a fire, it
goes out because you starved it of oxygen. If you have

ever used a wood stove or fireplace, you know when
you open the vent to allow more air to come in, the
fire will burn more. The same principle applies to an
engine. Think of an engine like a fire that will burn as
hot and fast as you let it.

Look at these four images on the le and you will

understand basically how an engine operates.

The piston pulls in the fuel / air mixture, then

compresses the mixture on its way back up.

The spark plug ignites the compressed air / fuel
mixture, driving the piston down (power), then on
it’s way back up, the burned mixture is forced out
the exhaust.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

25

ACCU-SIM AND THE COMBUSTION ENGINE

AIR TEMPERATURE

Have you ever noticed that your car engine runs
smoother and stronger in the cold weather? This is
because cold air is denser than hot air and has more
oxygen. Hotter air means less power.

Cold air is
denser and so
provides more

WEAK

oxygen to your
engine. More
oxygen means
more power.

STRONG

MIXTURE

Just before the air enters the combustion chamber it is
mixed with fuel. Think of it as an air / fuel mist.

A general rule is a 0.08% fuel to air ratio will produce
the most power. 0.08% is less than 1%, meaning for
every 100 parts of air, there is just less than 1 part fuel.
The best economical mixture is 0.0625%.

Why not just use the most economical
mixture all the time?

Because a leaner mixture means a hotter running
engine. Fuel actually acts as an engine coolant, so the
richer the mixture, the cooler the engine will run.

However, since the engine at high power will be
nearing its maximum acceptable temperature, you
would use your best power mixture (0.08%) when you
need power (takeo, climbing), and your best economy
mixture (.0625%) when throttled back in a cruise when
engine temperatures are low.

So, think of it this way:

▶ For HIGH POWER, use a RICHER mixture.
▶ For LOW POWER, use a LEANER mixture.

THE MIXTURE LEVER

Most piston aircra have a mixture lever in the
cockpit that the pilot can operate. The higher you
fly, the thinner the air, and the less fuel you need
to achieve the same mixture. So, in general, as you
climb you will be gradually pulling that mixture lever
backwards, leaning it out as you go to the higher,
thinner air.

How do you know when you have the right mixture?

The standard technique to achieve the proper mixture in
flight is to lean the mixture until you just notice the engine
getting a bit weaker, then richen the mixture until the
engine sounds smooth. It is this threshold that you are
dialing into your 0.08%, best power mixture. Be aware, if
you pull the mixture all the way back to the leanest posi
tion, this is mixture cuto, which will stop the engine.

-

26

A2ASIMULATIONS

Just before the
air enters the
combustion chamber
it is mixed with
fuel. Think of it as
an air / fuel mist.
When you push the
throttle forward, you
are opening a valve
allowing your engine
to suck in more
fuel / air mixture.

:::

C182 MANUAL www.a2asimulations.com

INDUCTION

As you now know, an engine is an air pump that runs
based on timed explosions. Just like a forest fire, it
would run out of control unless it is limited. When you
push the throttle forward, you are opening a valve
allowing your engine to suck in more fuel / air mixture.
When at full throttle, your engine is pulling in as much
air as your intake system will allow. It is not unlike a
watering hose – you crimp the hose and restrict the
water. Think of full power as you just opening that
water valve and letting the water run free. This is 100%
full power.

In general, we don’t run an airplane engine at full
power for extended periods of time. Full power is only
used when it is absolutely necessary, sometimes on
takeo, and otherwise in an emergency situation that
requires it. For the most part, you will be ‘throttling’
your motor, meaning you will be be setting the limit.

MANIFOLD PRESSURE = AIR PRESSURE

You have probably watched the weather on television
and seen a large letter L showing where big storms are
located. L stands for LOW BAROMETRIC PRESSURE
(low air pressure). You’ve seen the H as well, which
stands for HIGH BAROMETRIC PRESSURE (high air
pressure). While air pressure changes all over the
world based on weather conditions, these air pressure
changes are minor compared to the dierence in air
pressure with altitude. The higher the altitude, the
much lower the air pressure.

On a standard day (59°F), the air pressure at sea
level is 29.92 in. Hg BAROMETRIC PRESSURE. To keep
things simple, let’s say 30 in. Hg is standard air pres­sure. You have just taken o and begin to climb. As you
reach higher altitudes, you notice your rate of climb
slowly getting lower. This is because the higher you fly,
the thinner the air is, and the less power your engine
can produce. You should also notice your MANIFOLD
PRESSURE decreases as you climb as well.

Why does your manifold pressure
decrease as you climb?

Because manifold pressure is air pressure, only it’s
measured inside your engine’s intake manifold. Since
your engine needs air to breath, manifold pressure is
a good indicator of how much power your engine can
produce.

Now, if you start the engine and idle, why
does the manifold pressure go way down?

When your engine idles, it is being choked of air. It is
given just enough air to sustain itself without stalling.
If you could look down your carburetor throat when an
engine is idling, those throttle plates would look like they
were closed. However if you looked at it really closely,
you would notice a little space on the edge of the throttle

valve. Through that little crack, air is streaming in. If you
turned your ear toward it, you could probably even hear
a loud sucking sound. That is how much that engine is
trying to breath. Those throttle valves are located at the
base of your carburetor, and your carburetor is bolted
on top of your intake manifold. Just below those throttle
valves and inside your intake manifold, the air is in a near
vacuum. This is where your manifold pressure gauge’s
sensor is, and when you are idling, that sensor is reading
that very low air pressure in that near vacuum.

As you increase power, you will notice your manifold
pressure comes up. This is simply because you have
used your throttle to open those throttle plates more,
and the engine is able to get the air it wants. If you
apply full power on a normal engine, that pressure
will ultimately reach about the same pressure as the
outside, which really just means the air is now equal

­ized as your engine’s intake system is running wide
open. So if you turned your engine o, your manifold
pressure would rise to the outside pressure. So on a
standard day at sea level, your manifold pressure with
the engine o will be 30”.

IGNITION

The ignition system provides timed sparks to trig­ger timed explosions. For safety, aircra are usually
equipped with two completely independent ignition
systems. In the event one fails, the other will continue
to provide sparks and the engine will continue to run.
This means each cylinder will have two spark plugs
installed.

An added advantage to having two sparks instead
of one is more sparks means a little more power.
The pilot can select Ignition 1, Ignition 2, or BOTH by
using the MAG switch. You can test that each ignition
is working on the ground by selecting each one and
watching your engine RPM. There will be a slight drop
when you go from BOTH to just one ignition system.
This is normal, provided the drop is within your pilot’s
manual limitation.

The air and fuel
are compress
by the piston,
then the ignition
system adds the
spark to create
a controlled
explosion.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

27

ACCU-SIM AND THE COMBUSTION ENGINE

ENGINE TEMPERATURE

All sorts of things create heat in an engine, like fric­tion, air temp, etc., but nothing produces heat like
COMBUSTION. The hotter the metal, the weaker its
strength.

Aircra engines are made of aluminum alloy, due
to its strong but lightweight properties. Aluminum
maintains most of its strength up to about 150°C. As
the temperature approaches 200°C, the strength starts
to drop. An aluminum rod at 0°C is about 5× stronger
than the same rod at 250°C, so an engine is most
prone to fail when it is running hot. Keep your engine
temperatures down to keep a healthy running engine.

LUBRICATION SYSTEM (OIL)

An internal combustion engine has precision machined
metal parts that are designed to run against other metal
surfaces. There needs to be a layer of oil between those
surfaces at all times. If you were to run an engine and pull
the oil plug and let all the oil drain out, aer just minutes,
the engine would run hot, slow down, and ultimately
seize up completely from the metal on metal friction.

There is a minimum amount of oil pressure required
for every engine to run safely. If the oil pressure falls
below this minimum, then the engine parts are in
danger of making contact with each other and incurring
damage. A trained pilot quickly learns to look at his oil
pressure gauge as soon as the engine starts, because if
the oil pressure does not rise within seconds, then the
engine must be shut down immediately.

Without the layer of oil between
the parts, an engine will
quickly overheat and seize.

Above is a simple illustration of a cranksha that is
located between two metal caps, bolted together. This
is the very cranksha where all of the engine’s power
ends up. Vital oil is pressure-injected in between these
surfaces when the engine is running. The only time the
cranksha ever physically touches these metal caps is at
startup and shutdown. The moment oil pressure drops
below its minimum, these surfaces make contact. The
cranksha is where all the power comes from, so if you
starve this vital component of oil, the engine can seize.
However, this is just one of hundreds of moving parts
in an engine that need a constant supply of oil to run
properly.

28

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

MORE CYLINDERS, MORE POWER

The very first combustion engines were just one or
two cylinders. Then, as technology advanced, and the
demand for more power increased, cylinders were
made larger. Ultimately, they were not only made
larger, but more were added to an engine.

Below are some illustrations to show how an
engine may be configured as more cylinders are
added.

The more cylinders you add to an engine, the more
heat it produces. Eventually, engine manufactur­ers started to add additional “rows” of cylinders.
Sometimes two engines would literally be mated
together, with the 2nd row being rotated slightly so the
cylinders could get a direct flow of air.

THE PRATT & WHITNEY R4360

Pratt & Whitney took this even further, creating the
R4360, with 28 Cylinders (this engine is featured in the
A2A Boeing 377 Stratocruiser). The cylinders were run
so deep, it became known as the “Corn Cob.” This is the
most powerful piston aircra engine to reach produc­tion. There are a LOT of moving parts on this engine.

TORQUE VS HORSEPOWER

Torque is a measure of twisting force. If you put a foot
long wrench on a bolt, and applied 1 pound of force at the
handle, you would be applying 1 foot-pound of torque to
that bolt. The moment a spark triggers an explosion, and
that piston is driven down, that is the moment that piston
is creating torque, and using that torque to twist the
cranksha. With a more powerful explosion, comes more
torque. The more fuel and air that can be exploded, the
more torque. You can increase an engine’s power by either

making bigger cylinders, adding more cylinders, or both.

Horsepower, on the other hand, is the total power that
engine is creating. Horsepower is calculated by combin
ing torque with speed (RPM). If an engine can produce
500 foot pounds of torque at 1,000 RPM and produce the
same amount of torque at 2,000 RPM, then that engine is
producing twice the horsepower at 2,000 RPM than it is
at 1,000 RPM. Torque is the twisting force. Horsepower is
how fast that twisting force is being applied.

If your airplane has a torque meter, keep that engine
torque within the limits or you can break internal com­ponents. Typically, an engine produces the most torque
in the low to mid RPM range, and highest horsepower in
the upper RPM range.

-

The “Corn Cob,”
the most powerful
piston aircraft
engine to reach
production.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

29

SPECIFICATIONS

30

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

PERFORMANCE SPECIFICATIONS

Speeds

Note that high speed figures are with wheel
fairings. Subtract 2 KIAS when removed.

Maximum at Sea Level: 150 ktas
Cruise, 80% Power at 7000 : 145 ktas

Range

Recommended lean mixture with fuel allowance for engine
start, taxi, takeo, climb and 45 minutes reserve.

80% Power @ 7000  (max): 773 nm / 5.4 hrs
55% Power @ 10000  (econ): Range 930 nm / 7.6 hrs

Rate Of Climb At Sea Level

924 fpm

Service Ceiling

18,100 

Takeo

Ground Roll: 795 
Total Distance Over 50  Obstacle: 1514 

Landing

Ground Roll: 590 
Total Distance Over 50  Obstacle: 1350 

Stall Speed

Flaps Up, Power O: 54 kcas
Flaps Down, Power O: 49 kcas

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

31

SPECIFICATIONS

GENERAL

Engine

Textron Lycoming, IO-540-AB1A5, Normally aspirated,
direct drive, air-cooled, horizontally opposed, fuel injected,
six cylinder engine with 541 cu. in. displacement.

Horsepower Rating and Engine Speed:
230 rated BHP at 2,400 RPM.

Propeller

Three blade, constant speed, 79” 14.9° to 31.7° pitch
McCauley, Model Number B3D36C431/80VSA-1.

Fuel

Total Capacity: 92.0 U.S. gallons.
Total Usable: 87.0 U.S. gallons.
Total Capacity Each Tank: 46.0 U.S. gallons.
Total Usable Each Tank: 43.5 U.S. gallons.
Specified Octane: 100LL Grade Aviation Fuel

Oil Capacity

Sump Oil Capacity: 8 U.S. Quarts
Total Oil Capacity: 9 U.S. Quarts

Recommended Oil Viscosity for
Temperature Range:

Temperature SAE Grade

Above 16°C (60°F) 50 (w100)

-18°C (0°F) to 32°C (90°F) 20W-50
All Temperatures 15W-50

NOTE: The oil viscosity listed in the manual are slightly
dierent than in the simulation because they are each
referencing a dierent name brand of aviation oil.

Max Weights

Max Takeo Weight: 3100 lbs.
Max Baggage Area Weight: 200lbs
Max Ramp Weight: 3110 lbs
Max Landing Weight: 2950 lbs

Standard Airplane Weights

Standard Empty Weight: 1918 lbs.
Maximum Useful Load (total fuel,
passengers, and baggage): 1192 lbs

Limitations

VNE (Never Exceed)
Do not exceed 175 KIAS in any speed operation.

VNO (Maximum Structural)
Do not exceed 140 KIAS except in smooth
air, and then only with caution.

VA (Maneuvering Speed)
Do not make full or abrupt control movements above this speed.

3,100 Pounds: 110 KIAS
2,600 Pounds: 101 KIAS
2,100 Pounds: 91 KIAS

VFE (Maximum Flap Speed)

Do not exceed this speed with flaps

10° Flaps: 140 KIAS
10° to 20° Flaps: 120 KIAS
20° to 30° Flaps: 100 KIAS

Airspeed Indicator Markings

White Arc (flaps extended)
Full Flap Operating Range (41 – 100 KIAS)
Green Arc (flaps retracted)
Normal Operating Range (51 – 140 KIAS)
Yellow Arc
Operations must be conducted with caution
and only in smooth air (140-175 KIAS)
Red Line
Maximum speed for all operations is 175 KIAS

32

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

Powerplant Limitations

Maximum Engine Speed: 2400 RPM
Maximum Cylinder Head Temperature: 500° F (260° C)
Maximum Oil Temperature: 245°F (118°C)
Oil Pressure Minimum: 20 PSI
Oil Pressure Maximum: 115 PSI

Center Of Gravity Limits

NORMAL CATEGORY
Center of Gravity Range: Forward: 33.0 inches a of

datum at 2250 pounds or less, with straight line variation
to 35.5 inches a of datum at 2700 pounds or less, with
straight line variation to 40.9 inches a of datum at 3100
pounds, continuing to a limit at 3100 pounds.

A: 46.0 inches a of datum at all weights.
Reference Datum: Lower portion of front face of firewall.

NORMAL OPERATIONS

Airspeeds For Normal Operation

Unless otherwise noted, the following speeds
are based on a maximum weight of 3100 pounds
and may be used for any lesser weight.

Takeo

Normal Climb: 70-80 KIAS
Short Field Takeo, Flaps 20°, Speed at 50 Feet: 58 KIAS

Enroute Climb, Flaps Up

Normal, Sea Level: 85-95 KIAS
Best Rate-of-Climb, Sea Level: 80 KIAS
Best Rate-of-Climb, 10,000 Feet: 74 KIAS
Best Angle-of-Climb, Sea Level: 65 KIAS
Best Angle-of-Climb, 10,000 Feet: 68 KIAS

Maneuver Limits

This airplane is certificated in the normal categor y.
The normal category is applicable to aircra intended
for non aerobatic operations. These include any
maneuvers incidental to normal flying, stalls (except
whip stalls), lazy eights, chandelles, and turns in
which the angle of bank is not more than 60°.
Aerobatic maneuvers, including spins, are not approved.

Flight Load Factor Limits

Flight Load Factors (Maximum Takeo Weight - 3100 lbs.):

*Flaps Up: +3.8g, -1.52g
*Flaps FULL: +2.0g

*The design load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.

