Aviator Insider

Cessna 182 Guide and Specs : Pricing and Performance

Table of Contents

The Cessna 182, quickly baptized Skylane in its early days, is a tricycle gear aircraft developed from the robust backcountry all-star Cessna 180.

Introduced in 1956, the 182 quickly became a hit due to its flexibility and ease of operation, spawning a total of 23 variants over time. Whether in its regular, retractable-gear, or turbocharged versions, it has made its name as an honest aircraft that gets owners their money’s worth without needless excesses.

1956 / Cessna / 182 Specs

The Cessna 182 has gone through many iterations since its introduction in 1956, and therefore specifications have gone through plenty of changes over the years. There are two major factors in the Skylane, which Cessna allowed owners to mix and match based on their needs and budget.

The first one is the landing gear, which can be fixed or retractable. Fixed gear increases drag and thus brings a performance penalty, while the retractable gear increases the aircraft’s overall weight and maintenance costs, a given for any additional moving parts added to an airplane.

The second variable is the engine type. Between 1956 and 1980, all Cessna 182 models came with a 230 hp engine. Originally these were made by Continental, but a contractual break between the two companies eventually opened the doors for Lycoming engines to be installed.

The major change came with the Cessna T128 Skylane, certified on August 15th, 1980. The “T” in the designation stood for the turbocharger on the Lycoming O-540-L3C5D engine, which greatly increased performance and fuel efficiency at higher altitudes at the cost of increased maintenance hours.

There is some common ground between variants. The Cessna 182 Skylane family seats up to four people, including one pilot.

All engines used in the family are 6-cylinder models with 230 hp for the non-turbocharged versions and 235 hp for those with it installed, driving a constant speed propeller. In standard conditions, fuel burn will be between 14 and 13 gallons an hour, with newer variants being slightly more efficient across the board.

The original Skylane had a take-off weight of 2650 lbs with a useful load of 1029 lbs, of which 120 lbs could be fitted in the luggage compartment. The 1980s models like the Cessna 182R brought the take-off weight up to 3100 lbs with 1377 lbs of useful payload plus 200 lbs in the luggage, a very significant increase.

Turbocharged versions currently in production match this take-off weight and luggage, but with a slightly smaller useful load of 1186 lbs. This is because of the turbocharger’s weight. Oil capacity on earlier models was 12 quarts, increased to 13 quarts on the 182R, then reduced to only 9 quarts with the T182T.

Fuel capacity for the Skylane started at 65 gallons, being expanded to 68 with the Cessna 182R, with an option for a 92-gallon long-range tank add-on, before this finally became a standard fit on turbocharged aircraft. The fuel is fed by gravity from the wing tanks to the auxiliary fuel pump.

This gives most Skylane variants around 6.5 hours in the air or trips as far out as 850 nmi. Electrical powered is provided by a 28v DC system coupled with a 60A alternator and a 24v battery.

Equipment aboard is powered by two primary buses, an essential bus and a crossfeed bus between them. A push-to-reset circuit breaker controls the connection of the primary bus to the avionics bus.

Cessna 182 / Model Prices

Cessna 182

Since production was restarted in 2015, Textron has been offering newly-built Cessna 182 models for $530000 with the standard kit fitted. With this in mind, it can be hard to believe that way back in 1956, the very first new Cessna 182 was on the market for only $17700 – around $172000 in FY2020, adjusted for inflation.

The high cost for new aircraft is a combination of many factors, mainly the overall price growth for general aviation aircraft, the turbocharged engine, and the new top-of-the-line avionics package that comes installed by default, saving the owner from a future similar investment to keep the aircraft in line with new regulations coming into place.

Cessna 182 / Performance and Handling

The Skylane’s cruise speeds range from 136 to 140 KCAS depending on the model, while do not exceed speeds grew from 160 to 171 KCAS over the years. For pilots not in a hurry, cruising at around 117 KCAS brings around a 15% loss of speed, but the throttle reduction cuts fuel burn by 30%, a very good trade-off in most situations.

Unlike other Cessna high-wing models, which underwent significant aerodynamic refinements and wing redesigns, the 182 has remained largely the same throughout its long service history.

This has led to stall speeds remaining the same across the board – 54 KCAS when clean and 49 KCAS when configured for landing. This was not quite within STOL requirements but still placed it in the next best bracket.

