The 1961 Razorback Skylane I fly routinely cruises at 155 kts. The narrower fuselage, the speed gain from the razorback design, and a brand new Continental O-470 all contribute to making this the fastest 182 I've ever been in. 45 year A&P here.
Airspeed: 143 Kts GS: 117 kts You have 26 kts headwind Should have made 180° turn for fun so you could have a 26 kts tail wind and GS would increase significantly.
The early model "Fast Backs" without the rear window were the best flying, lightest, fastest, and had manual flaps, those are the best of the series! The fast back was lighter and more streamlined, then they put the back window in, messed the performance up big time!
Once had a 1972 Skylane, N92848, with a Continental straight 0520 engine, Hartzell 3 bladed prop, about 9K worth of airframe speed mods. I filed for 165 kt. at 10,000 ft. burning around 12.5 gph, 2400 rpm and just about max throttle. It would do 160-165 kts. every time with full tanks and either 3-4 people in it. Unfortunately, a friend, quite accidentally (fuel cap not tightened, and came off, and with fuel selected on "both") ran it out of gas, and it didn't negotiate two trees very well at the end of a soccer field.
I had a 1976 182P that flew comfortably at 137 knots (not MPH) at cruise. at 75%.(about normal for that series) so this one isn't that fast....but a nice upgraded panel and a nice aircraft nonetheless.
@@IlIlIlIlIlIlIlIl-v9h Operator's Manual says to stay below 400, but it's commonly said that Lycoming's don't really like being warm, so 380 is a good threshold to extend the engine's lifetime.
LOL!!!...Is this a joke or sarcasm of some type? I've caught winds aloft that pushed my 172 to a gs of 141. Looks like you have a headwind at that rom...
Groundspeed has nothing to do with how fast your plane is.. True Airspeed (TAS ) is the only representation of a aircraft's real speed.. you just showed a tailwind or descent result.. and having your tape calibrated in MPH?? come on.. Yes i know, the original ASI was too.. but it's not a fisher price toy.. other than that.. great job..
@@HyperSpaceProphet i hear you.. however.. the original/primary ASI is still there.. as long as it's there, indicating MPH (in this case both MPH/KTS.. ).. the G5 can be set to whatever the owner/pilot likes.. that being said.. the POH/placards is the only place you'll see/use MPH.. especially if you ever fly IFR.. you'll never hear a controller refer to MPH.. GPS doesn't us MPH.. IFR charts/procedures/approach plates.. all KTS.. yes, back in the day some GA planes ASI's/V-speeds/POH's were calibrated in MPH.. most from the 50's forward had both scales.. however.. if it was my plane.. i'd set the G5 to kts.. convert all my Vpeeds to kts.. and never look back.. MPH just isn't something we need to be dealing with anymore.. it adds a extra level of complexity that's not necessary.. the entire aviation/maritime world landed on and has used knots exclusively for 50 years or so now.. and rightfully so.. it's the lat/long standard.. having to convert to statute miles is a pain.. and can lead to issues as distance is still always in nautical miles.. if all you do is fly your 150 around the pattern.. i get it.. do what you do.. but if you participate in aviation at much more that that level.. you might wanna get with the program..
@@texastyrannyresponseteam794 I fly a 340, and am transitioning to an MU-2, shut your pie hole about me flying a 150 until you know what you are talking about. . My point was that if the plane was certificated in MPH, then the regs say that the airspeed indicators must be in MPH, as that is what the POH uses. I don't disagree with what you said about knots, it makes working with everything else a lot easier.
Great video. Love the turkey story in the write up. Thanks for sharing.
The 1961 Razorback Skylane I fly routinely cruises at 155 kts. The narrower fuselage, the speed gain from the razorback design, and a brand new Continental O-470 all contribute to making this the fastest 182 I've ever been in. 45 year A&P here.
Fantastic plane mate 😊 👍🏻
Thanks for the cool video!
Glad you liked it!
You have some serious headwinds there.
Airspeed: 143 Kts
GS: 117 kts
You have 26 kts headwind
Should have made 180° turn for fun so you could have a 26 kts tail wind and GS would increase significantly.
The early model "Fast Backs" without the rear window were the best flying, lightest, fastest, and had manual flaps, those are the best of the series! The fast back was lighter and more streamlined, then they put the back window in, messed the performance up big time!
