Frequently Asked Questions

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A:  Your ramp weight is increased to 3110 pounds, your Maximum Gross Takeoff Weight (MGTOW) to 3100 pounds. This allows you to legally take off with an additional 150 to 160 pounds of useful load or payload.  If you elect to use this capability by adding about an extra 25 gallons of fuel, you'll enjoy greater range, greater endurance, and greater safety.

Depending on your airplane's specific fuel consumption (higher for early 182P models, lower for 182Q's) and your selected cruise power settings, your range will increase by 260 to 310 nautical miles or more, and your endurance by 2 to 2.6 hours or more.  You might also avoid an unnecessary fuel stop and the related costs in both time and money. 

Your loading flexibility is not limited to carrying only more fuel, since there is no Maximum Zero Fuel Weight limitation.

See the section "How will you use it?" on the "HOME" page for more detail.

A:  Absolutely none. There are no parts required, no installations to be made, no labor costs to consider. Your IA/A&P or other maintenance provider may charge you for completing the required FAA Form 337, and signing it, thereby "returning your airplane to service." As the "installer" it is his or her responsibility to assess the compatibility of our STC with any previous major repairs or alterations that your airplane has undergone. In most cases, this should be a straightforward matter unless your airplane has had many previous mods and insufficient paperwork.

If some of your maintenance records are missing, you may request copies from FAA's Aircraft Registry.

See also the FAQ items under "Incorporating the STC."

A:  Yes, this is a little confusing.  Actually, the STC allows all four.

Since it does not increase the empty weight of your airplane (OK, less a few ounces for the required STC paperwork!), your max gross takeoff weight is increased by 150 pounds.  If your airplane is a 1978 - 1980 182Q model, this represents an increase in useful load of 150 pounds as well.  Your original ramp weight was 2960 before we increased it to 3110.

Should yours be a 1972 - 1976 182P or a 1977 182Q, your ramp weight was less... it has now gone from 2950 to 3110;  your useful load has therefore increased by 160 pounds.

Payload is another matter entirely.  Fuel is not considered payload, but is a portion of your useful load.  So, for example, if you elect to use only 60 pounds of the 150 pound MGTOW increase for fuel (about 10 gallons), your payload increase is 90 pounds.  If no portion of the increase is used for fuel, both your useful load and payload have increased by 150 - 160 pounds.

A:  Most efficiently by E-mail at stc@trolltune.com, or simply use the "REQUEST INFO" link on this website.

Our official corporate address is:

Trolltune Corporation

2710 Thomes Avenue

Cheyenne, Wyoming 82001 USA

However, that physical address is not used for normal correspondence.

Our office in Norway is currently serving as liaison to the European Aviation Safety Agency (EASA) where our FAA STC has been validated and issued as EASA STC 1002913.

We may be reached in our California office at (661) 313-3256.

A:  You are paying for a legal "major alteration" to your airframe. It allows an additional 150 - 160 pounds of useful load (to 3110 pounds ramp, 3100 pounds maximum gross takeoff weight). Costs for the paperwork are related to the major investments that were required for a multi-year FAA certification program.

The price for the STC package is US $750.00 on a one-time purchase basis. That equates to about $5 per pound of useful load. Documents will be completed for you and sent via E-mail.

The STC will add value to your airplane and may be transferred to any new owners (at no charge) for the life of the airplane.  

A:  Normally, your documents will be sent via E-mail within 72 hours of purchase or even sooner (rarely longer, but possibly if there is a holiday). Some processing time is involved in customizing the package to your specific airplane, including a specifically tailored flight manual supplement. If you need documents immediately, or to verify we have received your order and payment if it has been longer than 72 hours, please call our California office at (661) 313-3256.

A:  NONE!

A:  You may use any major credit card or debit card (without fees to you) via our secured payment page. We also accept payment via wire transfer or purchase order/check from bonafide organizations.

A:  Send us an inquiry via our "Request Info" page, write to us at stc@trolltune.com, or call (661) 313-3256 regarding your concerns and we will work something out!