The aircraft’s best climb rate is 1030 fpm for the lighter 1959 Cessna 182A, dipping to 865 fpm with the Cessna 182R and picking up again to 925 fpm with the turbocharged T182T.

Original Skylane models are slightly more responsive and maneuverable, with a wing loading of 15.2 lbs/sq ft. The weight increase over the years increased this value to 17.8 lbs/sq ft. On the other hand, power loading grew from 11.5 lbs/hp to 13.5 lbs/hp.

The service ceiling for the first Skylanes was 20000ft, with the 182R suffering a significant reduction to 14900ft before the turbocharged variants brought it up to 18100ft.

The Cessna 182’s type certificate is filed in the normal category, which prohibits intentional spins and aerobatic maneuvers.

While not rated for aerobatics, the Skylane is popular among pilots for having responsive controls and extremely predictive behavior in the air, giving its pilots plenty of hints and chances to correct mistakes before a departure.

For those who do not heed the warnings, it is also very easy to recover, a feature common to most Cessna high-wing aircraft. Thanks to its tricycle gear arrangement, the aircraft is a pleasant ride during take-offs, landings and when taxiing, rid of the tailwheel vices that plagued the Cessna 180.

Cessna 182 / Model Maintenance Schedule

For aircraft equipped with the early Continental O-470 engine, the time between overhaul (TBO) is set at 1500 hours. This may seem a little modest by modern standards, but back in the 1950s, when this aircraft first took to the skies, it was stupendous engine longevity.

Many owners have reported this figure to be a little on the optimistic side. The O-470 is still renowned for its reliability, but most will require cylinder work before reaching 1500 hours, occasionally even speeding up the overhaul.

In 1977, the O-470-U extended the TBO to 2000 hours. This number remained unchanged after the transition to the Lycoming IO-540 series, both with and without the supercharger.

Cessna 182 / Modifications and Upgrades

Cessna 182S model

Since 1956, the Cessna 182 has been produced in a whooping 23 distinct variants. Changes in gross weight, powerplant, and landing gear arrangement make up the brunt of these. Early models used the Continental O-470 engine series common to the Cessna 180, in a version rated for 230 hp.

This was eventually changed to the Lycoming O-540 series with similar power. A major break came in 1986: after product liability suits began weighing heavily on the company’s finances and reputation, Cessna announced the end of all single-engine piston aircraft production.

While the General Aviation Revitalization Act was signed in 1994, it took another three years for a new Skylane to leave the production line, a Cessna 182S model.

There were some major milestones in Skylane production. The aircraft initially had the iconic square-tipped vertical stabilizer in its first models, but this was replaced with a swept one in 1960 with the introduction of the Cessna 182C. To help with ground stability, the 182D in 1961 shortened the landing gear legs.

While previous models were nominally four-seaters by design, the 182E was the first member of the family able to do that comfortably.

It also brought significant changes to the aircraft as a whole. The empennage was redesigned to accommodate a slanted rearview window for better visibility, the mechanically actuated flaps were replaced by electric ones, and the cabin’s dimensions were revised for additional comfort.

These changes led to an increase in gross weight to 2800 lbs from the original 2550 lbs, which brought a landing gear reinforcement and a new O-470-R engine to compensate for it.

The option for 84-gallon additional bladder tanks was also introduced, becoming such a success that some analysts believe there were fewer aircraft without it than those equipped.

Starting in 1963, the Cessna 182F introduced a one-piece windshield and rear window, which considerably increased visibility from the cabin.

The instrument panel adopted the new industry standard basic-T shape, and the horizontal stabilizer was increased by 10 inches to improve low-speed elevator response. Instead of incremental flap positioning, the 182F had preset positions.

By then, the Skylane design had reached maturity, so changes became more incremental. The 182G gave the option for a child seat to be installed in lieu of the baggage area, the 182J introduced the alternator instead of the older generator, and in 1970 the 182N brought landing gear revisions which increased gross weight to 2950 lbs.

Low-speed handling was improved in 1972 with the use of leading-edge cuffs on the wings. In 1978, the extended fuel tanks became factory standards. Shortly before the 1986 production break, Cessna began offering the turbocharged Skylane in 1981, with a 235 hp Lycoming IO-540 engine.

After production resumed in 1997, both regular and turbocharged Cessna 182 models were produced with versions of the IO-540 to help standardize the fleet. Thanks to new manufacturing facilities originally destined for the business jet market, the build quality of post-break Skylanes is said to be even better than before.

