I always wondered why pilots don’t use a little courtesy by reducing the takeoff RPM when talking off from long runways near populated areas.

Maybe some don’t realize how loud that they are on the ground

No offense, but it's the airport neighbors outside of your cockpit that are the ones complaining about noise, and the 2850 engines aren't music to their ears.

Unfortunately Norman, there are some pilots that think their planes making more noise is some kind of macho thing like some Harley riders think loud pipes are cool. I was a Harley rider and I never thought the loud crackling pipes were cool, just the deep throaty sound.

I laugh to myself about some of the tail draggers and pilots in my area; big tires, loud sea plane prop, but they never land on dirt, and don't come out of the hangar when there are even moderate crosswinds. I guess is sort of like the big 4WD SUV's with big tires that are only grocery getters.

I probably have the most recent experience of restoring a Legacy 182 of any poor soul on here
I have had N42039 for about 20 years, was in a partnership with a close friend and he flew it mostly until he was stricken with cancer 2009 and subsequently passed away 2 years ago. I just purchased my percentage from his widow just to make her life easier. The plane has not flow since 2009, that's when he lost his medical, I was really just a maintenance partner in it and I usually had my fill of flying from test flying Bonanzas after engine changes.

After bringing over to my hanger I decided to do a full restoration. Foolish or not I knew I could always sell it. My 210 I had lasted less than a week on the market years ago just due to it being all restored and ready to go, like many buyers want. They don't want to do what I just did.
I have a spectacular airplane now at half the cost of one of the new ones, and restored just like I wanted, not some factory. You can do the same but it will take some time vs running out and buying something right now. People will always make argument either way.
N42039's, now N832PM is a 1968 182L, has 5000 hours on it but that doesn't tell the real story after a restoration.

Its 155K True LOP and it can do 164-166KTAS rich of peak on standard day or cooler, all at 6500-7500. At higher altitudes I have to run LOP due to the advanced engine timing with a Surefly ignition, ROP takes too much fuel to cool the cylinders.

You just have to weigh if you can babysit a plane through the process or just go buy. I'll sell mine someday as I'm doing a 1976 model right now so one of them will have to go but I enjoy "Most" of the restoration work. I did a lot myself but of course not paint and interior. Although what I just went thru with paint I will most likely paint the next one myself. Painting is a hobby and I love doing component parts but the bottom of a wing is another story.

I went IO-550 kinda due to P-Ponk, at the time said, I didn't know how and they were not going to approve any more shops to do their modified engines. Well that kinda ruffled my feathers so I went with the Air Plains STC after that, and of course since I'm such the LOP'er Ive never looked back. It was the best choice for me but the carbs engine certainly have their place. Funny tho I am now a Northpoint engine builder. (Formerly P-Ponk).
Always two ways to approach things. This way I was able to make it just like i wanted. I spent a year and a half on it to get it finished. Good Luck!

Bill

Bill, GREAT Post

Thank you for your inadvertent validation, good to know I’m not the only Poor Soul here….

I’m certainly not in your League, or have your abilities, but I have HAD Done very close to YOU HAVE Done to your recent Legacy C182 Restoration

1) My Tip to Tail Renovation of a 1,510 Hour TTAF / Engine / Propeller 1977 C182Q Air Plains IO-550 Conversion was 13 months from Very Late 2016 through September 15, 2017 - Today with 2,100 Hours TTAF / 600 Hours SNEW Engine / Propeller

2) I figured I spent 60% + of New, a little more than your 50% of new, but I did none of the work, and included a very complete panel of Garmin Glass

3) I get those same KTAS LOP / ROP, but very few believe such KTAS’s are possible in a C182Q

4) You didn’t mention our IO-550 C182 Climb Capability….

5) Same issue with my SureFly above say 9,000 msl

6) I went with the RMD Wingtips, pulsed with the cowl lights using a 2-Channel Precise Flight system, your wingtips / lights look different, same basic effect, better light for Night Landings and outstanding Daytime Recognition Lighting

Is that a CavIce / TKS System on your leading edges ? If so, I’m envious, as THAT is where I drew my Line

:-)

And, alas, I chose to use a 2007 OEM Cessna paint scheme / colors as I just liked it….

Bill, GREAT Post

Thank you for your inadvertent validation, good to know I’m not the only Poor Soul here….

I’m certainly not in your League, or have your abilities, but I have HAD Done very close to YOU HAVE Done to your recent Legacy C182 Restoration

1) My Tip to Tail Renovation of a 1,510 Hour TTAF / Engine / Propeller 1977 C182Q Air Plains IO-550 Conversion was 13 months from Very Late 2016 through September 15, 2017 - Today with 2,100 Hours TTAF / 600 Hours SNEW Engine / Propeller

2) I figured I spent 60% + of New, a little more than your 50% of new, but I did none of the work, and included a very complete panel of Garmin Glass

3) I get those same KTAS LOP / ROP, but very few believe such KTAS’s are possible in a C182Q

4) You didn’t mention our IO-550 C182 Climb Capability….