A:  Yes!  The permission to use the STC is attached to your airplane by serial number, not only to you as owner / operator.  The STC adds value to your airplane and follows the airplane after sale.  We ask that you advise the buyer / new owner to E-mail us a copy of the new FAA Certificate of Aircraft Registration, Form 8050-3, to: stc@trolltune.com. We may then update our database, provide a new permission letter and be able to provide any updates, changes to ICA, or possible AD notices to the current owner / operator. There is no charge for this service. 
 

A:  Yes!  If 2 or more airplanes are registered to the same operator or organization, a discount will apply as long as the purchase is made for all airplanes at the same time.  Send us an inquiry via our "Request Info" page, write to us at stc@trolltune.com, or call (661) 313-3256, describe your situation, and we'll be happy to provide you a quote. 

A:  Yes!  If you are in the business of restoring or modifying these airplanes, or if you are the holder of a compatible STC, we can offer a courtesy business-to-business discount. Send us an inquiry via our "Request Info" page, write to us at stc@trolltune.com, or call (661) 313-3256, describe your situation, and we'll be happy to provide you a quote. 

A:  Because you are an honest and experienced pilot. You realize that deliberately operating your airplane at weights over 2950 pounds without our STC is a clear violation of several US Federal Aviation, EASA and Transport Canada regulations, is contrary to your insurance policy, and exposes you to great liability in case of a ramp check, incident, or accident.  To risk your pilot's license, or worse, for the sake of saving $750 is not the kind of decision a prudent pilot would make.

Besides all of that, we worked very hard and invested a lot to bring this STC to market.  We'd like to think most pilots would appreciate that.

A:  Of course, you'll get the STC certificate itself, SA03608AT, consisting of two pages.  If your airplane is registered in Europe, you will also receive our EASA STC 10026913.  But this is only a part of what you will need.  All of the following documents are required to legally incorporate the STC and are included with your purchase:

• Permission Letter  -  This letter is our authorization for you to use the STC. It is required, not only by FAA regulations, but by US Congressional edict via Public Law. It is valid only for your specific airplane and serial number.  EASA regulations also require a similar letter.
• Instructions for Continued Airworthiness  -  This FAA/EASA approved document gives your maintenance provider clear instructions on what to do in the event of an overweight landing. It also makes clear that there are no additional airplane limitations as a consequence of incorporating this STC.  Please visit the "Links & ICA" page to review it.
• Supplemental Airplane Flight Manual (1972 - 1976 182P and 1977 - 1978 182Q only)  -  Depending upon your airplane's serial number, this will be one of six separate FAA approved supplements. Each details performance changes at the increased weight. Why so many? Baseline airplane performance, different fuel capacities, etc. occurred in these years. You will receive the correct supplement for your specific airplane. Click the "DOWNLOADS" page if you'd like to see a sample SAFM.
• Airplane Flight Manual Supplement (1979 - 1980 182Q only)  -  These airplanes have an official, FAA approved Airplane Flight Manual, serialized to your specific airplane. Unlike the earlier Owner's Manuals or Pilot Operating Handbooks, the AFM is required equipment. This AFMS covers both years when incorporating this STC. Click the "DOWNLOADS" page if you'd like to see a sample AFMS.

A:  While it is true that ICA was sometimes neglected or omitted in the past, it is definitely an FAA/EASA/Transport Canada requirement.  We have made the latest revision Instructions for Continued Airworthiness (ICA) available on this website, and will keep it updated as changes may occur. 

A:  Cessna 182P airplanes built from 1972 through 1975 were delivered with a Cessna Owner's Manual. The 1976 182P and the 1977-1978 182Q were delivered with a more comprehensive GAMA format Pilot's Operating Handbook. These were not, nor were they required to be, FAA approved (although they may have incorporated some FAA approved data).  STC changes affecting these manuals and handbooks are documented in what is called a "Supplemental Airplane Flight Manual."