With the design already a classic by then, Cessna changed focus to smaller improvements such as more crashworthy seats, better fuel drains, numerous small aerodynamic changes that improved speeds when combined, and a redesigned interior.

There was one major change introduced in the Cessna 182T from 2006: the option to install the Garmin G1000 avionics to turn the Cessna 182’s panel into a glass cockpit. This option turned out to be so popular that all new Skylanes leaving the factory now already have it by default.

Cessna 182 / Where to Find Replacement Parts

Cessna Cockpit

Like other Cessna piston-engined aircraft, the parts commonality between models and ease of maintenance have made it a very comfortable plane to own. Most shops in the world stock replacement parts for the Cessna 182, and mechanics are deeply familiar with them, making maintenance a breeze by most standards.

Cessna 182 / Model Common Problems

Already in the early 1960s, the Skylane was beginning to grow both as a commercial success and in weight.

Faced with increasing gross weights but wanting to keep performance within the same bracket without major powerplant changes, engineers at Cessna decided to introduce a lighter aluminum alloy on areas that do not bear loads.

While this allowed them to keep the aircraft’s weight within the targets set, it also brought along fuselage ripples. To remedy this, Cessna brought about the end of the ‘naked’ 182, opting to fully paint the aircraft instead to prevent wrinkling.

A problem common to both the 182 and its Skywagon predecessor is the visibility over the nose: the large instrument panel can make it a little lacking during landing for pilots without generous stature.

Visibility over the sides is also slightly short of ideal, with those in the two front seats needing to lean down to get a good look outside.

Due to the increased weight from the Cessna 182S models onwards, the aircraft’s center of gravity (CG) has become an issue depending on the loading arrangements.

If the crew has to cut a flight short with a full tank of fuel and two large people alone in the front seats, there is a risk that elevator authority will not be sufficient during landing. This compounded with a relatively heavy nose that requires finer and more constant trimming changes than other aircraft in its class.

Officially, this was addressed with the introduction of a 2950 lbs landing weight limit, but emergencies are usually not very flexible about when they happen, so it is advised to keep weights below that number unless the mission forbids it.

Though they have become increasingly rare, some older aircraft in the Cessna 182 market still have vices that were rectified in later models. Units built in the 1960s came equipped with VHF and HF avionics made by the Aircraft Radio Corporation (ARC).

While these work well on a good day, they have developed a bad reputation in terms of reliability in Cessna aircraft, particularly due to overheating issues. Another holdover common to early Cessnas is the use of rubber bladder fuel tanks, which may lead to fuel getting trapped by wrinkles and starving the engine.

The FAA has issued an airworthiness directive (AD) mandating more fuel drains on each tank, but the bill is expensive for aircraft that have not had this work done already.

Despite Cessna’s work to position the gear to avoid this, repeated hard landings or the wrong attitude during touchdown might lead to wrinkled firewalls, which can get rather expensive and time-consuming to fix.

Cessna 182 / Insurance Options

Thanks to the type’s good safety record and reliability, the Cessna 182 often gets fairly reduced insurance quotes compared to its competitors.

According to BWI Fly, an experienced pilot can get a yearly $260 to $350 in liability coverage plus $530 to $1200 in hull coverage, for a total of $790 to $1550.

Customers in the high-risk category, such as student pilots, will find those ranges increased to $375-$750 and $1200-$1900, adding up to between $1575 and $2650.

Cessna 182 / Model Resale Value

A noteworthy achievement for the Cessna 182 family is its resale value. Despite being in ongoing production and lacking the specialization some of its other Cessna cousins boast, prices for the Skylane have been on a near-constant rise over the years, and the type is known for having one of the shortest time to sell in the market.

Between 2017 and 2020, the asking price for plenty of Cessna 182 units in the market grew twofold, and despite this increase, they quickly found themselves in the hands of new owners.

According to Plane & Pilot Magazine, prices for second-hand Skylanes hover around $40000 for the 1959 Cessna 182B, between $97000 and $108000 for the Cessna 182R, and from $175000 to $395000 for 182T models.

The jump in the T-series is because these can be steam gauge aircraft with the standard IO-540 engine and fixed gear or glass cockpit rides with retractable landing gear and turbocharged engines.