Landing Approach

Normal Approach, Flaps Up: 70-80 KIAS
Normal Approach, Flaps FULL: 60-70 KIAS
Short Field Approach, Flaps FULL: 60 KIAS

Balked Landing

Maximum Power, Flaps 20°: 55 KIAS

Maximum Recommended Turbulent Air Penetration Speed

3100 lbs: 110 KIAS
2600 lbs: 101 KIAS
2100 lbs: 91 KIAS

Maximum Demonstrated Crosswind Velocity

Takeo or Landing: 15 KTS

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

33

CHECKLISTS

34

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

CABIN

1. Pitot Tube Cover — REMOVE. Check for pitot blockage.

2. Pilot’s Operating Handbook — ACCESSIBLE TO PILOT.

3. Airplane Weight and Balance — CHECKED.

4. Parking Brake — SET.

5. Control Wheel Lock — REMOVE.

6. Ignition Switch — OFF.

7. Avionics Master Switch — OFF.

WARNING: When turning on the master switch,
using an external power source, or pulling the
propeller through by hand, treat the propeller as if
the ignition switch were on. Do not stand, nor allow
anyone else to stand, within the arc of the propeller,
since a loose or broken wire or a component
malfunction could cause the propeller to rotate.

8. Master Switch — ON.

9. Fuel Quantity Indicators — CHECK QUANTITY

and ENSURE LOW FUEL ANNUNCIATORS
(L LOW FUEL R) ARE EXTINGUISHED.

10. Avionics Master Switch — ON.

11. Avionics Cooling Fan — CHECK AUDIBLY FOR OPERATION.

12. Avionics Master Switch — O FF.

13. Static Pressure Alternate Source Valve — O FF.

14. Annunciator Panel Switch — PLACE AND HOLD IN

TST POSITION and ensure all annunciators illuminate.

NOTE: When Master Switch is turned ON, some
annunciators will flash for approximately 10 seconds
before illuminating steadily. When panel TST switch
is toggled up and held in position, all remaining
lights will flash until the switch is released.

15. Fuel Selector Valve — BOTH.

16. Flaps — EXTEND.

17. Pitot Heat — ON. (Carefully check that pitot tube

is warm to the touch within 30 seconds.)

18. Stall Warning System — CHECK (gently

move the stall vane upward and verify that
the stall warning horn is heard)

19. Pitot Heat — OFF.

20. Master Switch — OFF.

21. Trim Controls — Neutral.

22. Baggage Door — CHECK, lock with key.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

35

CHECKLISTS

BEFORE STARTING
ENGINE

1. Preflight Inspection — COMPLETE.

2. Passenger Briefing — COMPLETE.

3. Seats and Seat Belts — ADJUST and

LOCK. Ensure inertia reel locking.

4. Brakes — TEST and SET.

5. Circuit Breakers — CHECK IN.

6. Electrical Equipment — OFF.

NOTE: The avionics master
switch must be o during
engine start to prevent possible
damage to avionics.

7. Avionics Master Switch — OFF.

8. Cowl Flaps — OPEN

9. Fuel Selector Valve — BOTH.

10. Avionics Circuit Breakers — CHECK IN.

STARTING ENGINE
(WITH BATTERY)

1. Throttle — OPEN  INCH.

2. Propeller — HIGH RPM

3. Mixture — IDLE CUTOFF.

4. Propeller Area — CLEAR.

5. Master Switch — ON.

6. Flashing Beacon — ON.

NOTE: If engine is warm,
omit priming procedure of
steps 7, 8, and 9 below.

7. Auxiliary Fuel Pump Switch — ON.

8. Mixture — SET to FULL RICH (full

forward) until stable fuel flow is
indicated (usually 3 to 5 seconds), then
set to IDLE CUTOFF (full a) position.

9. Auxiliary Fuel Pump — OFF.

10. Ignition Switch — START

(release when engine starts).

11. Mixture — ADVANCE smoothly

to RICH when engine starts.

NOTE: If engine floods (engine has
been primed too much), turn o
auxiliary fuel pump, set mixture to
idle cuto, open throttle  to full,
and motor (crank) engine. When
engine starts, set mixture to full
rich and close throttle promptly.

12. Oil Pressure — CHECK.

13. Ammeter — CHECK (charging)

14. Navigation Lights — ON as required.

15. Taxi and Landing Light

Switches — ON as required

16. Avionics Master Switch — ON.

17. Radios — ON.

18. Flaps — RE TR ACT.

36

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

BEFORE TAKEOFF

NORMAL TAKEOFF

1. Parking Brake — SET.

2. Passenger Seat Backs — MOST

UPRIGHT POSITION.

3. Seats and Seat Belts — CHECK SECURE.

4. Cabin Doors — CLOSED and LOCKED.

5. Flight Controls — FREE and CORRECT.

6. Flight Instruments — CHECK and SET.

7. Fuel Quantity — CHECK.

8. Mixture — RICH.

9. Fuel Selector Valve — RECHECK BOTH.

10. Elevator and Rudder Trim

— SET for takeo

11. Throttle — 1800 RPM.

a. Magnetos — CHECK (RPM drop

should not exceed 175 RPM
on either magneto or 50 RPM
dierential between magnetos).

b. Propeller Control — CYCLE

(from high to low RPM; return
to high RPM) (push full in)

c. Vacuum Gage — CHECK.

d. Engine Instruments and

Ammeter — CHECK.

12. Annunciator Panel — Ensure no

annunciators are illuminated.

13. Throttle — CHECK IDLE.

14. Throttle — 1000 RPM or LESS.

15. Throttle Friction Lock — A DJUST.

16. Strobe Lights — AS DESIRED.

17. Radios and Avionics — SET.

18. NAV/GPS Switch (if installed) — SET.

19. Autopilot (if installed) — OFF.

20. Cabin Windows — CLOSED

and LOCKED.

21. Wing Flaps — SET for takeo (0°-20°)

22. Cowl Flaps — OPEN

23. Brakes — RELEASE

1. Wing Flaps — 0°-20°.

2. Power — FULL THROTTLE

and 2400 RPM.

3. Mixture — RICH (above 5000

feet pressure altitude, lean
for maximum RPM)

4. Elevator Control — LIFT NOSE

WHEEL (at 50-60 KIAS).

5. Climb Speed — 70 KIAS (flaps

20°) or 80 KIAS (flaps 0°)

6. Wing Flaps — R ETRACT.

SHORT FIELD TAKEOFF

1. Wing Flaps — 20°.

2. Brakes — APPLY.

3. Power — FULL THROTTLE

and 2400 RPM.

4. Mixture — L RICH (above

5000 feet pressure altitude,
lean for maximum RPM)

5. Brakes — RELEASE.

6. Elevator Control — MAINTAIN

SLIGHTLY TAIL LOW ATTITUDE.

7. Climb Speed — 60 KIAS (until

all obstacles are cleared).

8. Wing Flaps — RETRACT slowly

aer reaching 70 KIAS.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

37

CHECKLISTS

ENROUTE CLIMB

1. Airspeed — 85-95 KIAS.

2. Power — 23 in. Hg or FULL THROTTLE

(whichever is less) and 2400 RPM.

3. Mixture — 15 GPH or FULL

RICH (whichever is less)

4. Fuel Selector Valve — BOTH

5. Cowl Flaps — OPEN AS REQUIRED

CRUISE

1. Power — 15-23 in. Hg, 2000-2400

RPM (no more than 80%).

2. Elevator and Rudder Trim — ADJUS T.

3. Mixture — LEAN.

4. Cowl Flaps — CLOSED

DESCENT

BEFORE LANDING

1. Pilot and Passenger Seat Backs

— MOST UPRIGHT POSITION.

2. Seats and Seat Belts —

SECURED and LOCKED.

3. Fuel Selector Valve — BOTH.

4. Mixture — RICH.

5. Propeller — HIGH RPM

6. Landing/Taxi Lights — ON.

7. Autopilot — O FF.

NORMAL LANDING

1. Airspeed — 70-80 KIAS (flaps UP).

2. Wing Flaps — AS DESIRED (0°-10°

below 140 KIAS, 10°-20° below 120
KIAS, FULL below 100 KIAS).

3. Airspeed — 60 KIAS (Flaps FULL).

4. Trim — ADJUST

5. Touchdown — MAIN WHEELS FIRST.

6. Landing Roll — LOWER

NOSE WHEEL GENTLY.

7. Braking — MINIMUM REQUIRED.

1. Power — AS DESIRED.

2. Mixture — ENRICHEN as required.

3. Cowl Flaps — CLOSED

4. Altimeter — SET.

5. NAV/GPS Switch — SE T.

6. Fuel Selector Valve — BOTH.

7. Wing Flaps — AS DESIRED (0°-10°

below 140 KIAS, 10°-20° below 120
KIAS, FULL below 100 KIAS).

38

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

SHORT FIELD LANDING

AFTER LANDING

1. Airspeed — 70-80 KIAS (flaps UP).

2. Wing Flaps — FULL (below 100 KIAS).

3. Airspeed — 60 KIAS (until flare).

4. Trim — ADJUST

5. Touchdown — MAIN WHEELS FIRST.

6. Brakes — APPLY HEAVILY.

7. Wing Flaps — RETRACT for

maximum brake eectiveness.

BALKED LANDING

1. Throttle — FULL OPEN and 2400RPM

2. Wing Flaps — RETRACT TO 20°.

3. Climb Speed — 55 KIAS.

4. Wing Flaps — 10° (until obstacles

are cleared). Retract (aer reaching

a safe altitude and 70 KIAS).

1. Wing Flaps — U P.

2. Cowl Flaps — OPEN

SECURING AIRPLANE

1. Parking Brake — SET.

2. Throttle — IDLE

3. Electrical Equipment,

Autopilot — O FF.

4. Avionics Master Switch — OFF.

5. Mixture — IDLE CUT OFF

(pulled full out).

6. Ignition Switch — OFF.

7. Master Switch — O FF.

8. Control Lock — INSTALL.

9. Fuel Selector Valve — LEFT or

RIGHT to prevent cross feeding.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

39

PROCEDURES
EXPLAINED

40

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

STARTING ENGINE

When the engine starts, smoothly advance the mixture
control to full rich and retard the throttle to desired idle
speed. If the engine is under primed (most likely in cold
weather with a cold engine) it will not start at all, and
additional priming will be necessary. Aer starting,
if the oil pressure gauge does not begin to indicate
pressure within 30 seconds in the summer time and
approximately one minute in very cold weather, stop
the engine and investigate. Lack of oil pressure can
cause serious engine damage.

NOTE: Additional details concerning cold weather starting
and operation may be found under COLD WEATHER
OPERATION paragraphs in this section.

RECOMMENDED STARTER DUTY CYCLE

Crank the starter for 10 seconds followed by a 20
second cool down period. This cycle can be repeated
two additional times, followed by a ten minute cool
down period before resuming cranking. Aer cool
down, crank the starter again, three cycles of 10
seconds followed by 20 seconds of cool down. If the
engine still fails to start, an investigation to determine
the cause should be initiated.

Since the engine is closely cowled for eicient in-flight
engine cooling, precautions should be taken to avoid
overheating during prolonged engine operation on the
ground. Also, long periods of idling may cause fouled
spark plugs.

MAGNETO CHECK

The magneto check should be made at 1800 RPM as
follows. Move ignition switch first to R position and
note RPM. Next move switch back to BOTH to clear the
other set of plugs. Then move switch to the L position,
note RPM and return the switch to the BOTH position.
RPM drop should not exceed 175 RPM on either mag­neto or show greater than 50 RPM dierential between
magnetos. If there is a doubt concerning operation
of the ignition system, RPM checks at higher engine
speeds will usually confirm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty
grounding of one side of the ignition system or should
be cause for suspicion that the magneto timing is set in
advance of the setting specified.

LEANING FOR GROUND OPERATIONS

For all ground operations, aer starting the engine and
when the engine is running smoothly:

1. Set the throttle to 1200 RPM.

2. Lean the mixture for maximum RPM.

3. Set the throttle to an RPM appropriate for ground

operations (800 to 1000 RPM recommended)

NOTE: If ground operation will be required aer the
BEFORE TAKEOFF checklist is completed, lean the mixture
again (as described above) until ready for the TAKEOFF
checklist.

TAXIING

When taxiing, it is important that speed and use of
brakes be held to a minimum and that all controls be
utilized to maintain directional control and balance.
Taxiing over loose gravel or cinders should be done at
low engine speed to avoid abrasion and stone damage
to the propeller tips.

BEFORE TAKEOFF

WARM UP

If the engine idles (approximately 600 RPM) and
accelerates smoothly, the airplane is ready for takeo.

ALTERNATOR CHECK

Prior to flights where verification of proper alternator
and alternator control unit operation is essential (such
as night or instrument flights), a positive verification
can be made by loading the electrical system momen­tarily (3 to 5 seconds) with the landing light or by
operating the wing flaps during the engine runup (1800
RPM). The ammeter will remain within a needle width
of its initial reading if the alternator and alternator
control unit are operating properly.

LANDING LIGHTS

If landing lights are to be used to enhance the visibility
of the airplane in the traic pattern or enroute, it is
recommended that only the taxi light be used. This will
extend the service life of the landing light appreciably.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

41

PROCEDURES EXPLAINED

TAKEOFF

POWER CHECK

It is important to check full throttle engine operation
early in the takeo roll. Any sign of rough engine
operation or sluggish engine acceleration is good cause
for discontinuing the takeo. If this occurs, you are
justified in making a thorough full throttle static run-up
before another takeo is attempted. The engine should
run smoothly and turn approximately 2350 - 2400 RPM.

Full throttle run-ups over loose gravel are especially
harmful to propeller tips. When takeos must be made
over a gravel surface, advance the throttle slowly. This
allows the airplane to start rolling before high RPM is
developed, and the gravel will be blown behind the
propeller rather than pulled into it.

Prior to takeo from fields above 5000 feet pressure
elevation, the mixture should be leaned to give maximum
RPM at full throttle, with the airplane not moving. This
mixture setting should provide a fuel flow that closely
matches that shown on the Maximum Power Fuel Flow
placard. Aer full throttle is applied, adjust the throttle
friction lock clockwise to prevent the throttle from
moving back from a maximum power position. Similar
friction lock adjustments should be made as required in
other flight conditions to hold the throttle setting.

WING FLAP SETTINGS

Normal takeos use wing flaps UP - 20° (10° preferred).
Using 20° wing flaps reduces the ground roll and total
distance over an obstacle by approximately 20 percent.
Flap deflections greater than 20° are not approved for
takeo. If 20° wing flaps are used for takeo, the flaps
should stay at 20° until all obstacles are cleared and
a safe flap retraction speed of 70 KIAS is reached. For

a short field, 20° wing flaps and an obstacle clearance
speed of 60 KIAS should be used.

So or rough field takeos are performed with 20°
flaps by liing the airplane o the ground as soon as
practical in a slightly tail low attitude. If no obstacles
are ahead, the airplane should be leveled o imme­diately to accelerate to a higher climb speed. When
departing a so field with an a C.G. loading, the
elevator trim control should be adjusted towards the
nose down direction to give comfortable control wheel
forces during the initial climb.

CROSSWIND TAKEOFF

Takeos under strong crosswind conditions normally are
performed with the minimum flap setting necessary for
the field length, to minimize the dri angle immediately
aer takeo. With the ailerons partially deflected into
the wind, the airplane is accelerated to a speed slightly
higher than normal, then the elevator control is used to
quickly, but carefully, li the airplane o the ground and
to prevent possible settling back to the runway while
driing. When clear of the ground, make a coordinated
turn into the wind to correct for dri.

ENROUTE CLIMB

Normal enroute climbs are performed with flaps up, at
23 in.hg. manifold pressure or full throttle, whichever is
less, 2400 RPM, and 85 to 95 KIAS for the best combina­tion of performance, visibility, engine cooling, economy
and passenger comfort (due to lower noise level). The
mixture should be full rich during climb at altitudes up
to 5000 feet pressure altitude.