Beginning with the 1979 182Q, and for all later model year 182 airplanes, an FAA Approved Pilot's Operating Handbook and Airplane Flight Manual (POH/AFM) was required and serialized to each airplane. These manuals are required equipment and must be carried in the airplane. STC changes affecting these manuals are documented in what is called an "Airplane Flight Manual Supplement" or AFMS.

Cessna 182P and 182Q airplanes were built in seven different performance / fuel capacity groups, and this required that we produce seven different flight manual supplements.  You'll get the correct one for your airplane based upon its serial number. Click the "DOWNLOADS" page if you'd like to see samples.

A:  The following airplanes are eligible, regardless of country of registration:

• 1972 model year Cessna 182P, serial nos. 18260826 through 18261425
• 1973 model year Cessna 182P, serial nos. 18261426 through 18262465
• 1974 model year Cessna 182P, serial nos. 18262466 through 18263475
• 1975 model year Cessna 182P, serial nos. 18263476 through 18264295 (except 18263479, plus 675)
• 1976 model year Cessna 182P, serial nos. 18264296 through 18265175
• 1977 model year Cessna 182Q, serial nos. 18265176 through 18265965
• 1978 model year Cessna 182Q, serial nos. 18265966 through 18266590 (plus 18263479)
• 1979 model year Cessna 182Q, serial nos. 18266591 through 18267300
• 1980 model year Cessna 182Q, serial nos. 18267301 through 18267715 (except 18267302)

A:  Yes and no.  Many countries have reciprocal airworthiness agreements with the United States that allow an FAA issued STC to be accepted by the foreign airworthiness authorities without further showing. New Zealand and Australia are two examples.  In many cases, depending on the complexity of the STC (this one is rather straightforward), certification authorities have just "accepted" the FAA STC on its face.

Generally, however, the process is becoming more formalized. The European Aviation Safety Agency (EASA) for example, works closely with FAA to "validate" US STCs for Europe. EASA has now issued STC 10026913 which may be incorporated in all of the European Union (EU) countries, as well as non-EU EASA associate member countries (e.g., Switzerland and Norway).

Transport Canada has also accepted our STC for all Canadian registered 182P/182Q airplanes.

In other cases, it is suggested that you contact your National or Civil Aviation Authority (NAA or CAA) to determine what needs to be done in order to incorporate our STC.

A:  Assembled under license from Cessna, these airplanes are essentially identical to their US built 182P and 182Q counterparts. We initially believed that this would require European EASA validation of our FAA STC. However, during the time this project was underway, the Type Certificate for the F182P and F182Q was transferred from Reims to Cessna, so the United States is now the State of Design and State of Manufacture. As a result, EASA has indicated (upon issuance of our EASA STC) that these airplanes may be approved on a case-by-case "minor mod" basis.  Please inquire if you need more information.  Meanwhile, sample flight manual supplements for these airplanes may be found in our "DOWNLOADS" section.

A:  Our database is correct.  First of all, there is no such thing as a 1971 Cessna 182P - that would be a Cessna 182N model. This discrepancy is common and affects a small percentage of all the 182P and 182Q airplanes built late in the previous or early in any given year. It happens because the FAA Aircraft Registration Branch uses the date on the manufacturer's Application for Airworthiness (FAA Form 8130-6) as the model year.  For certification (and therefore conformity to the Type Certificate, systems changes, etc.), the serial numbers eligibility list found on the airplanes' Type Certificate Data sheet (TCDS 3A13 in the case of the 182 series) defines the actual model year.

As production continued throughout any year, the airworthiness applications began to reflect the current correct year and the discrepancy disappeared. The TCDS eligibility grouping of model years by serial number, regardless of any actual manufacturing date, should always be used for certifications, comparisons, and reference in any airplane buying or selling activities.