Cessna 182 / Owner Reviews

The Skylane’s reliability and handling have made it almost impossible to find someone who dislikes the design. It does not have the crazy performance of the Cessna 185.

It cannot do bush flying as well as the Cessna 180, it is not as cheap as the Cessna 172, and it cannot do aerobatics like certain Cessna 150 models. What the 182 does do well, though, is deliver perfectly adequate yet ordinary performance every time.

This jack-of-all-trades excels not by being a world-beater but by having next to no shortcomings for its class. Hardly a bragging point by most standards, a large reason why owners love their Skylane is because it can actually live up to its four-seater reputation in most conditions.

The Cessna 182 can comfortably fly with all four souls aboard and a full tank of fuel without any noteworthy performance penalties.

A popular ‘party trick’ of the Cessna 182 is its roughly identical take-off and landing requirements. Most pilots hold the belief that any place they fly off from is good enough to return, and in tighter situations, this has led to many unpleasant surprises.

The Skylane, however, lives up to this expectation, putting its runway requirements just slightly above aircraft equipped with Roberston STOL conversions.

Cessna 182 / Similar Aircraft

Cirrus SR.20

The Skylane fits a niche of its own, bridging the gap between lighter four-seaters like the Cessna 172 and more robust and expensive high-performance options.

The Cirrus SR.20 or the Diamond DA.40 have been trying to nibble into its territory, yet they have found more competition with the Cessna 172 instead.

Many pilots agree that the only aircraft that could provide direct head-to-head competition was the Piper Dakota, and while it is still available in the used market, its production run ceased in 1994.

Cessna 182 / Clubs You can Join

The Cessna Flyer Association and the Cessna Owner Association cater for Skylane owners as well as other Cessna products, while smaller forums and Facebook groups focused on the Cessna 182 are readily available for advice trading and other type-related matters.

FAQ: Frequently Asked Questions

Question: how much does it cost to fly a cessna 182 per hour.

Answer: Depending on the model and owner-specific variants, such as insurance and parking fees, costs per hour run between $180 and $220.

Question: How Much Does a Cessna 182 Skylane Cost?

Answer: Depending on the variant, costs can range from $40000 to $400000 for used aircraft, going up to $595000 for newly-built aircraft.

Question: Is the Cessna 182 Pressurized?

Answer: No. While the aircraft can reach up to 20000 ft, this requires the usage of oxygen masks and the appropriate cautions for high altitude flight.

Question: Is the Cessna 182 a Good First Plane?

Answer: It depends. The aircraft is pleasant to handle and forgiving of newcomers. However, it does have higher operating costs than most student aircraft.

Question: Can You Buy a New Cessna 182?

Answer: Yes. The Skylane has been in near-continuous production since 1956, with no plans to cease its manufacturing any time soon.

Research Citations

https://bwifly.com/cessna-182-insurance-cost/

https://www.planeandpilotmag.com/article/1956-cessna-182-n4966e-2/

http://www.falconsquadron.org/files/cessna_skylane.pdf

https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/cessna-182

www.avweb.com/ownership/cessna-182-pre-buy-check/

https://www.planeandpilotmag.com/article/used-cessna-182-skylanes/

https://www.aircraftcostcalculator.com/AircraftOperatingCosts/336/Cessna+T182T

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Cessna 182: An In-Depth Guide & Review

Joe Haygood

September 9, 2022

This article may contain affiliate links where we earn a commission from qualifying purchases.

The Cessna 182 is a single-engine piston plane, great for both training and seasoned pilots. It’s a fan favorite with a well-received legacy.

Skylanes have been in production on and off since 1956. These aircraft are powerful and versatile while maintaining reliability and accessibility to a range of pilots and flight missions. A Cessna 182 Skylane can get you where you need to go and get you there comfortably. But that’s not to say that they don’t have their own set of faults or trade-offs.

Cessna 182s are strong, well-rounded aircraft without achieving exceptionalism in almost any area. They are good but not great, yet come through as a popular favorite for pilots from a variety of backgrounds with different utility preferences. Skylanes are contenders for “best decent plane.”

Skylanes have seen major changes throughout history, some more incremental than others. By diving into the history of different models as well as the specifications and features of these aircraft in production today, we can see how this overall average plane has become such a go-to for so many varied flight missions and pilots at different performance levels.

