1. Cessna Aircraft
Differences Training

2. Objectives / Content
Summarize key differences among models in CAP’s Cessna aircraft fleet in terms of:
General Description
Aerodynamics (speeds)
Weight Limitations
Training Requirements
General Differences
Techniques

3. The information in this briefing is intended to serve as a departure point for discussion during CAP flight evaluations and transition training. It should not be interpreted or used as a substitute for the detailed information provided in the Airplane Flying Manual or Pilot’s Operating Handbook for each aircraft model.

4. General Description Aircraft Information C172P C182T C185F C206
Horsepower
180
230
300
Propeller
Fixed
Controllable
Cowl Flaps No
Yes
Usable Fuel Capacity
40/50/62*
87 gal
84 gal
Electrical
24 volts
Landing Gear
Tricycle
Floats
Seating Capacity 4 6
*Standard Tanks-40 Gal / Long Range-50 Gal / Integral-62 Gal

5. Aerodynamics KIAS C172P C182T C185F C206 Rotation 55 59 ?? 56 Vx 62 6576 70 Vy 73 80 90 86 Va
105
110 (3100#)
117 (3350#)
125 (3600 #)
Vno
127
140
149
Vne
158
175
184
180
Landing-Flaps Up
65-75
70-80
75-85
Landing-Flaps Down
60-70
Xwind (knots) 15 20

6. Weight Limitations Weights* C172P C182T C185F C206 Take Off 2550 3100
3350
3600
Landing
2950
Nominal Useful Load*
905
1052
1400
1300
* Useful load varies, check the aircraft’s weight and balance for specific data

7. Training Requirements
Qualifications
C172P
C182T
C185F
C206
Form 5
Yes
Yes*
Complex
Endorsement No
High Performance Endorsement
*CAPR requires an initial CAPF 5 in each aircraft type (e.g., make/model, endorsement). Thereafter, a pilot my renew qualifications as follows: High-Performance: Pass the CAPF 5 in a high performance airplane
Complex: Pass the CAPF 5 in a complex airplane or show evidence of equivalent check ride in military or under Part 61.58, /441, or /297 in the past 12 calendar months
G1000: Pass the CAPF 5 in a G1000-equipped airplane
Equivalent Aircraft:
C182QSP counts for C182
C206SP counts for C206. C205, and C207

8. General Differences – C182
Heavier on the controls then the C-172
Normally configured with flaps at 10 degrees for takeoff
– – allows for easier rotation and less “pull” on the yoke
Considerably more “nose heavy,” thus requiring more back pressure on landing.
Takeoff weight can be higher than maximum landing weight
Slips are to be avoided in varied C-172/185 models in certain flap settings – check the specific POH.

9. General Differences – C206
Heavier controls:
Similar in feel to the 182, but larger, heavier
Longer nose:
Limited visibility over the nose in the landing flare
Landing attitude:
Far more tail low than 172 or tendency is to land nose wheel first or three point

10. General Differences – C206
Engine:
Discuss engine operation for turbocharger
Fuel injection vs carbureted engines
Flaps:
Flap interrupt switch
How to open cargo door if flaps are extended
Gear:
Spring steel gear tends to vibrate in flight

11. Technique – C206 Taxi: Landing:
Keep taxi speeds low in gusty/crosswinds
Minimize use of flaps while taxiing
Landing:
Proper technique for recovery from a bounce is imperative
Use caution on landing rollout to maintain directional control and avoid over braking
Avoid configuration changes during the landing rollout: wait until clear of the runway before retracting wing flaps and opening cowl flaps to reduce distractions during a critical phase