A:  Here are some guidelines to the STC "installation":

1. Once you've received the data package via E-mail, print all the pages for your records.  You may wish to print the ICA and flight manual supplements on both sides in order to save paper and volume.
2. Make sure you've received all the correct documents for your airplane.  Refer to the STC certificate continuation sheet (FAA page 2 of 2, EASA Attachment 1) to make sure you have the correct flight manual supplement for your serial number. 
3. Confirm that your aircraft registration and serial number are shown on the permission letter and on the flight manual supplement, and that these are consistent with those shown on your airplane's certificate of registration (FAA Form 8050-3 or EASA equivalent).
4. In the USA, prepare two copies of FAA Form 337 detailing incorporation of STC SA03608AT.  An  "authorized person" (who becomes the "installer") must sign Block 7 of the form, approving your airplane for "return to service."  Keep one copy with the aircraft records and forward the second copy to:  Federal Aviation Administration, Aircraft Registration Branch AFS-750, PO Box 25504, Oklahoma City, OK 73125.  Outside the USA, follow the procedures prescribed by your Civil Aviation Authority or EASA - typically a "Certificate of Return to Service" (CRS) signed by an authorized AME or EASA Part 66 Licensed engineer.
5. Have the installer make an entry in your airframe logbook indicating that the STC has been incorporated and the 337 or CRS has been completed.
6. Please review your flight manual supplement carefully and compare it with your present Owner's Manual, POH or AFM.  It contains important information about performance changes when operating your airplane at higher weights.  You should pay particular attention to the change in center of gravity (CG) envelopes and airspeeds for emergency operations.
7. Place copies of the STC (2 pages for FAA, 3 for EASA), Permission Letter (1 page), flight manual supplement (14 to 23 pages), Instructions for Continued Airworthiness (6 pages), and the completed FAA Form 337 or CRS with the airplane's permanent maintenance records.

You're done ! 

A:  It is true that no further FAA/EASA approvals or signatures are required.  Although no physical changes are being made, this STC is considered a major airframe alteration.  All STC's, regardless of type, include a "Limitations and Conditions" section which states to the effect:

"This approval should not be extended to other aircraft of this model on which other previously approved modifications are incorporated, unless it is determined by the installer that the interrelationship between this change and any other previously approved modifications will produce no adverse effect upon the airworthiness of that airplane."

An authorized person must make this determination and sign the FAA Form 337 or EASA CRS, effectively returning the airplane to service after the "major alteration."

 A:  In the US, the holder of a mechanic certificate with an inspection authorization (an IA), a certificated FAA repair station or maintenance organization, an FAA Designee, or an FAA Flight Standards Inspector.  In other countries, often a licensed Aircraft Maintenance Engineer (AME), EASA Part 66 licensed AME, or repair station authorized to issue Certificates of Return to Service (CRS). 

 A:  Most likely, nothing.  However, it is not uncommon to find that an existing STC might have a more narrow CG envelope than ours.  In such a case, that more limited envelope must be respected.  (Examples might be S-TEC autopilots, Flint fuel tanks, certain engine upgrades, etc.).  An authorized person would need to make this determination and make the proper notation in the aircraft records. In any such event, we can provide advice and guidance to you and your installer. 

 A:  This would be a very unusual situation.  However, should none of the "authorized persons" be willing to sign your 337, your investment is safe.  100% of your purchase price will be refunded, given that you return all documents along with a written explanation of why the STC could not be incorporated, within 60 days of purchase. 

A:  The likely reason that this could occur is if your registration information in Blocks 1 and 2 of the 337 did not match FAA records.  We always suggest that you copy this information directly from your airplane's Certificate of Aircraft Registration, FAA Form 8050-3.  

A:  Yes.  Whenever you operate above 2950 pounds, your new FAA approved Supplemental Airplane Flight Manual (for all 182P and 1977 - 1978 182Q) or Airplane Flight Manual Supplement (for 1979 - 1980 182Q) will show a small restriction to both the forward and aft CG envelope.  These must be adhered with to prevent excessive stick force requirements under worst case loadings with full flaps and full power.  For weights at or below 2950 pounds, no new limitations are involved. 