Produced by Cessna and sold in the marketplace through Textron Aviation, Skylanes have a robust history of acceptable performance and outshining some of its predecessors, like the Cessna 172 Skyhawk. Many factors have contributed to its changes over the years, including design flaws early on as well as a federal regulation that brought Cessna’s piston planes back from the dead in the 1990s.

Table of contents

‍ specs and performance.

Let’s take a peek at the specifications for a new Cessna 182 Skylane:

These planes are sleek and durable with Cessna’s tried and true high wing. Mostly composed of aluminum alloy, the high wing design gives it added stability because the center of lift is above the center of mass. The external wing struts can cause some drag, and because the fuel tanks are in the wings, you will probably need a ladder to refuel.

High wings can be sensitive to crosswinds, but at the same time, the positioning of the wings and the fuel tanks help the flow of fuel without a pump, and you have more ground clearance than you might in a low-wing aircraft. You have restricted visibility above you which is a tradeoff for added visibility below.

One variant in particular, the Skylane RG, featured retractable landing gear, which improved fuel economy but increased maintenance costs. The offset wasn’t worth it, and Cessna scrapped that idea with the very next design. Most models, including newer ones, have fixed landing gear that is tough enough for more rugged runways, given proper trimming.

You’ve got a Lycoming IO-540-AB1A5 engine, producing up to 230hp, and a three-blade McCauley constant speed heated prop. This combination screams high performance. If you’re looking for a bigger airplane to work with while sticking to a single piston, this engine and prop make a Skylane worth considering.

The newest 182 cockpits are integrated with Garmin G1000 NXi avionics for a really up-to-date graphical interface. The glass cockpit can be intimidating for someone more accustomed to a six-pack but once you adjust, it is truly luxurious, in my opinion. There are two matrix LCDs for all of your flight, engine, and sensor data. The hardware is stronger than previous Garmin avionics and has additional features that improve situational awareness for pilots during flight. Initially, it can be easy to get lost in the new age of digital readings, so pilots that are unfamiliar may want to take some time to get to know the cockpit before takeoff.

The cabin is comfy enough for a longer flight and seats four total passengers, including the pilots. You’ve got a two-door entry, so you don’t have to climb around, and space for luggage behind the passenger seats in addition to the external baggage hatch. The seats are adjustable and depending on the model, might have dual vent fans or even air conditioning built in for more comfort on those warm summer flights. Alternatively, heat is effective up front but less so for rear passengers.

The wrap-around windshield is big, but you might need to find a nice cushion to sit on to elevate your view forward since the panel is set pretty high, especially for shorter pilots. The side windows are low and can require a bit of a hunch down to see through due to the high wing design. Skylanes also have a steep rear window which gives it an even sleeker look and provides some additional viewing opportunities for backseat passengers.

Performance

The high-performance reputation of Skylanes is no joke. These aircraft can get up and go with newer models offering a max range of 915 nautical miles, about the distance from Central Illinois to New York. Its speed tops out at 175ktas, though cruise speeds fall quite a bit lower. With its 87-gallon fuel tank, you can easily fly 6 -7 hours from a single takeoff. Max climb is 924 fpm, which outdoes a Cessna 172 by more than 200 feet.

Takeoff and Landing

A Skylane’s takeoff distance is around 1500 ft with a ground roll of just under 800 ft. Its climb rate is an impressive 924 fpm. Its flight ceiling is about 18,000 ft, making it a high-flier in comparison to most of its competition. It can clear a 50 ft obstacle at around 1100 feet but should be given some breadth on that metric to be safe.

They have decent landing control, except for their tendency for nose-drag, which can put the firewall at risk. Skylanes are notorious for this issue which has spanned its entire lifetime, impacting every model that has come into production. But still, Cessnas, in general, are aerodynamically designed to minimize slip, and the 182 takes that to another level with its power and weight. Still, you’ll want to do plenty of trimming up to and during landing, flares to avoid slamming the nose gear to the landing strip.

The fixed tricycle landing gear has had room for improvement over the years, and one improvement that has lasted well with many Cessnas is a rugged design that provides more tolerance for soft field runways. This was more of a necessity than anything, given the frequency of expensive firewall repairs after banging the nose to the pavement. Although this problem has persisted throughout the production life of the 182, Cessna has yet to fully eliminate the need for extra caution. However, adjustments made to the landing gear over time, as well as reputational awareness among pilots, have contributed to the gains made by Cessna in this regard.