If it is necessary to climb more rapidly to clear moun­tains or reach favorable winds at higher altitudes, the

42

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

best rate of climb speed should be used with MCP. This
speed is 80 KIAS at sea level, decreasing to 74 KIAS at
10,000 feet. For maximum power climb use full throttle
and 2400 RPM with the mixture set in accordance with
the Maximum Power Fuel Flow placard.

If an obstruction dictates the use of a steep climb
angle, the best angle of climb speed should be used
with flaps up and maximum power. This speed is 64
KIAS at sea level, increasing to 68 KIAS at 20,000 feet.
This type of climb should be of the minimum dura­tion and engine temperatures should be carefully
monitored due to the low climb speed. For maximum
power, the mixture should be set in accordance with
the Maximum Power Fuel Flow placard. The fuel flow
values on the placard are minimum fuel flows.

MAXIMUM POWER FUEL FLOW

Altitude Fuel Flow

S.L. 20.5 GPH
2000 Feet 19.0 GPH
4000 Feet 17.5 GPH
6000 Feet 16.5 GPH
8000 Feet 15.5 GPH
10,000 Feet 14.5 GPH
12,000 Feet 13.5 GPH

CRUISE

Normal cruise is performed between 55% and 80% of
the rated MCP. However, any power setting within the
green arc ranges on the manifold pressure indicator
and tachometer may be used. The power setting
and corresponding fuel consumption for various
altitudes can be determined by using the data in the
Performance Section.

NOTE Cruise flight should use 75% power as much as
possible until the engine has operated for a total of 50
hours or oil consumption has stabilized. Operation at this
higher power will ensure proper seating of the piston rings
and is applicable to new engines, and engines in service
following cylinder replacement or top overhaul of one or
more cylinders.

The Cruise Performance charts provide the pilot
with flight planning information for the Model 182T in
still air with speed fairings installed. Power, altitude,
and winds determine the time and fuel needed to

complete any flight.

The Cruise Performance Table shows the true
airspeed and nautical miles per gallon during cruise for
various altitudes and percent powers, and is based on
standard conditions and zero wind. This table should
be used as a guide, along with the available winds alo
information, to determine the most favorable altitude
and power setting for a given trip. The selection of
cruise altitude on the basis of the most favorable
wind conditions and the use of low power settings are
significant factors that should be considered on every
trip to reduce fuel consumption.

In addition to power settings, proper leaning
techniques also contribute to greater range and are
figured into cruise performance tables. To achieve the
recommended lean mixture fuel consumption figures
shown in the Performance Section, the mixture should
be leaned using the Exhaust Gas Temperature (EGT)
indicator as noted.

For reduced noise levels, it is desirable to select the
lowest RPM in the green arc range for a given percent
power that will provide smooth engine operation. The
cowl flaps should be opened, if necessary, to maintain
the cylinder head temperature at approximately two­thirds of the normal operating range (green band).

The Cruise Performance charts provide the pilot with
cruise performance at maximum gross weight. When
normal cruise is performed at reduced weights there
is an increase in true airspeed. During normal cruise
at power settings between 55% and 80%, the true
airspeed will increase approximately 1 knot for every
150 pounds below maximum gross weight. During
normal cruise at power settings below 70%, the true
airspeed will increase approximately 1 knot for every
125 pounds below maximum gross weight.

The fuel injection system employed on this engine is
considered to be non-icing. In the event that unusual
conditions cause the intake air filter to become clogged
or iced over, an alternate intake air door opens auto­matically for the most eicient use of either normal or
alternate air, depending on the amount of filter block­age. Due to the lower intake pressure available through
the alternate air door or a partially blocked filter,
manifold pressure can decrease from a cruise power
setting. This manifold pressure should be recovered by
increasing the throttle setting or setting a higher RPM
as necessary to maintain desiredpower.

CRUISE PERFORMANCE TABLE

ALTITUDE

Sea Level 141 10.2 138 10.6 129 11.3 118 11.8

4,000 feet 144 10.4 140 10.8 131 11.4 120 12.0

8,000 feet --- --- 142 11.0 133 11.6 122 12.1

10,000 feet --- --- --- --- 135 11.8 124 12.3

www.a2asimulations.com C182 MANUAL

80% POWER 75% POWER 65% POWER 55% POWER

KTAS NMPG KTAS NMPG KTAS NMPG KTAS NMPG

:::

A2ASIMULATIONS

43

PROCEDURES EXPLAINED

LEANING USING THE EGT INDICATOR

At or below 80% power in level cruise flight, the
exhaust gas temperature (EGT) indicator is used to lean
the fuel-air mixture for best performance or economy.
The Cruise Performance charts are based on the EGT
to adjust the mixture to Recommended Lean per EGT
Table below:

MIXTURE DESCRIPTION EGT

Recommended Lean 50° Rich of Peak EGT
Best Economy Peak EGT
Best Power 125° Rich of Peak EGT

Operation at peak EGT provides the best fuel
economy. This results in approximately 4% greater
range than shown in this POH accompanied by approxi­mately a 3 knot decrease in speed. Under some condi­tions, engine roughness may occur while operating at
peak EGT. In this case, operate at the recommended
lean mixture.

NOTE: Any change in altitude or power setting will require
a change in the recommended lean mixture setting and a
recheck of the EGT setting. The EGT indicators take several
seconds, aer a mixture adjustment, to start to show EGT
changes. Finding peak EGT and adjusting the mixture to the
applicable setting should take approximately one minute
when the adjustments are made carefully and accurately.
Adjusting the mixture quickly is not recommended.

FUEL SAVINGS PROCEDURES FOR
FLIGHT TRAINING OPERATIONS

For best fuel economy during normal operations, the
following procedures are recommended.

1. After engine start and for all ground opera-

tions, set the throttle to 1200 RPM and lean the
mixture for maximum RPM. After leaning, set
the throttle to the appropriate RPM for ground
operations. Leave the mixture at this setting
until beginning the BEFORE TAKEOFF checklist.
After the BEFORE TAKEOFF checklist is complete,
lean the mixture again as described above,
until ready to perform the TAKEOFF checklist.

2. Adjust the mixture for placarded

fuel flows during MCP climbs.

3. Lean the mixture at any altitude for

RECOMMENDED LEAN or BEST ECONOMY
fuel flows when using 80% or less power.

NOTE Using the above recommended procedures can
provide fuel savings in excess of 5% when compared to
typical training operations at full rich mixture. In addition,
the above procedures will minimize spark plug fouling since
the reduction in fuel consumption results in a proportional
reduction in tetraethyl lead passing through the engine.

STA LLS

The stall characteristics are conventional and aural
warning is provided by a stall warning horn which
sounds between 5 and 10 KIAS above the stall in all
configurations.

LANDING

Normal landing approaches can be made with power
on or power o with any flap setting within the flap
airspeed limits. Surface winds and air turbulence are
usually the primary factors in determining the most
comfortable approach speeds. Steep slips with flap set­tings greater than 20° can cause a slight tendency for
the elevator to oscillate under certain combinations of
airspeed, sideslip angle, and center of gravity loadings.

Landing at slower speeds will result in shorter land­ing distances and minimum wear to tires and brakes.
Power must be at idle as the main wheels touch the
ground. The main wheels must touch the ground
before the nosewheel. The nosewheel must be lowered
to the runway carefully aer the speed has diminished
to avoid unnecessary nose gear loads. This procedure
is very important for rough or so field landings.

SHORT FIELD LANDING

For a short field landing in smooth air conditions,
approach at 60 KIAS with FULL flaps using enough
power to control the glide path. Slightly higher
approach speeds should be used in turbulent air
conditions. Aer all approach obstacles are cleared,
smoothly reduce power and hold the approach speed
by lowering the nose of the airplane. The main wheels
must touch the ground before the nosewheel with
power at idle. Immediately aer the main wheels
touch the ground, carefully lower the nosewheel and
apply heavy braking as required. For maximum brake
performance, retract the flaps, hold the control wheel
full back, and apply maximum brake pressure without
skidding the tires.

CROSSWIND LANDING

When landing in a strong crosswind, use the minimum
flap setting required for the field length. If flap settings
greater than 20° are used in sideslips with full rudder
deflection, some elevator oscillation may be felt at
normal approach speeds. However, this does not aect
control of the airplane. Although the crab or combina­tion method of dri correction may be used, the wing
low method gives the best control. Aer touchdown,
hold a straight course with the steerable nosewheel,
with aileron deflection as applicable, and occasional
braking if necessary.

The maximum allowable crosswind velocity is
dependent upon pilot capability as well as airplane
limitations. Operation in direct crosswinds of 15 knots
has been demonstrated.

44

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

BALKED LANDING

In a balked landing (go-around) climb, reduce the flap
setting to 20° immediately aer full power is applied
and climb at 55 KIAS. Above 5000 feet pressure altitude,
lean the mixture to obtain maximum RPM. Aer clear­ing any obstacles, carefully retract the flaps and allow
the airplane to accelerate to normal climb airspeed.

COLD WEATHER OPERATION

When air temperatures are below 20°F (-6°C), the use of
an external preheater and an external power source are
recommended whenever possible to obtain positive
starting and to reduce wear and abuse to the engine
and electrical system. Preheat will thaw the oil trapped
in the oil cooler, which probably will be congealed prior
to starting in extremely cold temperatures.

HOT WEATHER OPERATION

Avoid prolonged engine operation on the ground.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

45

PERFORMANCE

46

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

ERFORMANCE DATA CHARTS ON THE

following pages are presented so that

P

the airplane under various conditions, and
also, to facilitate the planning of flights in
detail and with reasonable accuracy. The data
in the charts has been computed from actual
flight tests with the airplane and engine in
good condition and approximating average
piloting techniques. It should be noted that
performance information presented in the
range and endurance profile charts allows for
45 minutes reserve fuel at the specified power
setting. Fuel flow data for cruise is based on
the recommended lean mixture setting at all
altitudes. Some indeterminate variables such
as mixture leaning technique, fuel metering

you may know what to expect from

characteristics, engine and propeller condition,
and air turbulence may account for variations
of 10% or more in range and endurance.

Therefore, it is important to utilize all available

information to estimate the fuel required
for the particular flight and to flight plan in a
conservative manner.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

47

PERFORMANCE

STALL SPEEDS AT 3100 POUNDS

CONDITIONS: Power O

NOTES

1. Altitude loss during a stall recovery

may be as much as 250 feet.

2. KIAS values are approximate.

MOST REARWARD CENTER OF GRAVITY

Flap Setting Angle of Bank

0º 30º 45º 60º
UP 50 54 59 71
20º 43 46 51 61

FULL 40 43 48 57

MOST FORWARD CENTER OF GRAVITY

Flap Setting Angle of Bank

0º 30º 45º 60º
UP 51 55 61 72

20º 44 47 52 62
FULLº 41 44 49 58

NOTE: Maximum demonstrated crosswind component is
15 KTS (not a limitation).

SHORT FIELD TAKEOFF DISTANCE

CONDITIONS:

▶ Flaps 20°
▶ 2400 RPM, Full Throttle and Mixture

set Prior to Brake Release

▶ Cowl Flaps OPEN
▶ Paved, level, dry runway
▶ Zero Wind

Li O 49 KIAS

Speed at 50 : 58 KIAS

NOTES:

1. Short field technique as specified.

2. Prior to takeoff, the mixture should be

leaned to the Maximum Power Fuel Flow

schedule in a full throttle, static run-up.

3. Decrease distances 10% for each 9 knots head-

wind. For operation with tail winds up to 10 knots,

increase distances by 10% for each 2 knots.

4. Where distance value have been deleted,

climb performance after lift-off is less

than 150 FPM at takeoff speed.

5. • For operation on dry, grass runway, increase

distances by 15% of the “ground roll” figure.

6. Where distance value has been deleted,

climb performance is minimal.

SHORT FIELD TAKEOFF DISTANCE AT 3100 POUNDS

48

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

SHORT FIELD TAKEOFF DISTANCE AT 2300 POUNDS

SHORT FIELD TAKEOFF DISTANCE AT 2700 POUNDS

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

49

PERFORMANCE

MAXIMUM RATE-OF-CLIMB AT 3100 POUNDS

CONDITIONS:

▶ Flaps UP
▶ 2400 RPM, Full Throttle and mixture set to Maximum Power Fuel Flow Placard.
▶ Cowl Flaps OPEN

50

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

TIME, FUEL AND DISTANCE TO CLIMB AT 3100 POUNDS

CONDITIONS:

▶ Flaps UP
▶ 2400 RPM, Full Throttle and mixture set to Maximum Power Fuel Flow Placard.
▶ Cowl Flaps OPEN
▶ Standard Temperature

NOTES:

1. Add 1.7 gallons of fuel for engine start, taxi and takeoff allowance.

2. Increase time, fuel and distance by 10% for each 10°C above standard temperature.

3. Distances shown are based on zero wind.

MAXIMUM RATE OF CLIMB

NORMAL CLIMB - 90 KIAS

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

51

PERFORMANCE

CRUISE PERFORMANCE

CONDITIONS:

▶ 3100 Pounds
▶ Recommended Lean Mixture
▶ Cowl Flaps CLOSED

PRESSURE ALTITUDE SEA LEVEL

52

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

NOTE:

1. Maximum cruise power is 80% MCP. Power set-

tings above 80% are listed to aid interpolation.

2. For best economy, operate at peak EGT.

PRESSURE ALTITUDE 2000 FEET

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

53

PERFORMANCE

PRESSURE ALTITUDE 4000 FEET

54

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

PRESSURE ALTITUDE 6000 FEET

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

55

PERFORMANCE

PRESSURE ALTITUDE 8000 FEET

PRESSURE ALTITUDE 10,000 FEET

56

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

PRESSURE ALTITUDE 12,000 FEET

PRESSURE ALTITUDE 14,000 FEET

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

57

PERFORMANCE

RANGE PROFILE

CONDITIONS:

NOTES: This chart allows for the fuel used for engine start, taxi, takeo and climb, and the

distance during a normal climb up to 10,000 feet and maximum climb above 10,000 feet.

▶ 3100 Pounds
▶ Normal Climb to 10,000 feet then, Maximum Performance Climb, with Placard Mixture
▶ Recommended Lean Mixture for CruiseStandard Temperature
▶ Zero Wind

45 MINUTES RESERVE
64 GALLONS USABLE FUEL

45 MINUTES RESERVE
87 GALLONS USABLE FUEL

58

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

ENDURANCE PROFILE

CONDITIONS:

▶ 3100 Pounds
▶ Normal Climb to 10,000 feet then, Maximum Performance Climb, with Placard Mixture
▶ Recommended Lean Mixture for CruiseStandard Temperature
▶ Zero Wind

NOTES: This chart allows for the fuel used for engine start, taxi, takeo and climb, and the
distance during a normal climb up to 10,000 feet and maximum climb above 10,000 feet.

45 MINUTES RESERVE
64 GALLONS USABLE FUEL

45 MINUTES RESERVE
87 GALLONS USABLE FUEL

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

59

PERFORMANCE

SHORT FIELD LANDING DISTANCE AT 2950 POUNDS

CONDITIONS:

NOTE

1. Short field technique as specified in Section 4.

2. Decrease distances 10% for each 9 knots headwind. For operation with

3. For operation on dry grass runway, increase dis-

4. If landing with flaps up, increase the approach speed by

▶ Flaps FULL
▶ Zero Wind
▶ Power IDLE
▶ Paved, Level, Dry Runway
▶ Maximum Braking
▶ Speed at 50 ft: 60 KIAS

tail winds up to 10 knots, increase distances by 10% for each 2 knots.

tances by 45% of the “ground roll” figure.

10 KIAS and allow for 40% longer distances.

60

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

61

EMERGENCY
PROCEDURES

62

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HIS SECTION PROVIDES CHECKLIST AND EXPLAINED PROCEDURES

for coping with emergencies that may occur. Emergencies caused

T

by airplane or engine malfunctions are extremely rare if proper
preflight inspections and maintenance are practiced. En-route weather
emergencies can be minimized or eliminated by careful flight planning
and good judgment when unexpected weather is encountered. However,
should an emergency arise, the basic guidelines described in this section
should be considered and applied as necessary to correct the problem.
In any emergency situation, the most important task is continued control
of the airplane and maneuver to execute a successful landing.