A:  They are the same as the later 1981 to 1986 182R and the "restart" 182S, 182T and T182T airplanes that came from the Cessna factory with a 3100 pound MGTOW. However, unlike these later airplanes, the aft CG restriction does not apply at 2950 pounds and below.  Thus, using this STC, 182P and 182Q owners enjoy the best of both worlds and have the widest CG range of any fixed gear Cessna 182.

A:  Yes.  The new max ramp weight is 3110 pounds.  For the 1972 through 1977 182P and 182Q models, this is an increase of 160 pounds.   For the 1978 through 1980 182Q models it is an increase of 150 pounds.  The theory is that ground idle, taxi, and run-up will consume at least 1.7 gallons of fuel, such that the airplane will weigh no more than 3100 pounds at takeoff. 

A:  No.  The landing weight remains at 2950 pounds, so you must flight plan accordingly.  This is also true for all the fixed gear Cessna 182's built from 1981 through the present day.

A:  There is none.  This means you can put minimal fuel in the tanks and load the cabin as needed.  Skydiver operations or other jettisonable cargo come to mind.  If there is no jettisonable cargo, you should plan a minimum fuel burn of 25 gallons or so before landing if you departed at 3100 pounds MGTOW, so that the max landing weight will not be exceeded. 

A:  Yes and no.  Although airframe changes over the years have generally contributed to increased performance, additional gross weight will always detract from it. Cessna's increased gross weights and lower useful loads have sometimes been assailed as a "smoke and mirrors" trick with an accompanying penalty of reduction in performance and service ceiling. Our STC is no different... the higher gross weight and useful load comes with a performance penalty and a reduced service ceiling. (Exactly how much?  See your flight manual supplement).

Critics often fail to note, however, that performance and service ceiling numbers are listed for maximum gross weight. You still have an adaptable airplane. On those days that you need the extra performance of a previous model, simply fly your airplane at that previous gross weight. On those days that you don't, enjoy the added flexibility and loading envelope permitted by the higher MGTOW. Like all things in aviation, compromise and tradeoffs are the order of the day.  Our STC lets you decide what those tradeoffs will be.

Another factor here is diminishing useful loads. It is not proper to compare airplane models or model years based on useful loads. Why? Because useful load numbers are totally dependent on on your basic airplane empty weight vs. your MGTOW, and this varies tremendously based upon what avionics or supplemental systems have been installed in your airplane.

A:  Then just do it. In any emergency situation, or for another compelling reason, you should land in an overweight condition and as smoothly as possible on as smooth a surface as can be found.  Our FAA approved Instructions for Continued Airworthiness, supplied with the STC, will guide you to any necessary inspections required.

This question should also be asked by owners of later 182R, 182S, 182T and T182T models. Apparently, Cessna has not provided any guidance on this subject. Our Instructions for Continued Airworthiness (ICA) is published on this website, and owners of these later airplanes are welcome to adopt it unofficially, but not as FAA approved data. The ICA is only FAA approved when STC SA03608AT is incorporated in a Cessna 182P or 182Q airplane.

A:  It is possible, but it is also very unlikely.  Cessna builds a rugged airplane with large design margins.  The tubular main landing gear and box structure on all Cessna 182P and 182Q airplanes are identical to that of the later Cessna 182R airplanes which were certified for the same design weight limits as under this STC.  We are not aware of any serious overweight landing issues with the Cessna 182R, nor has Cessna ever addressed this eventuality in its maintenance or service documents. One 182R fleet operator did report that maintenance to restore main wheel alignment was sometimes necessary, but attributed this to full fuel, four filled seats, student training touch and go's with no attention to maximum landing weight.

A:  Again, please review and follow the emergency procedures and airspeeds as called out in your flight manual supplement for the STC.  You'll find, in general, that airspeeds for emergency operations have increased a little from those shown in your basic manual.  Review the supplement in advance, and do not be excessively concerned about an overweight landing.