Thanks for sharing!
Once had a 1972 Skylane, N92848, with a Continental straight 0520 engine, Hartzell 3 bladed prop, about 9K worth of airframe speed mods. I filed for 165 kt. at 10,000 ft. burning around 12.5 gph, 2400 rpm and just about max throttle. It would do 160-165 kts. every time with full tanks and either 3-4 people in it. Unfortunately, a friend, quite accidentally (fuel cap not tightened, and came off, and with fuel selected on "both") ran it out of gas, and it didn't negotiate two trees very well at the end of a soccer field.
What air frame speed mods?
I had a 1976 182P that flew comfortably at 137 knots (not MPH) at cruise. at 75%.(about normal for that series) so this one isn't that fast....but a nice upgraded panel and a nice aircraft nonetheless.
Nice panel. You were really pushing those CHTs. 😅
415 isn’t even close to max. You don’t have to worry until 450 per lycoming.
@@IlIlIlIlIlIlIlIl-v9h Interesting that Lycoming would say that about a Continental engine.
Those CHTs are 20-40 too hot. 8.6 gallons per hour is not rich enough to keep the temperatures down. You’re cooking your engine.
125 knots indicated burning 8.9 gph is fantastic. What was your true airspeed?
143 Kt indicated, thats fast for a fixed gear C182. A 182RG did almost 160 kt ias
Dang! You're zooming!
Clickbait
Not fast. But if it's the only 182 you have flown, the title might be accurate....
If you want to reach TBO without cylinder replacement keep CHT at 380 max
Lol 380?? 😂😂😂😂
@@IlIlIlIlIlIlIlIl-v9h Operator's Manual says to stay below 400, but it's commonly said that Lycoming's don't really like being warm, so 380 is a good threshold to extend the engine's lifetime.
@@el_quba My 182 is a Continental.
that plane is old
LOL!!!...Is this a joke or sarcasm of some type? I've caught winds aloft that pushed my 172 to a gs of 141.
Looks like you have a headwind at that rom...
Groundspeed has nothing to do with how fast your plane is.. True Airspeed (TAS ) is the only representation of a aircraft's real speed.. you just showed a tailwind or descent result.. and having your tape calibrated in MPH?? come on.. Yes i know, the original ASI was too.. but it's not a fisher price toy.. other than that.. great job..
If the original ASI was in MPH, the new one must also be in MPH. FAA regs.
The ground speed was slow (117knots). What were you going on about?
Ground speed has everything to do with getting where you are going. That was a dumb comment.
@@HyperSpaceProphet i hear you.. however.. the original/primary ASI is still there.. as long as it's there, indicating MPH (in this case both MPH/KTS.. ).. the G5 can be set to whatever the owner/pilot likes.. that being said.. the POH/placards is the only place you'll see/use MPH.. especially if you ever fly IFR.. you'll never hear a controller refer to MPH.. GPS doesn't us MPH.. IFR charts/procedures/approach plates.. all KTS.. yes, back in the day some GA planes ASI's/V-speeds/POH's were calibrated in MPH.. most from the 50's forward had both scales.. however.. if it was my plane.. i'd set the G5 to kts.. convert all my Vpeeds to kts.. and never look back.. MPH just isn't something we need to be dealing with anymore.. it adds a extra level of complexity that's not necessary.. the entire aviation/maritime world landed on and has used knots exclusively for 50 years or so now.. and rightfully so.. it's the lat/long standard.. having to convert to statute miles is a pain.. and can lead to issues as distance is still always in nautical miles.. if all you do is fly your 150 around the pattern.. i get it.. do what you do.. but if you participate in aviation at much more that that level.. you might wanna get with the program..
@@texastyrannyresponseteam794 I fly a 340, and am transitioning to an MU-2, shut your pie hole about me flying a 150 until you know what you are talking about. .
My point was that if the plane was certificated in MPH, then the regs say that the airspeed indicators must be in MPH, as that is what the POH uses.
I don't disagree with what you said about knots, it makes working with everything else a lot easier.
Gee, never seen outside a plane before. Clikbait. Go back to skateboarding and Polaroids.
That’s dirt slow. What the hell was your altitude? 100,000 feet?