AIRSPEEDS FOR EMERGENCY
OPERATION

Engine Failure Aer Takeo

Wing Flaps Up: 75 KIAS
Wing Flaps Down: 70 KIAS

Maneuvering Speed

3100 lbs: 110 KIAS
2600 lbs: 101 KIAS
2100 lbs: 91 KIAS

Maximum Glide

3100 lbs: 76 KIAS
2600 lbs: 70 KIAS
2100 lbs: 58 KIAS

Precautionary Landing With Engine Power: 70 KIAS
Wing Flaps Up: 75 KIAS
Wing Flaps Down: 70 KIAS

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

63

EMERGENCY PROCEDURES

ENGINE FAILURE DURING
TAKEOFF ROLL

1. Throttle — IDLE.

2. Brakes— APPLY.

3. Wing Flaps — R ETRACT.

4. Mixture — IDLE CUT OFF (pull full out).

5. Magnetos Switch — O FF.

6. Master Switch (ALT and BAT) — OFF.

ENGINE FAILURE
IMMEDIATELY
AFTER TAKEOFF

1. Airspeed — 75 KIAS (flaps

UP)- 70 KIAS (flaps DOWN).

2. Mixture — IDLE CUT OFF (pull full out).

3. FUEL SELECTOR Valve — PUSH

DOWN and ROTATE to OFF

4. Magnetos Switch — O FF.

5. Wing Flaps — AS REQUIRED

(FULL recommended).

6. Master Switch — O FF.

7. Cabin Door — UNL ATCH.

8. Land — STRAIGHT AHEAD.

ENGINE FAILURE DURING
FLIGHT (RESTART
PROCEDURES)

1. Airspeed — 76 KIAS (best glide speed)

2. Fuel Selector Valve — BOTH.

3. Fuel Pump Switch — ON.

4. Mixture — RICH (if restart

has not occurred).

5. Magnetos Switch — BOTH (or

START if propeller is stopped).

NOTE: If the propeller is windmilling, the engine
will restart automatically within a few seconds. If
the propeller has stopped (possible at low speeds),
turn the ignition switch to START, advance the
throttle slowly from idle and lean the mixture
from full rich as required for smooth operation.

6. Fuel Pump Switch — OFF.

NOTE: If the fuel flow indicator immediately
drops to zero (indicating an engine-driven
fuel pump failure), return the Auxiliary
Fuel Pump Switch to the ON position.

RED TYPE = commit to memory.

64

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

EMERGENCY LANDING

PRECAUTIONARY

WITHOUT ENGINE POWER

1. Passenger Seat Backs — MOST

UPRIGHT POSITION.

2. Seats and Seat Belts — SECURE.

3. Airspeed — 75 KIAS - Flaps UP

70 KIAS - Flaps 10° - FULL

4. Mixture — IDLE CUT OFF (pull full out).

5. FUEL SELECTOR Valve — PUSH

DOWN and ROTATE to OFF

6. magnetos Switch — O FF.

7. Wing Flaps — AS REQUIRED

(FULL recommended).

8. Master Switch (ALT and BAT)

— OFF (when landing is assured).

9. Doors — UNLATCH PRIOR

TO TOUCHDOWN.

10. Touchdown — SLIGHTLY TAIL LOW.

11. Brakes — APPLY HEAVILY.

LANDING WITH
ENGINE POWER

1. Passenger Seat Backs — MOST

UPRIGHT POSITION.

2. Seats and Seat Belts — SECURE.

3. Airspeed — 75 KIAS.

4. Wing Flaps — 20°.

5. Selected Field — FLY OVER, noting

terrain and obstructions.

6. Avionics Master Switch and

Electrical Switches — OFF.

7. Wing Flaps — FULL (on final approach).

8. Airspeed — 70 KIAS.

9. Master Switch (ALT and BAT) — OFF.

10. Doors — UNLATCH PRIOR

TO TOUCHDOWN.

11. Touchdown — SLIGHTLY TAIL LOW.

12. Mixture — IDLE CUT OFF (pull full out).

13. Magnetos Switch — OFF.

14. Brakes — APPLY HEAVILY.

RED TYPE = commit to memory.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

65

EMERGENCY PROCEDURES

FIRE DURING START
ON GROUND

1. Ignition Switch — START,

Continue Cranking to get a start

which would suck the flames and
accumulated fuel into the engine.

If engine starts:

2. Power — 1800 RPM for a few minutes.

3. Engine — SHUTDOWN and

inspect for damage.

If engine fails to start:

4. Throttle — FULL OPEN (push full in).

5. Mixture — IDLE CUT OFF (pull full out).

6. MAGNETOS Switch — START

(continue cranking)

7. Fuel Selector Valve — OFF

8. Fuel Pump — O FF.

9. MAGNETOS Switch — OFF

10. MASTER Switch (Alt and BAT) — OFF

11. Engine — SECURE

12. Parking Brake — RELEASE.

13. Fire Extinguisher — OBTAIN

(have ground attendants
obtain if not installed).

14. Airplane — E VACUATE.

15. Fire — EXTINGUISH using fire

extinguisher, wool blanket, or dirt.

16. Fire Damage — INSPECT, repair damage

or replace damaged components or
wiring before conducting another flight.

ENGINE FIRE IN FLIGHT

1. Mixture — IDLE CUT OFF.

2. FUEL SELECTOR Valve — PUSH

DOWN and ROTATE to OFF

3. Fuel Pump Switch — OFF.

4. Master Switch (ALT and BAT) — OFF.

5. Cabin Vents — OPEN (as needed)

6. Cabin Heat and Air — OFF (push full in).

7. Airspeed — 100 KIAS (If fire is not

extinguished, increase glide speed
to find an airspeed - within airspeed
limitations - which will provide
an incombustible mixture).

8. Forced Landing — EXECUTE (as

described in Emergency Landing
Without Engine Power).

AMMETER SHOWS
EXCESSIVE RATE
OF CHARGE (FULL
SCALE DEFLECTION)

1. Alternator — O FF.

2. Nonessential Electrical

Equipment — O FF.

3. Flight — TERMINATE as

soon as practical.

RED TYPE = commit to memory.

66

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

LOW VOLTAGE

VACUUM SYSTEM
ANNUNCIATOR (VOLTS)
ILLUMINATES DURING
FLIGHT (AMMETER
INDICATES DISCHARGE)

NOTE: Illumination of “VOLTS” on the annunciator
panel may occur during low RPM conditions with an
electrical load on the system such as during a low
RPM taxi. Under these conditions, the annunciator
will go out at higher RPM. The master switch need
not be recycled since an overvoltage condition has
not occurred to deactivate the alternator system.

1. Avionics Master Switch — OFF.

2. Alternator Circuit Breaker

(ALT FLD) — CHECK IN.

3. Master Switch — OFF (both sides).

4. Master Switch — ON.

5. Low Voltage Annunciator (VOLTS) —

CHECK OFF.

6. Avionics Master Switch — ON.

If low voltage annunciator
(VOLTS) illuminates again:

7. Alternator— OFF.

8. Nonessential Radio and

Electrical Equipment — OFF.

9. Flight — TERMINATE as

soon as practical.

FAILURE

LEFT Vacuum (L VAC) Annunciator or Right

Vacuum (VAC R) Annunciator Illuminates.

IF VACUUM IS NOT WITHIN NORMAL OPERATING

LIMITS, A FAILURE HAS OCCURRED IN THE VACUUM

SYSTEM AND PARTIAL PANEL PROCEDURES

MAY BE REQUIRED FOR CONTINUED FLIGHT.

1. Vacuum Gauge — CHECK to ensure

vacuum within normal operating limits.

RED TYPE = commit to memory.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

67

EMERGENCIES
EXPLAINED

68

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HE FOLLOWING AMPLIFIED EMERGENCY PROCEDURES ELABORATE

upon information contained in the Emergency Procedures

T

Checklists portion of this section. These procedures also include
information not readily adaptable to a checklist format, and material
to which a pilot could not be expected to refer in resolution of a specific
emergency. This information should be reviewed in detail prior to
flying the airplane, as well as reviewed on a regular basis to keep pilot’s
knowledge of procedures fresh.

ENGINE FAILURE

If an engine failure occurs during the takeo roll, the
most important thing to do is stop the airplane on the
remaining runway. Those extra items on the checklist
will provide added safety aer a failure of this type.
Prompt lowering of the nose to maintain airspeed and
establish a glide attitude is the first response to an
engine failure aer takeo. In most cases, the landing
should be planned straight ahead with only small
changes in direction to avoid obstructions. Altitude
and airspeed are seldom suicient to execute a 180°
gliding turn necessary to return to the runway. The
checklist procedures assume that adequate time
exists to secure the fuel and ignition systems prior
to touchdown. Aer an engine failure in flight, the
most important course of action is to continue flying
the airplane. Best glide speed should be established
as quickly as possible. While gliding toward a suitable
landing area, an eort should be made to identify the
cause of the failure. If time permits, an engine restart
should be attempted as shown in the checklist. If the
engine cannot be restarted, a forced landing without
power must be completed.

FORCED LANDINGS

If all attempts to restart the engine fail and a forced land­ing is imminent, select a suitable field and prepare for
the landing as discussed under the Emergency Landing
Without Engine Power checklist. Transmit Mayday
message on 121.5 MHz giving location and intentions
and squawk 7700. Before attempting an “o airport”
landing with engine power available, one should fly over
the landing area at a safe but low altitude to inspect the
terrain for obstructions and surface conditions, proceed
ing as discussed under the Precautionary Landing With
Engine Power checklist. Prepare for ditching by securing
or jettisoning heavy objects located in the baggage area
and collect folded coats for protection of occupants’ face
at touchdown. Transmit Mayday message on 121.5 MHz
giving location and intentions and squawk 7700. Avoid a
landing flare because of diiculty in judging height over
a water surface. The checklist assumes the availability of
power to make a precautionary water landing. If power is
not available, use of the airspeeds noted with minimum
flap extension will provide a more favorable attitude for
a power o ditching. In a forced landing situation, do not
set the AVIONICS MASTER switch or the airplane MASTER

-

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

69

EMERGENCIES EXPLAINED

switch to the OFF position until a landing is assured.
When these switches are in the OFF position, the airplane
electrical systems are de-energized. Before performing
a forced landing, especially in remote and mountainous
areas, activate the ELT transmitter by positioning the
cockpit-mounted switch to the ON position.

LANDING WITHOUT ELEVATOR CONTROL

Trim for horizontal flight with an airspeed of approxi­mately 80 KIAS by using throttle and elevator trim
controls. Then do not change the elevator trim control
setting; control the glide angle by adjusting power
exclusively. At flare out, the nose down moment result­ing from power reduction is an adverse factor and the
airplane may land on the nose wheel. Consequently,
at flare, the elevator trim control should be adjusted
toward the full nose up position and the power adjusted
so that the airplane will rotate to the horizontal attitude
for touchdown. Close the throttle at touchdown.

FIRES

Although engine fires are extremely rare in flight, the
steps of the appropriate checklist should be followed if
one is encountered. Aer completion of this procedure,
execute a forced landing. Do not attempt to restart
the engine. The initial indication of an electrical fire is
usually the odor of burning insulation. The checklist for
this problem should result in elimination of the fire.

TOTAL VACUUM SYSTEM FAILURE

If both the vacuum pumps fail in flight, the directional
indicator and attitude indicator will be disabled, and
the pilot will have to rely on the turn coordinator
if he inadvertently flies into clouds. If an autopilot
is installed, it too may be aected. The following
instructions assume that only the electrically powered
turn coordinator is operative, and that the pilot is not
completely proficient in instrument flying.

SPINS

NEVER INTENTIONALLY SPIN an aircra that is not
designed and built to be spun (aerobatic aircra).

Should an inadvertent spin occur, the following

recovery procedure should be used:

NOTE: If disorientation precludes a visual determination of
the direction of rotation, the symbolic airplane in the turn
coordinator may be referred to for this information.

ROUGH ENGINE OPERATION
OR LOSS OF POWER

SPARK PLUG FOULING

A slight engine roughness in flight may be caused by
one or more spark plugs becoming fouled by carbon
or lead deposits. This may be verified by turning the
ignition switch momentarily from BOTH to either L or
R position. An obvious power loss in single ignition
operation is evidence of spark plug or magneto
trouble. Assuming that spark plugs are the more
likely cause, lean the mixture to the recommended
lean setting for cruising flight. If the problem does
not clear up in several minutes, determine if a richer
mixture setting will produce smoother operation. If
not, proceed to the nearest airport for repairs using
the BOTH position of the ignition switch unless
extreme roughness dictates the use of a single igni
tion position.

MAGNETO MALFUNCTION

A sudden engine roughness or misfiring is usually
evidence of magneto problems. Switching from BOTH
to either L or R ignition switch position will identify
which magneto is malfunctioning. Select dierent
power settings and enrichen the mixture to determine
if continued operation on BOTH magnetos is possible.
If not, switch to the good magneto and proceed to the
nearest airport for repairs.

ENGINE-DRIVEN FUEL PUMP FAILURE

Failure of the engine-driven fuel pump will result in
an immediate loss of engine power, similar to fuel
exhaustion or starvation, but while operating from a
fuel tank containing adequate fuel. A sudden reduc­tion in indicated fuel flow will occur just before loss
of engine power. If the engine-driven fuel pump fails,
immediately set the auxiliary fuel pump switch (FUEL
PUMP) to the ON position to restore engine power. The
flight should be terminated as soon as practical and
the engine-driven fuel pump repaired.

-

70

1. Retard throttle to idle position.

2. Place ailerons in neutral position.

3. Apply and hold full rudder oppo-

4. Just after the rudder reaches the stop,

5. Hold these control inputs until rotation

6. As rotation stops, neutralize rudder, and make

A2ASIMULATIONS

LOW OIL PRESSURE

If the low oil pressure annunciator (OIL PRESS)
illuminates and oil temperature remains normal,

site to the direction of rotation.

move the control wheel briskly for­ward far enoughto break the stall.

stops. Premature relaxation of the con­trol inputs may extend the recovery.

a smooth recovery from the resulting dive.

:::

C182 MANUAL www.a2asimulations.com

the oil pressure sending unit or relief valve may
be malfunctioning. Land at the nearest airport to
inspect the source of trouble. If a total loss of oil
pressure is accompanied by a rise in oil temperature,
there is good reason to suspect an engine failure
is imminent. Reduce engine power immediately
and select a suitable forced landing field. Use only
the minimum power required to reach the desired
touchdown spot.

ELECTRICAL POWER SUPPLY
SYSTEM MALFUNCTIONS

Malfunctions in the electrical power supply system can
be detected by periodic monitoring of the ammeter
and low voltage annunciator (VOLTS); however, the
cause of these malfunctions is usually diicult to deter­mine. A broken alternator drive belt or wiring is most
likely the cause of alternator failures, although other
factors could cause the problem. A defective alternator
control unit can also cause malfunctions. Problems
of this nature constitute an electrical emergency and
should be dealt with immediately. Electrical power
malfunctions usually fall into two categories: excessive
rate of charge and insuicient rate of charge. The fol­lowing paragraphs describe the recommended remedy
for each situation.

EXCESSIVE RATE OF CHARGE

Aer engine starting and heavy electrical usage at
low engine speeds (such as extended taxiing) the
battery condition will be low enough to accept above
normal charging during the initial part of a flight.
However, aer thirty minutes of cruising flight, the
ammeter should be indicating less than two needle
widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery
would overheat and evaporate the electrolyte at an
excessive rate. Electronic components in the electri­cal system can be adversely aected by higher than
normal voltage. The alternator control unit includes an
overvoltage sensor which normally will automatically
shut down the alternator if the charge voltage reaches
approximately 31.5 volts. If the overvoltage sensor

malfunctions, as evidenced by an excessive rate of
charge shown on the ammeter, the alternator should
be turned o, nonessential electrical equipment turned
o and the flight terminated as soon as practical.

