Thanks to Sara Arnold, the IAC (International Aerobatic Club) and the EAA for inviting me to give a webinar. I had a lot of information I wanted to share.
Todays market is still a great time to buy an aircraft. Good aircraft seem to be selling very quickly.
If you would like to hear the webinar for the first time (or an additional time), go to this link – https://www.eaa.org/videos/6255038347001
Recently I had a call asking “should a low time pilot buy a Cessna 182”? The caller was concerned because they only had 75 hours total time and all of that was in a Cessna 172. On top of that, they had a chance to buy a Cessna 182 that has very low time and is a clean airplane, should they be concerned about their low total time when moving up to a 182?
My quick thoughts. The Cessna 182 is a great aircraft. It offers an excellent platform for instrument (IFR) training, is a respectable cross country aircraft and is reasonably cost effective to operate. As a private pilot, your first year will be a little more expensive to insure because of your low hours, but that’s about it. Yes, it does cost slightly more to maintain than a Cessna 172, but the difference is slight, mainly in the fuel burn and engine costs. The Continental six-cylinder, 470 engine (or the Lycoming 540 in the new models) are very reliable engines. Parts are in supply, aftermarket items and service is available almost anywhere you can fly to.
About the only thing that seems to bother the 182 are the fuel bladders in the pre-1979 aircraft and the nose gear impacts that low time pilots inflict during training. The 182 gets quite a few hard landings on the nose, typically when they are full of fuel and lightly loaded with passengers and baggage. A pilot tends to run out of elevator in the flare a little higher than they should and drop them on the nose. Nothing that cannot be corrected with a good dose of training at different loads.
As with any other aircraft, a good pre-buy inspection for damage history, corrosion and maintenance should be done before the purchase. Also line up an instructor that has a fair amount of time in the Cessna 182 and they can show you how well the aircraft can really perform. Oh, and if you are used to the Cessna 172, the 182 will just require more arm muscles in the flare. The heavy control pressure will be notable for the first few hours, after that, it’s a typical Cessna!
Q. Can I commute with an airplane? I have always wanted to get my private pilot’s license. I was offered a new job, but it is two hours away from my house. I was thinking of getting a license so I can fly instead of drive. Am I being unrealistic? I know I would need to have a backup plan for driving for when the weather is unfavorable and a place to stay near my new job. But the idea sounds like more fun then setting in traffic.
A. It can actually be a great idea, although it might not save you as much time as you think. I have a few customers that do exactly what you are talking about and they really like the arrangement. Problem is, it often takes more time to get the plane out, fly and put it away than it would to drive the distance.
Also, to make it a success you will probably need to get instrument rating. There will be some days that there is just enough weather to keep you on the ground when you could still be flying.
But really, even if it takes longer, I cannot think of a better commute!