5) Same issue with my SureFly above say 9,000 msl

6) I went with the RMD Wingtips, pulsed with the cowl lights using a 2-Channel Precise Flight system, your look different, same basic effect, better light for Night Landings and outstanding Daytime Recognition Lighting

Is that a CavIce / TKS System on your leading edges ? If so, I’m envious, as THAT is where I drew my Line

:-)

I have a 1982 R model. It does not have Zinc Chromate from the factory. Perhaps some came with that as an option

Just for extra data... Our 1982 182R has a 1250 pound useful load.

Here's an option:

viewtopic.php?p=3104868

I wouldn't worry about the wings or tailcone area too much, guess you could spray that Corrosion X in the wing and then watch not bleed out of the lap seams for years.

What you will find is white powder corrosion under the anti vibration/anti oil canning pads Cessna glued onto the inside fuselage sides. The glue reacted with the aluminum and made a mess. Dennis at Airmod removed mine when the interior was done. I just removed these pads and zinc chromated the entire inside of the fuselage my 76 model, baggage compartment and forward, (cabin). Dennis was 100% correct about what would be found under them.

Bill

I wouldn't worry about the wings or tailcone area too much, guess you could spray that Corrosion X in the wing and then watch not bleed out of the lap seams for years.

What you will find is white powder corrosion under the anti vibration/anti oil canning pads Cessna glued onto the inside fuselage sides. The glue reacted with the aluminum and made a mess. Dennis at Airmod removed mine when the interior was done. I just removed these pads and zinc chromated the entire inside of the fuselage my 76 model, baggage compartment and forward, (cabin). Dennis was 100% correct about what would be found under them.

Bill

Once you start it never ends.

I'll take the 180/185 any day over anything with a nose wheel on a grass/dirt/rough strip. Always consider the nose wheel a "fragile flower." That said I operated a T182T off grass for years - I did inflate the nose strut to the maximum possible before the steering linkage disconnects - it's not the landing it's the taxing that sometimes eats nose gears/props. One area where Bo is better - nose gear is right at the prop, not several feet behind it.

Random Restart Turbo 182 (T182T) recollections from about ten years ago:

• Never should have sold the damn thing.
• Turbo has 235 hp and will make that power up to 20,000' and beyond.
• Airspeeds at about 25-26" MP: 150 KTAS at 10,000, 158 KTAS at 15,000 and 162 KTAS at 20,000.
• Whatever is in the book is what it will do, which is nice.
• Note sure how the older airframes without the aero cleanup of the T model make 155 KTAS at 6500 feet - seems really fast - picture?!
• Prop maximum rpm is 2400 to meet some European standard = relatively quiet.
• Never a leak or an issue with the wet wings which hold 92 gallons. Same wings are also on the T182RG and T182 from the late 70s I believe. These were also Lyc powered.
• Entire airframe is epoxied inside for corrosion protection.
• Restarts are all two wire 24V airplanes.
• 1800' should be straightforward.
• As noted elsewhere, today's HP are minimum guaranteed, believe historically it was ± 5%.
• Doors are vastly superior and can be closed with one finger.
• Seats are from Caravan and have no AD.
• Seats are leather from factory.
• Personally never had an issue with the rate based KAP140 AP.
• If you pull the retaining screw from the window arm, you can let the window float up to the wing and shoot straight through the air for photography.

- 50 to 100% more expensive than earlier models. Maybe that will change as the market hits a possible inflection point.
- plastics are Royalite Plus, not that much better than 40 years ago.

But the new ones have cup holders!

Here is the exhaust system form Leading Edge in Alaska. Dane Wagner doesn't brag about horsepower increases with his "Bundle of snakes", but for my PPonk -U, it hits the sweet spot, and definitely feels stronger. I had to wait ten years for the STC, but is was well-worth it.

Cessna 180 or 185 is better at that if tailwheel is an option.

I had a Cessna 1780B with 180 HP and CS prop. Tons of fun and could operate from 1000 ft strips.

182s have somewhat delicate nose gear, common issue is firewall damage from someone landing too fast or on rough strips. If you don't have a nose gear, no problem and less weight.


I would go older.

I flew in a 182 with an engine upgrade and it did 155 knots. That was very impressive to me.

Might want to look for airplanes which can run on mogas or UL94 fuel given the looming issues with 100LL. This almost always favors the older airplanes.

Mike C.