INSUFFICIENT RATE OF CHARGE

The low voltage annunciator (VOLTS) may come on and
ammeter discharge indications may occur during low
RPM conditions with an electrical load on the system,
such as during a low RPM taxi. Under these conditions,
the annuciator will go o at higher RPM.

If the overvoltage sensor should shut down the
alternator and trip the alternator circuit breaker (ALT
FLD), or if the alternator output is low, a discharge rate
will be shown on the ammeter followed by illumination
of the low voltage annunciator (VOLTS). Since this may
be a “nuisance” trip out, an attempt should be made
to reactivate the alternator system. To reactivate, set
the avionics master switch to the OFF position, check
that the alternator circuit breaker (ALT FLD) is in, then
set both sides of the master switch to the OFF position
and then to the ON position. If the problem no longer
exists, normal alternator charging will resume and
the low voltage annunciator (VOLTS) will go o. The
avionics master switch may then be returned to the
ON position. If the annunciator illuminates again,
a malfunction is confirmed. In this event, the flight
should be terminated and/or the current drain on the
battery minimized because the battery can supply
the electrical system for only a limited period of time.
Battery power must be conserved for later operation of
the wing flaps and, if the emergency occurs at night, for
possible use of the landing lights during landing.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

71

AIRPLANE & SYSTEMS
DESCRIPTION

72

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HIS SECTION PROVIDES

description and operation of

T

the airplane and its systems.

FLIGHT CONTROLS

The airplane’s flight control system consists of conven­tional aileron, rudder, and elevator control surfaces.
The control surfaces are manually operated through
cables and mechanical linkage using a control wheel
for the ailerons and elevator, and rudder/brake pedals
for the rudder.

TRIM SYSTEM

A manually operated rudder and elevator trim is
provided. The rudder is trimmed through a bungee
connected to the rudder control system and a trim
control wheel mounted on the control pedestal. This
is accomplished by rotating the horizontally mounted
trim control wheel either le or right to the desired trim
position. Rotating the trim wheel to the right will trim
nose-right; conversely, rotating it to the le will trim
nose-le. The elevator is trimmed through the elevator
trim tab by utilizing the vertically mounted trim control
wheel. Forward rotation of the trim wheel will trim
nose-down, conversely, a rotation will trim nose-up.

INSTRUMENT PANEL

The instrument panel is of all-metal construction,
and is designed in segments to allow related groups
of instruments, switches and controls to be removed
without removing the entire panel. For specific details
concerning the instruments, switches, circuit breakers,
and controls on the instrument panel, refer to related
topics in this section.

COCKPIT FAMILIARIZATION

The center panel contains various avionics equipment
arranged in a vertical rack. This arrangement allows
each component to be removed without having to
access the backside of the panel. Below the panel are
the throttle, mixture, alternate static air and lighting
controls.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

73

AIRPLANE & SYSTEMS DESCRIPTION

1. Oil Temperature and Oil

Pressure Indicator

2. Fuel Quantity Indicators

3. Vacuum Gauge / Ammeter

4. EGT and CHT Indicator

5. Digital Clock / OAT Indicator

6. Turn Coordinator

7. Airspeed Indicator

8. Directional Indicator

9. Attitude Indicator

10. Tachometer

11. Vertical Speed Indicator

12. Altimeter

13. GPS Annunciator / Switch

14. ADF Indicator

15. Course Deviation Indicator 2

16. Course Deviation and

Glide Slope Indicator 1

17. Annunciator Lights

18. Upper Panel

19. Callsign Panel

74

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

20. Day / Night / Test Switch

21. Audio Control Panel

22. GPS Receiver

23. Nav / Com Radio #1

24. Nav / Com Radio #2

25. ADF Receiver

26. Transponder

27. Autopilot

28. Distance Measuring

Equipment (DME)

29. ELT Remote Switch / Annunciator

30. Hour Meter

31. Avionics Circuit Breaker Panel

32. Headset Inputs

33. Pilot’s Operating Handbook

34. Glove Box

35. Cabin Defrost

36. Cabin Heat

37. Cabin Air

38. Flap Switch Lever and Indicator

39. Mixture Control

40. Propeller Control

41. Throttle Control

42. Rudder Trim

43. Cowl Flap Control Lever

44. Fuel Selector

45. Elevator Trim Control

46. Alternate Static Air Control

47. Glareshield and Pedestal

Dimming Control

48. Radio Panel Dimming Control

49. Avionics Master Switch

50. Pitot Heat

51. Lights

52. Auxiliary Fuel Pump Switch

53. Master Switch

54. Ignition Switch

55. Controls Lock

56. Map

57. Manifold Pressure / Fuel

Flow Indicator

GROUND CONTROL

Eective ground control while taxiing is accomplished
through nose wheel steering by using the rudder
pedals; le rudder pedal to steer le and right rudder
pedal to steer right. When a rudder pedal is depressed,
a spring loaded steering bungee (which is connected to
the nose gear and to the rudder bars) will turn the nose
wheel through an arc of approximately 11° each side of
center. By applying either le or right brake, the degree
of turn may be increased up to 29° each side of center.

WING FLAP SYSTEM

The single-slot type wing flaps, are extended or
retracted by positioning the wing flap switch lever on
the instrument panel to the desired flap deflection
position. The switch lever is moved up or down in a
slotted panel that provides mechanical stops at the
10°, 20° and 30° positions. To change flap setting, the
flap lever is moved to the right to clear mechanical
stops at the 10° and 20° positions. A scale and pointer
to the le of the flap switch indicates flap travel in
degrees. The wing flap system circuit is protected by
a 10- ampere circuit breaker, labeled FLAP, on the le
side of the control panel.

LANDING GEAR SYSTEM

The landing gear is of the tricycle type, with a steer­able nose wheel and two main wheels. Wheel fairings
are optional equipment for both the main and nose
wheels. Shock absorption is provided by the tubular
spring steel main landing gear struts and the air/
oil nose gear shock strut. Each main gear wheel is
equipped with a hydraulically actuated disc type brake
on the inboard side of each wheel.

another valve opens on the next stroke, and it ejects
the burned mixture out the exhaust. During this time,
oil below is lubricating those cylinder walls and piston
rings keep that oil below and out of the combus­tion chamber. Well, all the above is how things are
supposed to work, but as all things in life, nothing is
perfect.

Blue Smoke

If your cylinders are worn or damaged, the cylinders
can suck oil up past these rings. This oil is then
present when the chamber combusts, burning it,
and ejecting it. Two things happen. You will see blue
smoke coming out the exhaust and oil sediments will
build inside your combustion chamber, slowly degrad­ing that cylinder’s ability to properly work.

Black Smoke

Your engine is a vacuum pump, sucking in an air / fuel
mixture, igniting it, then ejecting the burned remains.
However, if you have a bad cylinder, a faulty ignition,
fouled plugs, or fuel injection issues, the complete
burning of the air / fuel mixture can be compromised.
The result is black smoke (unburned fuel) seen coming
out of the cylinders. If you see black smoke, get the
aircra on the ground and to a maintenance facility to
find the cause of the problem.

CONTROL LOCKS

A control lock is provided to lock the aileron and
elevator control surfaces to prevent damage to these
systems by wind bueting while the airplane is parked.
The lock consists of a shaped steel rod and flag. The
flag identifies the control lock and cautions about its
removal before starting the engine. To install the control
lock, align the hole in the top of the pilot’s control wheel
sha with the hole in the top of the sha collar on the
instrument panel and insert the rod into the aligned
holes. Installation of the lock will secure the ailerons in
a neutral position and the elevators in a slightly trailing
edge down position. Proper installation of the lock will
place the flag over the ignition switch. In areas where
high or gusty winds occur, a control surface lock should
be installed over the vertical stabilizer and rudder. The
control lock and any other type of locking device should
be removed prior to starting the engine.

MY ENGINE IS SMOKING

Remember, your engine is a piston-powered air pump.
Valves open, a piston sucks in air / fuel, ignites it,

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

75

AIRPLANE & SYSTEMS DESCRIPTION

ENGINE LUBRICATION SYSTEM

The engine utilizes a full pressure, wet sump type
lubrication system with aviation grade oil as the
lubricant. The capacity of the engine sump, located
on the bottom of the engine, is nine quarts with one
additional quart contained in the engine oil filter. Oil is
drawn from the sump through a filter screen on the end
of a pickup tube to the engine driven oil pump. Oil from
the pump passes through a full-flow oil filter, a pres­sure relief valve at the rear of the right oil gallery, and a
thermostatically controlled remote oil cooler. Oil from
the remote cooler is then circulated to the le oil gal­lery and propeller governor. The engine parts are then
lubricated by oil from the galleries. Aer lubricating the
engine, the oil returns to the sump by gravity. The filter
adapter in the full-flow filter is equipped with a bypass
valve which will cause lubricating oil to bypass the
filter in the event the filter becomes plugged, or the oil
temperature is extremely cold.

An oil dipstick/filler tube is located on the upper
le side of the engine case. The dipstick and oil filler
tube are accessed through a door located on the le
center portion of the upper engine cowling. The engine
should not be operated on less than four quarts of oil.
To minimize loss of oil through the breather, fill to eight
quarts for normal flights of less than three hours. For
extended flight, fill to nine quarts (dipstick indication
only).

Oil Pressure

Oil is the lifeblood of your engine. The countless metal
parts in motion depend on constantly having a film of
oil covering and separating them. Theoretically, there
should be no metal on metal contact, but pressur­ized oil in between. Some times simply having oil

continuously splashed on the part is enough, yet other
times actual pressure is required to keep these metal
parts separated. The heavy cranksha that is respon­sible for twisting the propeller is one part that is in
critical need of this pressure at all times. Running the
engine without oil pressure for just minutes is enough
to seize up the engine.

Oil Temperature

Understanding how temperature aects the viscosity
of the lubricant is very important (viscosity is the term
used to describe the lubricants resistance to flow). As
your engine oil increases in temperature, it’s viscosity
decreases, which means that it flows more freely. And
vice-versa, as the lubricant cools down, it’s viscosity
increases, making it more resistant to flow.

Accusim models this eect of oil viscosity, so under-

standing how it aects you, the pilot, is important.

When you start your engine on a cold morning, know
that the oil inside your engine has a high viscosity. You
must be respectful of this, as pushing an engine with
thick, cold oil can cause premature oil system leaks or
worse.

If you must start a very cold engine, give it just
enough throttle to keep it running (not so low that it is
struggling to run). Hold the idle at the lowest possible
RPM and wait for the oil temperature to rise. As it rises,
the oil will thin, and you may also notice the RPM actu­ally increase due to the thinner oil being easier to push
through all those small areas. So ultimately, as the oil
temperature rises the oil pressure drops.

IGNITION AND STARTER SYSTEM

Engine ignition is provided by two engine-driven
magnetos, and two spark plugs in each cylinder. The
right magneto fires the lower right and upper le spark
plugs, and the le magneto fires the lower le and
upper right spark plugs. Normal operation is conducted
with both magnetos due to the more complete burning
of the fuel/air mixture with dual ignition.

Ignition and starter operation is controlled by a
rotary-type switch located on the le switch and
control panel. The switch is labeled clockwise, OFF,
R, L, BOTH, and START. The engine should be oper­ated on both magnetos (BOTH position) except for
magneto checks. The R and L positions are for checking
purposes and emergency use only. When the switch is
rotated to the spring loaded START position, (with the
master switch in the ON position), the starter contactor
is closed and the starter, now energized, will crank the
engine. When the switch is released, it will automati­cally return to the BOTH position.

76

A2ASIMULATIONS

Electric Starter

The C182 Skylane has a direct-drive, electric starter,
which functions very much the same way as the starter
used in automobiles.

:::

C182 MANUAL www.a2asimulations.com

Turning the starter on, engages the starter motor to
the engine, and it cranks the engine over with electric­ity. As the engine is turning over, the pilot is providing
the engine with all of its fuel and ignition requirements,
with the expectation the engine starts firing (combust­ing), and begins to run on its own power (using fuel
and spark).

Once the engine reaches a certain speed, the starter
motor automatically disengages and the engine runs free,

AIR INDUCTION SYSTEM

The engine air induction system receives ram air
through an intake on the lower front portion of the
engine cowling. The intake is covered by an air filter
which removes dust and other foreign matter from the
induction air. Airflow passing through the filter enters
an air box. The air box has a spring-loaded alternate air
door. If the air induction filter should become blocked,
suction created by the engine will open the door and
draw unfiltered air from inside the lower cowl area. An
open alternate air door will result in an approximate
10% power loss at full throttle. Aer passing through
the air box, induction air enters a fuel/air control unit
under the engine, and is then ducted to the engine
cylinders through intake manifold tubes.

EXHAUST SYSTEM

Exhaust gas from each cylinder passes through riser
assemblies to a muler and tailpipes. Outside air
is pulled in around shrouds which are constructed
around the outside of the muler to form heating
chambers which supply heat to the cabin.

COOLING SYSTEM

Ram air for engine cooling enters through two intake
openings in the front of the engine cowling. The cool­ing air is directed from above the engine, around the
cylinders and other areas of the engine by baling, and
then exits through cowl flaps on the lower a edge of
the cowling. The cowl flaps are mechanically operated

from the cabin by means of the cowl flap control lever
located on the right side of the control pedestal and
is labeled OPEN, COWL FLAPS, CLOSED. Any time the
control lever is repositioned, it must first be moved to
the right to clear the detent.

Before starting the engine, before takeo and during
high power operation, the cowl flap control lever
should be placed in the OPEN position for maximum
cooling. This is accomplished by moving the control
lever to the right to clear a detent, then moving the
control lever up to the OPEN position.

While in cruise flight, cowl flaps should be closed
unless hot day conditions require them to be adjusted
to keep the CHT at approximately two-thirds of the
normal operating range (green band).

During extended descents, it may be necessary to
completely close the cowl flaps by pushing the cowl
flap control lever down to the CLOSED position.

PROPELLER

The airplane has an all metal, three-bladed, constant
speed, governor regulated propeller. A setting intro­duced into the governor with the propeller control
establishes the propeller speed, and thus the engine
speed to be maintained. The governor then controls
flow of engine oil, boosted to high pressure by the
governing pump, to or from a piston in the propeller
hub. Oil pressure acting on the piston twists the blades
toward high pitch (low RPM). When oil pressure to the
piston in the propeller hub is relieved, centrifugal force,
assisted by an internal spring, twists the blades toward
low pitch (high RPM).

A propeller control knob, located on the lower center
instrument panel, is used to set the propeller and con­trol engine RPM as desired for various flight conditions.
The control knob is labeled PROPELLER, PUSH INCR
RPM. When the control knob is pushed in, blade pitch
will decrease, giving a higher RPM. When the control
knob is pulled out, the blade pitch increases, thereby
decreasing RPM.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

77

AIRPLANE & SYSTEMS DESCRIPTION

FUEL SYSTEM

The airplane fuel system consists of two vented integral
fuel tanks (one tank in each wing), a three-position
selector valve, auxiliary fuel pump, fuel shuto valve,
fuel strainer, engine driven fuel pump, fuel/air control
unit, fuel distribution valve and fuel injection nozzles.

The fuel system also incorporates a fuel return
system that returns fuel from the top of the fuel servo
back to each integral wing tank. The system includes a
flexible fuel hose assembly between the servo and the
firewall. Aluminum fuel lines return the fuel to the top
portion of the selector valve and then to the airplane’s
integral tanks. One drain is added to properly drain the
fuel return system.

FUEL DISTRIBUTION

Fuel flows by gravity from the two wing tanks through
the fuel manifold (a pickup only), and to a four
position selector valve. From the selector valve, fuel
flows through the auxiliary fuel pump, the fuel strainer,
and to the engine driven fuel pump. A portion of the
fuel (approximately 7 GPH) is returned to the wing
tank currently selected through the use of the fuel
return system. From the engine driven fuel pump, fuel
is delivered to the fuel/air control unit on the bottom
of the engine. The fuel/air control unit (fuel servo)
meters fuel flow in proportion to induction air flow.
Aer passing through the control unit, metered fuel
goes to a fuel distribution valve (flow divider) located
on the bottom of the engine. From the fuel distribution
valve, individual fuel lines are routed to air bleed type
injector nozzles located in the intake chamber of each
cylinder.

FUEL INDICATING

Fuel quantity is measured by two float type fuel
quantity transmitters (one in each tank) and indicated
by an electrically operated fuel quantity indicator on
the le side of the instrument panel. The gauges are
marked in gallons of fuel. An empty tank is indicated by
a red line and the number 0. When an indicator shows
an empty tank, approximately 2.5 gallons remain in
each tank as unusable fuel. The indicators should not
be relied upon for accurate readings during skids, slips,
or unusual attitudes.

Each fuel tank also incorporates warning circuits
which can detect low fuel conditions and erroneous
transmitter messages. Anytime fuel in the tank drops
below approximately 8 gallons (and remains below
this level for more than 60 seconds), the amber LOW
FUEL message will flash on the annunciator panel for
approximately 10 seconds and then remain steady
amber. The annunciator cannot be turned o by the
pilot. If the le tank is low, the message will read L LOW
FUEL. If the right tank is low, the message will read LOW
FUEL R. If both tanks are low, the message will read L
LOW FUEL R.

In addition to low fuel annunciation, the warn­ing circuitry is designed to report failures with each
transmitter caused by shorts, opens or transmitter
resistance which increases over time. If the circuitry
detects any one of these conditions, the fuel level
indicator needle will go to the OFF position (below the
0 mark on the fuel indicator), and the amber annuncia­tor will illuminate. If the le tank transmitter has failed,
the message will read L LOW FUEL. If the right tank
transmitter has failed, the message will read LOW FUEL
R. If both tanks transmitters have failed, the message
will read L LOW FUEL R.

Fuel flow is measured by use of a fuel transducer
(flowmeter). Normal operating (green arc) range is 0 to
18 gallons-per-hour with a step at 16 gallons-per-hour.

78

A2ASIMULATIONS

AUXILIARY FUEL PUMP OPERATION

The auxiliary fuel pump is used primarily for priming
the engine before starting. Priming is accomplished
through the fuel injection system. The engine may
be flooded if the auxiliary FUEL PUMP switch is
accidentally placed in the ON position for prolonged
periods, with MASTER Switch ON and mixture rich, with
the engine stopped. The auxiliary fuel pump is also
used for vapor suppression in hot weather. Normally,
momentary use will be suicient for vapor suppres­sion; however, continuous operation is permissible if
required. Turning on the auxiliary fuel pump with a
normally operating engine driven fuel pump will result
in only a very minor enrichment of the mixture.

It is not necessary to operate the auxiliary fuel pump
during normal takeo and landing, since gravity and
the engine driven fuel pump will supply adequate
fuel flow. In the event of failure of the engine driven

:::

C182 MANUAL www.a2asimulations.com

fuel pump, use of the auxiliary fuel pump will provide
suicient fuel to maintain flight at maximum continu­ous power. Under hot day, high altitude conditions, or
conditions during a climb that are conducive to fuel
vapor formation, it may be necessary to utilize the
auxiliary fuel pump to attain or stabilize the fuel flow
required for the type of climb being performed. In this
case, turn the auxiliary fuel pump on, and adjust the
mixture to the desired fuel flow. If fluctuating fuel flow
(greater than 1 GPH) is observed during climb or cruise
at high altitudes on hot days, place the auxiliary fuel
pump switch in the ON position to clear the fuel system
of vapor. The auxiliary fuel pump may be operated
continuously in cruise.

overboard vents protrude from the bottom surface of
the wings behind the wing struts, slightly below the
upper attach points of the struts. The fuel filler caps are
vacuum vented; the fuel filler cap vents will open and
allow air to enter the fuel tanks in case the overboard
vents become blocked.

REDUCED TANK CAPACITY

The airplane may be serviced to a reduced capacity to
permit heavier cabin loadings. This is accomplished
by filling each tank to the bottom edge of the fuel
filler indicator tab, thus giving a reduced fuel load of

32.0 gallons usable in each tank or to the line of holes
located inside the filler indicator tab, thus giving a
reduced fuel load of 37.0 gallons usable in each tank.

FUEL DRAIN VALVES

The fuel system is equipped with drain valves to pro­vide a means for the examination of fuel in the system
for contamination and grade. The system should be
examined before each flight and aer each refueling,
by using the sampler cup provided to drain fuel from
each wing tank sump and the fuel strainer sump. If any
evidence of fuel contamination is found, it must be
eliminated in accordance with the Preflight Inspection
checklist. If takeo weight limitations for the next
flight permit, the fuel tanks should be filled aer each
flight to prevent condensation.

Engine Priming

The C182 Skylane isn’t fitted with a dedicated priming
pump. Instead, to prime the engine, you use the fuel
pump and the mixture control to add suicient fuel
into the combustion chamber prior to engine start.

This is done by completing the following actions.

FUEL RETURN SYSTEM

A fuel return system was incorporated to improve
engine operation during extended idle operation in
hot weather environments. The major components of
the system include an orifice fitting located in the top
of the fuel servo, a dual stack fuel selector and a drain
valve assembly. The system is designed to return fuel/
vapor back to the main fuel tanks at approximately

▶ Auxilliary Fuel Pump – ON.
▶ Mixture -- SET to FULL RICH (full forward) until

stable fuel flow is indicated (usually 3 to 5 sec­onds), then set to IDLE CUTOFF (full aft) position.

▶ Auxiliary Fuel Pump – OFF.
▶ If after these steps have been carried out, the

engine continues to fail to start, the Auxilliary

Fuel Pump can be used to assist startup.
7 GPH. The dual stack fuel selector ensures that fuel/
vapor returns only to the fuel tank that is selected as
the feed tank. For example, if the fuel selector is posi­tioned to use fuel from the le fuel tank, the fuel return
system is returning fuel/vapor to the le fuel tank only.

BRAKE SYSTEM

The airplane has a single-disc, hydraulically actuated
brake on each main landing gear wheel. Each brake
is connected, by a hydraulic line, to a master cylinder
attached to each of the pilot’s rudder pedals. The

FUEL VENTING

Fuel system venting is essential to system operation.
Complete blockage of the fuel venting system will
result in decreasing fuel flow and eventual engine stop­page. The fuel venting system consists of an intercon­necting vent line between the fuel tanks and check
valve equipped overboard vents in each fuel tank. The

www.a2asimulations.com C182 MANUAL

brakes are operated by applying pressure to the top
of either the le (pilot’s) or right (copilot’s) set of
rudder pedals, which are interconnected. When the
airplane is parked, both main wheel brakes may be
set by utilizing the parking brake which is operated
by a handle under the le side of the instrument
panel. To apply the parking brake, set the brakes with

:::

A2ASIMULATIONS

79

AIRPLANE & SYSTEMS DESCRIPTION

the rudder pedals, pull the handle a, and rotate it
90° down.

For maximum brake life, keep the brake system
properly maintained, and minimize brake usage during
taxi operations and landings.

With Accu-Sim, we increase the likelihood of hearing
brake noise and squeals as the breaks age. Hearing
the occasional squeal is normal, but if your breaks
start making noise regularly, bring the plane into the
maintenance hangar for a check.

ELECTRICAL SYSTEM AND BATTERY

Accu-Sim installs an authentic period battery into a
feature-rich electrical system, thanks to close consulta
tion with our own on-sta electrical engineer and high
time pilots. Batteries suer from reduced capacity as they
age, have a limited output (34 amp hours), can overheat
if you demand too much from them, and can even load
up your entire system if you have a brand new, but dead
battery on-line. (ever try to jump start a car with a dead
battery and nothing happens? You have to disconnect
the dead battery and try again, since the dead battery is
stealing all the electricity). The physical laws governing
electricity are inexorable as those which govern running
water. Our latest and most sophisticated version of
Accu-Sim accurately replicates those physical laws and
permits you to see the electrical system at work, via the
ammeter on your electrical panel and through sounds
and behaviour of the various electrically driven systems.

Volts, amps, watts, what does this all mean?

Without getting too technical, the pilot in command
must understand the basics of what is happening in
the aircra’s electrical system and components. Volts
X Amps = watts. If we use a water hose as an anal­ogy, volts would be the water pressure, amps would
be the hose width, and watts would be the amount
/ rate of water coming out the end. You could have,
for example, a 120 volt, 1 amp light bulb would be
the same brightness as a 12 volt, 10 amp bulb. The
high voltage system is sending high pressure down a
small pipe, and the low voltage system is sending low

-

pressure down a large pipe, but each putting out the
same amount of water (watts).

If you take a huge draw, for example running an
electric engine starter, voltage will plummet as the bat­tery struggles to supply this current. Your Ammeter will
show the current draw. However, play with your lights,
pitot heat, etc. and watch how these little changes
aect these systems. Remember, your electrical system
has a battery and an engine driven electrical generator.
The battery puts out about 24 volts, while the genera­tor puts out a little more (about 28 volts). This allows
your generator to not only drive all of the systems,
but charge the battery at the same time. Remember,
your generator is powered by the engine speed, and
it does not reach it’s full capacity until about 1,500
RPM. Watch your meters, and you will see and enjoy a
genuine electrical system in action.

In addition, weather aects a battery’s performance.
Fortunately, you can always visit your maintenance
hangar for a quick charge or replacement. If you use
your battery wisely and correctly, it will last a long time.

ELECTRICAL SYSTEM DESCRIPTION

The airplane is equipped with a 28-volt direct current
(DC) electrical system. A belt-driven 60 ampere or
optional 95 ampere alternator powers the system. A
24-volt main storage battery is located in the tailcone
of the airplane. The alternator and main battery are
controlled through the MASTER switch found near the
top of the pilot’s switch panel.

Power is supplied to most electrical circuits through
two primary buses (ELECTRICAL BUS 1 and ELECTRICAL
BUS 2), with an essential bus and a crossfeed bus
connected between the two primary buses to support
essential equipment.

The system is equipped with a secondary or standby
battery located

between the firewall and the instrument panel. The
STBY BATT switch controls power to or from the standby
battery. The standby battery is available to supply
power to the essential bus in the event that alternator
and main battery power sources have both failed.

80

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

The primary buses are supplied with power
whenever the MASTER switch is turned on, and are
not aected by starter or external power usage. Each
primary bus is also connected to an avionics bus
through a circuit breaker and the AVIONICS BUS 1 and
BUS 2 switches. Each avionics bus is powered when the
MASTER switch and the corresponding AVIONICS switch
are in the ON position.

CAUTION: BOTH BUS 1 AND BUS 2 AVIONICS SWITCHES
SHOULD BE TURNED OFF TO PREVENT ANY HARMFUL
TRANSIENT VOLTAGE FROM DAMAGING THE AVIONICS
EQUIPMENT PRIOR TO TURNING THE MASTER SWITCH ON
OR OFF, STARTING THE ENGINE OR APPLYING AN EXTERNAL
POWER SOURCE.

The airplane includes a power distribution module,
located on the le forward side of the firewall, to house
all the relays used in the airplane electrical system.
The Alternator Control Unit (ACU), main battery current
sensor, and the external power connector are also
housed within the module.

ANNUNCIATOR PANEL

An annunciator panel (with integral toggle switch) is
located above the avionics stack and provides caution
(amber) and warning (red) messages for selected
portions of the airplane systems. The annunciator is
designed to flash messages for approximately 10 sec­onds to gain the attention of the pilot before changing
to steady on. The annunciator panel cannot be turned
o by the pilot.

Inputs to the annunciator come from each fuel
transmitter, the low oil pressure switch, the vacuum
transducers and the alternator control unit (ACU).
Individual LED bulbs illuminate each message and
may be replaced through the rear of the annunciator.
Illumination intensity can be controlled by placing the
toggle switch to either the DIM or DAY position.

The annunciator panel can be tested by turning the
Master Switch On and holding the annunciator panel
switch in the TST position. All amber and red messages
will flash until the switch is released.

CAUTION: PRIOR TO TURNING THE MASTER SWITCH ON
OR OFF, STARTING THE ENGINE OR APPLYING AN EXTERNAL
POWER SOURCE, THE AVIONICS POWER SWITCH, LABELED
AVIONICS POWER, SHOULD BE TURNED OFF TO PREVENT
ANY HARMFUL TRANSIENT VOLTAGE FROM DAMAGING THE
AVIONICS EQUIPMENT.

Normally, both sides of the master switch should
be used simultaneously; however, the BAT side of the
switch could be turned on separately to check equip­ment while on the ground. To check or use avionics
equipment or radios while on the ground, the avionics
power switch must also be turned on. The ALT side of
the switch, when placed in the o position, removes
the alternator from the electrical system. With this
switch in the o position, the entire electrical load is
placed on the battery. Continued operation with the
alternator switch in the o position will reduce battery
power low enough to open the battery contactor,
remove power from the alternator field, and prevent
alternator restart.

AVIONICS MASTER SWITCH

Electrical power for Avionics Bus 1 and Avionics Bus 2
is supplied through Primary Bus 2 and Primary Bus 1,
respectively. A rocker switch, located between the
primary and avionics buses, controls current flow to
the avionics buses. Placing the rocker switch in the up
(ON) position supplies power to both buses simultane­ously. Placing the switch in the down (OFF) position
removes power from both buses. The switch is located
on the lower le side of the instrument panel.

NOTE: On some aircra certified outside the United States,
the avionics master switch may be split. They are aligned
for independent operation of the buses.

NOTE: When the Master Switch is turned ON, some
annunciators will flash for approximately 10 seconds before
illuminating steadily. When the annunciator panel switch is
toggled up and held in the TST position, all remaining lights
will flash until the switch is released.

MASTER SWITCH

The master switch is a split rocker type switch labeled
MASTER, and is ON in the up position and o in the
down position. The right half of the switch, labeled BAT,
controls all electrical power to the airplane. The le
half, labeled ALT, controls the alternator.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

81

AIRPLANE & SYSTEMS DESCRIPTION

With the switch in the o position, no electrical
power will be applied to the avionics equipment,
regardless of the position of the master switch or the
individual equipment switches. The avionics power
switch should be placed in the OFF position prior to
turning the master switch on or o, starting the engine,
or applying an external power source.

Each avionics bus also incorporates a separate
circuit breaker installed between the primary bus and
the avionics master switch. In the event of an electrical
malfunction, this breaker will trip and take the eected
avionics bus o-line.

AMMETER

The ammeter/vacuum gauge is located on the lower
le side of the instrument panel. It indicates the
amount of current, in amperes, from the alternator
to the battery or from the battery to the airplane
electrical system. When the engine is operating and
the master switch is turned on, the ammeter indicates
the charging rate applied to the battery. In the event
the alternator is not functioning or the electrical load
exceeds the output of the alternator, the ammeter
indicates the battery discharge rate.

LOW VOLTAGE ANNUNCIATION

The low voltage warning annunciator is incorporated
in the annunciator panel and activates when voltage
falls below 24.5 volts. If low voltage is detected, the
red annunciation VOLTS will flash for approximately 10
seconds before illuminating steadily. The pilot cannot
turn o the annunciator.

NOTE: Illumination of the low voltage annunciator and
ammeter discharge indications may occur during low RPM
conditions with an electrical load on the system, such as
during a low RPM taxi. Under these conditions, the light will
go out at higher RPM.

LIGHTING SYSTEMS

EXTERIOR LIGHTING

Exterior lighting consists of navigation lights on the
wing tips and top of the rudder, a dual landing/taxi
light configuration located in the le wing leading
edge, a flashing beacon mounted on top of the
vertical fin, and a strobe light on each wing tip. In
addition, two courtesy lights are recessed into the
lower surface of each wing and provide illumination
for each cabin door area.

The exterior courtesy lights (and the rear cabin
dome light) are turned on by pressing the rear cabin
light switch. Pressing the rear cabin light switch again
will extinguish the three lights. The remaining exterior
lights are operated by breaker/switches located on the
lower le instrument panel. To activate these lights,
place switch in the UP position. To deactivate light,
place in the DOWN position.

INTERIOR LIGHTING

Interior lighting is controlled by a combination of flood
lighting, glareshield lighting, pedestal lighting, panel
lighting, and radio lighting. Flood lighting is accom­plished using two lights in the front and a single dome
light in the rear. All flood lights are contained in the
overhead console, and are turned on and o with push
type switches located near each light.

Glareshield lighting is accomplished using an LED
light recessed into the glareshield. Pedestal lighting
consists of hooded lights located above the fuel selec­tor. Panel lighting is accomplished using individual
lights mounted in each instrument and gauge.

CABIN HEATING, VENTILATING
AND DEFROSTING SYSTEM

The temperature and volume of airflow into the cabin
can be regulated by manipulation of the push-pull
CABIN HT and CABIN AIR controls. Both controls are
the double-button locking type and permit intermedi­ate settings. For cabin ventilation, pull the CABIN AIR
knob out.

To raise the air temperature, pull the CABIN HT knob
out approximately  to  inch for a small amount of
cabin heat. Additional heat is available by pulling the
knob out farther; maximum heat is available with the
CABIN HT knob pulled out and the CABIN AIR knob
pushed full in. When no heat is desired in the cabin, the
CABIN HT knob is pushed full in.

Front cabin heat and ventilating air is supplied
by outlet holes spaced across a cabin manifold just
forward of the pilot’s and copilot’s feet. Rear cabin heat
and air is supplied by two ducts from the manifold, one
extending down each side of the cabin to an outlet just
a of the rudder pedals at floor level.

Windshield defrost air is also supplied by two ducts
leading from the cabin manifold to defroster outlets
near the lower edge of the windshield. Two knobs con­trol sliding valves in either defroster outlet to permit
regulation of defroster airflow. Separate adjustable
ventilators supply additional air; one near each upper
corner of the windshield supplies air for the pilot and
copilot, and two ventilators are available for the rear
cabin area to supply air to the rear seat passengers.
Additionally, there are ventilators located on the
forward cabin sidewall area just below the windshield
sill area.

PITOT-STATIC SYSTEM
AND INSTRUMENTS

The pitot-static system supplies ram air pressure to the
airspeed indicator and static pressure to the airspeed
indicator, vertical speed indicator and altimeter. The
system is composed of a heated pitot tube mounted
on the lower surface of the le wing, an external static
port on the lower le side of the forward fuselage,
and the associated plumbing necessary to connect

82

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

the instruments to the sources. The heated pitot
system consists of a heating element in the pitot tube,
a 10-amp switch/breaker labeled PITOT HEAT, and
associated wiring. The switch/breaker is located on the
lower le side of the instrument panel. When the pitot
heat switch is turned on, the element in the pitot tube
is heated electrically to maintain proper operation in
possible icing conditions. A static pressure alternate
source valve is “located adjacent to the throttle, and
can be used if the external static source is malfunction­ing. This valve supplies static pressure from inside the
cabin instead of the external static port. If erroneous
instrument readings are suspected due to water or
ice in the pressure line going to the standard external
static pressure source, the alternate static source valve
should be pulled on. Pressures within the cabin will
vary with open heater/vents and windows.

AIRSPEED INDICATOR

The airspeed indicator is calibrated in KIAS. It incor­porates a true airspeed window which allows true air­speed (ktas) to be read o the face of the dial. In addi­tion, the indicator incorporates a window at the twelve
o’clock position. The window displays true airspeed,
and the window at the twelve o’clock position displays
pressure altitude overlayed with a temperature scale.

Limitation and range markings (in KIAS) include the
white arc (41 to 100 KIAS), green arc (51 to 140 KIAS),
yellow arc (140 to 175 KIAS), and a red line (175 KIAS).
To find true airspeed, first determine pressure altitude
and outside air temperature. Using this data, rotate
the lower le knob until pressure altitude aligns with
outside air temperature in the twelve o’clock window.
True airspeed (corrected for pressure and temperature)
can now be read in the lower window.

VERTICAL SPEED INDICATOR

The vertical speed indicator depicts airplane rate of
climb or descent in feet per minute. The pointer is actu­ated by atmospheric pressure changes resulting from
changes of altitude as supplied by the static source.

ALTIMETER

Airplane altitude is depicted by a barometric type
altimeter. A knob near the lower le portion of the
indicator provides adjustment of the instrument’s
barometric scale to the current altimeter setting.

VACUUM SYSTEM AND INSTRUMENTS

The vacuum system provides suction necessary to
operate the attitude indicator and the directional
indicator. The system consists of two engine-driven

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

83

AIRPLANE & SYSTEMS DESCRIPTION

vacuum pumps, two pressure switches for measuring
vacuum available through each pump, a vacuum relief
valve, a vacuum system air filter, vacuum operated
instruments, a suction gauge, low vacuum warning on
the annunciator, and a manifold with check valves to
allow for normal vacuum system operation if one of the
vacuum pumps should fail.

ATTITUDE INDICATOR

The attitude indicator is a vacuum air-driven gyro that
gives a visual indication of flight attitude. Bank attitude
is presented by a pointer at the top of the indicator
relative to the bank scale which has index marks at 10°,
20°, 30°, 60°, and 90° either side of the center mark.
Pitch and roll attitudes are presented by a miniature
airplane superimposed over a symbolic horizon area
divided into two sections by a white horizon bar. The
upper “blue sky” area and the lower “ground” area
have pitch reference lines useful for pitch attitude
control. A knob at the bottom of the instrument is
provided for in-flight adjustment of the symbolic
airplane to the horizon bar for a more accurate flight
attitude indication.

DIRECTIONAL INDICATOR

The directional indicator is a vacuum air-driven gyro
that displays airplane heading on a compass card in
relation to a fixed simulated airplane image and index.
The indicator will precess slightly over a period of time.
Therefore, the compass card should be set with the
magnetic compass just prior to takeo, and readjusted
as required throughout the flight. A knob on the
lower le edge of the instrument is used to adjust the
compass card to correct for precession. A knob on the
lower right edge of the instrument is used to move the
heading bug.

VACUUM INDICATOR

The vacuum indicator is part of the vacuum/amp
indicator, located on the lower le corner of the

instrument panel. It is calibrated in inches of mercury
and indicates vacuum air available for operation of
the attitude and directional indicators. The desired
vacuum range is 4.5 to 5.5 inches of mercury. Normally,
a vacuum reading out of this range may indicate a
system malfunction or improper adjustment, and in
this case, the indicators should not be considered
reliable. However, due to lower atmospheric pressures
at higher altitudes, the vacuum indicator may indicate
as low as 4.5 in. Hg. at 15,000 feet and still be adequate
for normal system operation.

LOW VACUUM ANNUNCIATION

Each engine-driven vacuum pump is plumbed to a
common manifold, located forward of the firewall.
From the tee, a single line runs into the cabin to
operate the various vacuum system instruments. This
tee contains check valves to prevent back flow into a
pump if it fails. Transducers are located just upstream
of the tee and measure vacuum output of each pump.
If output of the le pump falls below 3.0 in. Hg., the
amber L VAC message will flash on the annunciator
panel for approximately 10 seconds before turning
steady on. If output of the right pump falls below 3.0
in. Hg., the amber VAC R message will flash on the
annunciator panel for approximately 10 seconds before
turning steady on. If output of both pumps falls below

3.0 in. Hg., the amber L VAC R message will flash on the
annunciator panel for approximately 10 seconds before
turning steady on.

CLOCK / O.A.T. INDICATOR

An integrated clock / O.A.T. / voltmeter is installed in
the upper le side of the instrument panel as standard
equipment.

STALL WARNING SYSTEM

The airplane is equipped with a vane-type stall warning
system consisting of an inlet in the leading edge of
the le wing, which is electrically connected to a stall
warning horn located in the headliner above the le
cabin door. A 5-amp push-to-reset circuit breaker
labeled WARN, on the le side of the circuit breaker
panel, protects the stall warning system. The vane in
the wing senses the change in airflow over the wing,
and operates the warning horn at airspeeds between 5
and 10 knots above the stall in all configurations.

The airplane has a heated stall warning system,
the vane and sensor unit in the wing leading edge is
equipped with a heating element. The heated part of
the system is operated by the PITOT HEAT switch, and
is protected by the PITOT HEAT circuit breaker.

The stall warning system should be checked during
the preflight inspection by momentarily turning on the
MASTER switch and actuating the vane in the wing. The
system is operational if the warning horn sounds as the
vane is pushed upward.

84

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

85

AIRPLANE HANDLING,
SERVICE & MAINTENANCE

86

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

HIS SECTION CONTAINS FACTORY

recommended procedures for proper ground

T

handling and routine care and servicing of
your airplane. It also identifies certain inspection
and maintenance requirements which must be
followed if your airplane is to retain that new
plane performance and dependability. It is wise
to follow a planned schedule of lubrication and
preventive maintenance based on climatic and
flying conditions encountered in your locality.
Keep in touch with your local Cessna Service
Station and take advantage of their knowledge
and experience. Your Cessna Service Station
knows your airplane and how to maintain
it, and will remind you when lubrications and
oil changes are necessary, as well as other
seasonal and periodic services. The airplane
should be regularly inspected and maintained
in accordance with information found in the
airplane maintenance manual and in company
issued service bulletins and service newsletters.
All service bulletins pertaining to the aircra
by serial number should be accomplished
and the airplane should receive repetitive and
required inspections. Cessna does not condone
modifications, whether by Supplemental Type
Certificate or otherwise, unless these certificates
are held and/or approved by Cessna. Other
modifications may void warranties on the
airplane since Cessna has no way of knowing
the full eect on the overall airplane. Operation
of an airplane that has been modified may be a
risk to the occupants, and operating procedures
and performance data set forth in the operating
handbook may no longer be considered accurate
for the modified airplane.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

87

AIRPLANE HANDLING, SERVICE & MAINTENANCE

FUEL CONTAMINATION

Fuel contamination is usually the result of foreign
material present in the fuel system, and may consist
of water, rust, sand, dirt, microbes or bacterial growth.
In addition, additives that are not compatible with
fuel or fuel system components can cause the fuel to
become contaminated. Before each flight and aer
each refueling, use a clear sampler cup and drain at
least a cupful of fuel from each fuel tank drain location
and from the fuel strainer quick drain valve to deter­mine if contaminants are present, and to ensure the
airplane has been fueled with the proper grade of fuel.
If contamination is detected, drain all fuel drain points
including the fuel reservoir and fuel selector quick drain
valves and then gently rock the wings and lower the tail
to the ground to move any additional contaminants to
the sampling points. Take repeated samples from all fuel
drain points until all contamination has been removed.
If, aer repeated sampling, evidence of contamination
still exists, the airplane should not be flown. Tanks
should be drained and system purged by qualified
maintenance personnel. All evidence of contamination
must be removed before further flight. If the airplane
has been serviced with the improper fuel grade, defuel
completely and refuel with the correct grade. Do not fly
the airplane with contaminated or unapproved fuel. In
addition, Owners/Operators who are not acquainted
with a particular fixed base operator should be assured
that the fuel supply has been checked for contamination
and is properly filtered before allowing the airplane
to be serviced. Fuel tanks should be kept full between
flights, provided weight and balance considerations will
permit, to reduce the possibility of water condensing on
the walls of partially filled tanks. To further reduce the
possibility of contaminated fuel, routine maintenance of
the fuel system should be performed in accordance with
the airplane Maintenance Manual. Only the proper fuel,
as recommended in this handbook, should be used, and
fuel additives should not be used unless approved by
Cessna and the Federal Aviation Administration.

THE AIRFOIL: HOW A WING CREATES LIFT

Before you learn about how dierent propellers work,
first you must understand the basics of the common
airfoil, which is the reason why a wing creates li, and
in this case, why a propeller creates thrust.

The Newton Theory

As the air travels across the airfoil’s upper and lower
surfaces, li is created by shoving the air down with
great force at its trailing edge, and to some degree, the
Newtonian force of opposite and equal reaction apply.

What we do know (and what the
pilot needs to know)

The airfoil is essentially an air diverter and the li is the
reaction to the diverted air. Regardless of what role
each theory plays, an airfoil’s li is dependent upon its
shape, the speed at which it is traveling through the air,
and its angle to the oncoming air (angle of attack).

Look at the cross section of a propeller blade.

Essentially, the same process creates li.

Below are some graphical representations of an

airfoil travelling though the air in various conditions:

LEVEL FLIGHT

A wing creating moderate li. Air vortices (lines) stay
close to the wing.

The Bernoulli Theory

This has been the traditional theory of why an airfold
creates li:

Look at the image to the right which shows you how
the shape of an airfoil splits the oncoming air. The
air above is forced to travel further than the air at the
bottom, essentially stretching the air and creating
a lower pressure, or vacuum. The wing is basically
sucked up, into this lower pressure. The faster the
speed, the greater the li.

88

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

CLIMB

Wing creating significant li force. Air vortices still
close to the wing.

WHAT IS A STALL?

In order for a wing to produce eicient li, the air must
flow completely around the leading (front) edge of the
wing, following the contours of the wing. At too large
an angle of attack, the air cannot contour the wing.
When this happens, the wing is in a “stall.”

Typically, stalls in aircra occur when an airplane
loses too much airspeed to create a suicient amount
of li. A typical stall exercise would be to put your
aircra into a climb, cut the throttle, and try and
maintain the climb as long as possible. You will have
to gradually pull back harder on the stick to maintain
your climb pitch and as speed decreases, the angle of
attack increases. At some point, the angle of attack
will become so great, that the wing will stall (the nose
will drop).

STA LL

The angle of attack has become too large. The
boundary layer vortices have separated from the top
surface of the wing and the incoming flow no longer
bends completely around the leading edge. The wing is
stalled, not only creating little li, but significant drag.

Can a propeller stall?

What do you think? More on this below.

LIFT VS ANGLE OF ATTACK

Every airfoil has an optimum angle at which it attacks
the air (called angle of attack, or AoA), where li is
at it’s peak. The li typically starts when the wing is
level, and increases until the wing reaches its optimum
angle, lets say 15-25 degrees, then as it passes this
point, the li drops o. Some wings have a gentle
drop, others can actually be so harsh, as your angle of
attack increases past this critical point, the li drops o
like a cli. Once you are past this point of li and the
angle is so high, the air is just being plowed around in
circles, creating almost no li but plenty of drag. This
is what you experience when you stall an aircra. The
bueting or shaking of the aircra at this stall position
is actually the turbulent air, created by your stalling
wing, passing over your rear stabilizer, thus shaking
the aircra. This shaking can sometimes become so
violent, you can pop rivets and damage your airframe.
You quickly learn to back o your stick (or yoke) when
you feel those shudders approaching.

Notice in the diagram to the right, how the airfoil
creates more li as the angle of attack increases.
Ideally, your wing (or propeller) will spend most of it’s
time moving along the le hand side of this curve, and
avoid passing over the edge. A general aviation plane
that comes to mind is the Piper Cherokee. An older
version has what we call a “Hershy bar wing” because
it is uniform from the root to the tip, just like an Hershy
chocolate bar. Later, Piper introduced the tapered
wing, which stalled more gradually, across the wing.
The Hershy bar wing has an abrupt stall, whereas the
tapered wing has a gentle stall.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

89

AIRPLANE HANDLING, SERVICE & MAINTENANCE

FROM STALL TO FULL POWER

With brakes on and idling, the angle at which the prop
attacks the still air, especially closer to the propeller
hub, is almost always too great for the prop to be creat­ing much li. The prop is mostly behaving like a brake
as it slams it’s side into the air. In reality, the prop is
creating very little li while the plane is not moving.
This eect is known as prop stall, and is part of the
Accu-Sim prop physics suite.

Once done with your power check, prepare for take­o. Once you begin your takeo run, you may notice
the aircra starts to pull harder aer you start rolling
forward. This is the propeller starting to get its proper
“bite” into the air, as the propeller blades come out of
their stalled, turbulent state and enter their comfort­able high li angles of attack it was designed for. There
are also other good physics going on during all of these
phases of flight, that we will just let you experience for
the first time yourself.

A propeller is basically a wing except that instead of
relying on incoming air for li, it is spinning around to
create li, it is perpendicular to the ground, creating
a backwards push of air, or thrust. Just remember,
whether a propeller is a fixed pitch, variable pitch,
or constant speed, it is always attacking a variable,
incoming air, and lives within this li curve.

PROP OVERSPEED

With a constant-speed propeller, a power descent can
be made without overspeeding the engine. The system
compensates for the increased airspeed of the descent
by increasing the propeller blade angles. If the descent
is too rapid, or is being made from a high altitude, the
maximum blade angle limit of the blades is not suf­ficient to hold the rpm constant. When this occurs, the
rpm is responsive to any change in throttle setting.

Any overspeed will require a prop inspection. Any
overspeed greater than 15% of redline (2760 rpm) will
require that contact be made with the manufacturer
(McCauley Propeller Systems) to determine the prop’s
airworthiness.

90

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

2D PANELS

The 2D panels are there to provide the extra functional­ity needed when there is so much additional informa­tion available to you, the pilot.

Each 2D panel is accessed by the key-press combina-

tion in parentheses aer the 2D panel title.

Pilot’s Notes (Shi 2)

▶ Outside Temp: is the ambient tem-

perature outside the aircraft.

▶ Watch Engine Temps: this warning will display

if your engine temperature is nearing danger
limits. Corrective action should be carried
out immediately if this warning appears.

▶ Cabin Temperature: displays how comfort-

able the temperature of the cabin feels.

▶ Ground Speed: this is your speed in relation

to the ground in miles/hour and knots.

▶ Endurance: this figure tells you approximately

how long you could remain in powered flight
before running out of fuel. This figure will
update throughout your flight, and as such you
should take into account that during a climb
phase, the endurance will be less than once the
aircraft is settled in a cruise configuration.

▶ Range: given in statute (sm) and nautical miles

(nm), this figure will give you an approximation of
your maximum range under current fuel consump­tion and airspeed conditions. Again, this figure
will change depending on your flight phase.

▶ Fuel Economy: is the current fuel burn rate

given in gallons/hour (gph), miles/gallon
(mpg) and nautical miles/gallon (nmpg).

▶ Power Settings: this represents your clip-

board, showing you important informa­tion for the correct settings for take off,
climb and cruise configurations.

▶ Notes: these are a set of pages (accessed

by the small arrow to the right of the page
number) that include information such as
actions to be carried out when first enter­ing the cabin, to landing checks.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

91

AIRPLANE HANDLING, SERVICE & MAINTENANCE

Controls (Shi 3)

Initially designed to provide a means to perform vari­ous in cockpit actions whilst viewing the aircra from
an external viewpoint, this control panel now provides
quick access to a number of dierent commands.

From this panel, you can:

▶ Remove the pilot figure from the external

view (only available whilst the engine is not
running). Note the visual change in the air­craft balance when you remove the pilot.

▶ Control electrical systems such as

the generator or magnetos.

▶ Toggle aircraft lighting, both internal and external.
▶ Change the GPS system installed in your aircraft,

from a bracket mounted handheld unit, to panel
mounted units, or no GPS installed at all.

▶ Set whether you want the aircraft to already be

in a Cold and Dark state when you first enter it.

▶ Have your aircraft switch to a “Used” state,

where some aircraft components will imme­diately show signs of wear. Check your
maintenance hangar before you go flying, so
that you’re aware of the systems and compo­nents that you’ll need to keep an eye on.

▶ Turn Accusim damage on and off.
▶ Toggle between conventional DG and KI 525A HSI.

Payload and Fuel Manager (Shi 4)

The payload and fuel manager not only gives you an
overview of your current payload, fuel and oil quanti­ties, it is also an interactive loading screen, where you
can:

▶ Add and remove passengers and baggage.
▶ Increase or decrease pilot, pas-

senger and baggage weights.

▶ Add or remove oil in the reservoir, and change the

oil viscosity depending on seasonal changes.

▶ Add or remove fuel from the wing tanks.
▶ Change between viewing weights and

measures in imperial or metric format.

▶ View, at a glance, total aircraft weight, pay-

load weight, and total fuel quantities.

92

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

Pilot’s Map (Shi 5)

The pilot’s map gives full and easy access to informa­tion that may be found on real maps, and allows
this information to be accessed from the cockpit, as
opposed to using the default map via the drop-down
menus.

The accompanying panel to the map allows you to
select what information you want to have displayed on
the map, from a compass rose to low altitude airways.

Also note that some of the button selections have an
increasing amount of information presented with each
subsequent button press.

For example, the APT (Airport) button will show the
following information:

 APT 1: Airport ID.
 APT 2: Airport name.
 APT 3: Airport elevation.
 APT 4: Airport radio frequencies.

Quick RAdios (Shi 6)

This small popup panel provides input for your virtual
cockpit radios but in a simplified and easy to use
manner. This popup features all the amenities of the
actual radios but in a singular unit which allows you
to control your communication, navigation, ADF and
transponder radios from a single source.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

93

AIRPLANE HANDLING, SERVICE & MAINTENANCE

Maintenance Hangar (Shi 7)

The maintenance hangar is where you can review the cur­rent state of your aircra and its major systems. It is one of
the core elements to visualizing Accusim at work.

With the invaluable assistance of your local aircra main­tenance engineer/technician, a.k.a “grease monkey”, you will
be able to see a full and in-depth report stating the following:

▶ A summary of your airframe, engine

and propeller installed.

▶ Total airframe hours, and engine hours

since the last major overhaul.

▶ General condition of the engine.
▶ Important notes provided by the ground crew.

From the maintenance hangar, you can also carry out a
complete overhaul, by clicking the COMPLETE OVERHAUL
button in the bottom right corner. This will overhaul the
engine and replace any parts that are showing signs of wear
or damage, with new or re-conditioned parts.

In order to fix any issues the mechanic has flagged up, we
need to inspect the engine in greater detail. By le clicking
the “CHECK ENGINE” text on the engine cover, it will open
the following window.

COLOUR CODES:

 GREEN: OK

 YELLOW: WATCH

 RED: MUST FIX OR REPLACE

Heavy wear or a component failure will be shown in red,
and these components must be replaced.

We can choose to continue flying with the worn compo­nents, but extra care should be used and a close eye kept on

those systems/components.

Any component with a yellow highlight is worn, but not

unserviceable, so do not have to be replaced.

Compression Test

At the lower right hand corner is a “COMPRESSION TEST”
button, which will tell your mechanic to run a high pressure
dierential compression test on the engine cylinders.

This is done by compressed air being applied through
a regulator gauge to the tester in the cylinder. The gauge
would show the total pressure being applied to the
cylinder.

The compressed air would then pass through a calibrated
restrictor and to the cylinder pressure gauge. This gauge
would show the actual air pressure within the cylinder.

Any dierence in pressure between the two gauges
would indicate a leak of air past the engine components,
whether that is the valves, piston rings, or even a crack in
the cylinder wall itself.

The readings that your mechanic presents to you in the
“Compression Test Results” in the notes section, will be
annotated with the actual amount of pressure read in the
cylinder over the actual pressure that was applied to the
cylinder through the regulator.

Low compression on a cylinder isn’t nec essarily a
terrible thing, because as the en gine picks up in speed, the
worn cylinder becomes productive. It is mostly noticed at
lower R.P.M.’s where the cylinder may have trouble firing,
and also a marked increase in oil consumption may also
occur (sometimes with an accompanying blue smoke out
of that cylinder during flight).

However, note that this is a reading of the general
condition of the cylinders, and lower condition does bring
additional risks of failure, or even engine fires.

94

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

Pre-Flight Inspection (Shi 8)

The Pre-Flight Inspection is another advancement
in bringing real life standard operating procedures
into P3D.

The inspection system is done in such a way as to
emulate making your walkaround inspection prior to
flight.

There are 19 separate check sheets which are
accessed by clicking the arrows in the bottom right
corner of the aircra top-down view window.

As you select the next check sheet, you will auto­matically be moved to the relevant view around the
aircra.

It’s not just a case of clicking the next check sheet
over and over again however, as there are actions
to be carried out and visual checks to be made in
order to complete the pre-flight correctly. If you miss
something, maybe the landing light lens cover on
the leading edge is smashed, expect to be notified
by your mechanic in the Maintenance Hangar, as his
sharp eye will pick up anything you miss.

The checklist itself shows an overview of the
aircra, with your walkaround route in black, and
dots to highlight the areas where subsequent checks
will be carried out.

The check list starts with actions to be carried out in

the cockpit, prior to your walkaround.

Ensure that the checklist is carried out correctly,
as checks and actions missed here, will prevent you
from carrying out the proper checks during your
walkaround.

The first of the external checks covers the tail area.
The checklist now has an additional bottom section in
which specific actions can be carried out, or additional
views can be accessed as a reference to what to look
out for.

By le clicking on an action button, it will either
perform an action, i.e. remove the tail tie down, or it
will bring up a reference picture. In the example below,
we’re looking at the elevator hinges.

As part of the walkaround, checking the fuel tank
sump quick drain valves is an extremely important
check. If water enters the engine, expect a brief
interlude of coughing and spluttering, quickly followed
by the sound of silence.

The oil dipstick is not only essential in gauging the
total oil quantity, but also the condition of the oil.
As you put hours on your engine, expect the oil to
become darker due to suspended particulates that
are too fine to be trapped by the filter. The oil also
goes through chemical changes, which over time
means that the oil isn’t as capable of protecting your
engine as it was when new.

Pause Control (shi 9)

The pause controls are made available for
those times when you need to be away from the
simulation.

By le clicking the various boxes, you will turn that
pause command on, and for the Altitude, Time and
Distance boxes, a plus and minus arrow allow you to
change the values for when the pause command will
be issued.

If more than one box is switched on, the first trigger
to be reached will pause the simulation.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

95

AIRPLANE HANDLING, SERVICE & MAINTENANCE

INPUT CONFIGURATOR

The Input Configurator allows users to assign
keyboard or joystick mappings to many custom
functions that can’t be found in P3D controls
assignments

menu. It can be found in the A2A/C182/ Tools

folder inside your P3D installation directory.

The upper table is the axis assignment
menu. From the drop down list, select joystick
and axis you want to assign to each func­tion and verify its operation in the ‘preview’
column. Mark the ‘invert’ check box if needed.
The lower table is the shortcuts menu. Hover
over a function name to bring up a tooltip with
additional information.

To make a new shortcut, double click on
a selected row to bring up the assignment
window. Then press keyboard key or joystick
button you want to assign to this function. For
keyboard it’s also possible to use modifier keys
(Ctrl, Shi, Alt).

When done with the assignments, press
“Save and update P3D” button. This will
instantly update shortcuts for the aircra.
There is no need to restart P3D or even reset
your flight for the changes to take eect, you
can adjust shortcuts on the fly.

96

A2ASIMULATIONS

AIRCRAFT CONFIGURATOR

The Aircra Configurator for Accu-Sim C182 Skylane
enables the user to choose from:

1. Various 3rd party GPS systems (RXP,

Flight 1, Mindstar, or Stock)

2. Runway illuminating lights or default lights.

Technically, this utility manages the panel.cfg and
model.cfg files, so the user doesn’t need to manually
edit these files.

While the GPS can be changed with or without a run­ning simulation (FSX or Prepar3D), the Landing Lights
change takes eect in a next flight of the C182.

:::

C182 MANUAL www.a2asimulations.com

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

97

ACCU-SIM AND
THE C182 SKYLANE

98

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com

CCU-SIM IS A2A SIMULATIONS’ GROWING FLIGHT SIMULATION

engine, which is now connectable to other host simulations.

A

In this case, we have attached our Accu-Sim C182 Skylane to
Lockheed Martin Prepar3D to provide the maximum amount of realism
and immersion possible.

WHAT IS THE PHILOSOPHY
BEHIND ACCU-SIM?

Pilots will tell you that no two aircra are the same. Even
taking the same aircra up from the same airport to the
same location will result in a dierent experience. For
example, you may notice one day your engine is running
a bit hotter than usual and you might just open your
cowl flaps a bit more and be on your way, or maybe this
is a sign of something more serious developing under
the hood. Regardless, you expect these things to occur
in a simulation just as they do in life. This is Accu-Sim,
where no two flights are ever the same.

Realism does not mean having a diicult time with
your flying. While Accu-Sim is created by pilots, it is
built for everyone. This means everything from having
a professional crew there to help you manage the
systems, to an intuitive layout, or just the ability to
turn the system on or o with a single switch. However,
if Accu-Sim is enabled and the needles are in the red,
there will be consequences. It is no longer just an
aircra, it’s a simulation.

ACTIONS LEAD TO CONSEQUENCES

Your A2A Simulations Accu-Sim aircra is quite
complete with full system modeling and flying an
aircra such as this requires constant attention to
the systems. The infinite changing conditions around
you and your aircra have impact on these systems.
As systems operate both inside and outside their
limitations, they behave dierently. For example, the
temperature of the air that enters your carburetor
has a direct impact on the power your engine can
produce. Pushing an engine too hard may produce
just slight damage that you, as a pilot, may see as it
just not running quite as good as it was on a previous
flight. You may run an engine so hot, that it catches
fire. However, it may not catch fire; it may just quit, or
may not run smoothly. This is Accu-Sim – it’s both the
realism of all of these systems working in harmony,
and all the subtle, and sometimes not so subtle,
unpredictability of it all. The end result is when flying
in an Accu-Sim powered aircra, it just feels real
enough that you can almost smell the avgas.

www.a2asimulations.com C182 MANUAL

:::

A2ASIMULATIONS

99

ACCU-SIM AND THE C182 SKYLANE

YOUR AIRCRAFT TALKS

We have gone to great lengths to bring the internal
physics of the airframe, engine, and systems to life.
Now, when the engine coughs, you can hear it and see
a pu of smoke. If you push the engine too hard, you
can also hear signs that this is happening. Just like an
actual pilot, you will get to know the sounds of your
aircra, from the tires scrubbing on landing to the
stresses of the airframe to the canopy that is cracked
opened.

BE PREPARED – STAY OUT OF TROUBLE

The key to successfully operating almost any aircra
is to stay ahead of the curve and on top of things.
Aircra are not like automobiles, in the sense that
weight plays a key role in the creation of every
component. So, almost every system on your aircra
is created to be just strong enough to give you, the
pilot, enough margin of error to operate safely,
but these margins are smaller than those you find
in an automobile. So, piloting an aircra requires
both precision and respect of the machine you are
managing.

It is important that you always keep an eye on your
oil pressure and engine temperature gauges. On cold
engine starts, the oil is thick and until it reaches a
proper operating temperature, this thick oil results in
much higher than normal oil temperatures. In extreme
cold, once the engine is started, watch that oil pressure
gauge and idle the engine as low as possible, keeping
the oil pressure under 120psi.

Key Things to Keep Engine Temperatures in Check

▶ Get off the ground as soon as possible. Prolonged

idling and taxiing can overheat your engine.

▶ Reduce power immediately after

takeoff to climb power

PERSISTENT AIRCRAFT

Every time you load up your Accu-Sim C182 Skylane,
you will be flying the continuation of the last aircra
which includes fuel, oil, coolant levels along with all of
your system conditions. So be aware, no longer will your
aircra load with full fuel every time, it will load with the
same amount of fuel you le o when you quit your last
flight. You will learn the easy or the hard way to make, at
the very least, some basic checks on your systems before
jumping in and taking o, just like a real aircra owner.

Additionally, in each flight things will sometimes be
dierent. The gauges and systems will never be exactly
the same. There are just too many moving parts,
variables, changes, etc., that continuously alter the
condition of the airplane, its engine and its systems.

NOTE: Signs of a damaged engine may be lower RPM
(due to increased friction), or possibly hotter engine
temperatures.

SOUNDS GENERATED BY PHYSICS

Lockheed Martin Prepar3D, like any piece of soware,
has its limitations. Accu-Sim breaks this open by
augmenting the sound system with our own, adding

100

A2ASIMULATIONS

:::

C182 MANUAL www.a2asimulations.com