Handling and Cruising

Cessnas are known for their stability, and the Skylane is no exception. They cruise comfortably and quickly with a max cruise speed of 145 ktas. They aren’t the fastest plane on the market, but they certainly aren’t the slowest. It’s notably difficult, as with all of Cessna’s high-wing designs, to put this aircraft into a spin, and although it may try to overbank on a turn, it’s nothing your average or even training pilot shouldn’t be able to handle.

The three-blade constant speed prop uses a variable pitch to maintain its speed with different levels of power, providing better cruise performance. So, while you still have throttle control, you also have a prop lever that allows you to change the pitch of your propeller to adjust your RPM for consistent and ideal performance throughout the flight.

Another benefit to a constant-speed propeller is that if your engine fails, you can pull the prop lever back to reduce pitch and feather the propeller, which will reduce drag. This gives you more glide time to get yourself and your plane to safety.

Overall, Skylane's handling is forgiving enough to make up for the nose-heavy short fallings. The ease of its cruise is a gift for pilots that just want to get in the air and enjoy the scenery below them and out front.

The Cessna 182 was first built in 1956 as an evolution from the Cessna 180 taildragger with a tri-gear design and some changes to the exhaust and fuel vent systems. The tri-gear landing gear created the nose-heavy propensity that remains with Skylanes to this day.

Cessna gave the original 182s a Continental O-470-L engine with 230 horsepower, which remained consistent by some variation in each Skylane model for 30 years. The first redesign of the Cessna 182 was the 182A which had wider and lower landing gear as well as external baggage. Gross weight increased from 2550 pounds from the original 182 to 2650 pounds for the 182A.

It was in 1958 that the Cessna 182 achieved the nickname Skylane when a deluxe version of the aircraft was put on the market. The upgrade came with wheel pants, standard radios, and a full paint job. New models came out every year with minor changes such as cowl flaps, a rear window, and a stylized swept tail, as well as another lowering of the landing gear in an attempt to mitigate the nose-heavy landing problems, though without much success.

In 1962 Cessna released the 182E, which contained a wider fuselage and a slightly lower cabin, making more room for passengers. It also came with electrical flaps, an updated panel, and a trim tab stabilizer. Gross weight increased to 2800 pounds with the installation of a different engine, an O-470-R, as well as bladders and auxiliaries added to the fuel system. Although these changes only brought the weight of the aircraft up by 10 pounds, climb, takeoff performance, and its service ceiling were all reduced.

Ground handling during landings finally saw a small improvement in 1970 with the 182N, thanks to further widening of the track to 13.5 feet. Gross weight was bumped up again to 2950 pounds with tapered tubular steel legs replacing the spring-steel gear. In 1972 low-speed handling was improved further by adding a leading-edge cuff, extending the dorsal fin, and shock-mounting the cowling. This model (182P) stayed in production for 4 years, outlasting each of its predecessors.

Cessna dropped their problematic bladders in 1978 and in ’81 boosted gross weight up to a clean 3100 pounds. This 182R saw an increase in fuel capacity up to 88 gallons and an upgrade to a 28-volt electrical system. They came out with a turbocharged version called the T-182RII which was powered by a Lycoming O-540 before ceasing production in 1986.

Cessna put an end to all of its piston plane production in 1986 due to liability issues that allowed individuals to sue aircraft companies for issues with their product which resulted in accidents or injury regardless of how old the aircraft was or what sort of maintenance it had undertaken over the years. It was no longer feasible for them to continue production with such liability, especially considering the unpredictable nature of claims on aircraft that were three decades old. They wrapped up production for the ten years that followed until new legislation came into the mix that provided a reprieve for aviation manufacturers.

Congress passed the General Aviation Revitalization Act of 1994 , which imposed a statute of limitations on such lawsuits at 18 years, and in 1997 Cessna resumed operations in a new facility in Independence, Kansas, reintroducing the Skylane with some major changes. They switched out the Lycoming O-470 for a Lycoming IO-40-AB1A5 which is a fuel-injected engine and resolved some issues with the O-470 related to carb icing. The interior was revamped with anti-corrosion materials and painted metal instrument panels. Cessna had made their seats more crashworthy and improved the fuel drains as required by the FAA due to issues causing water leaks.

It was 2006 when Cessna introduced the Garmin glass cockpit, bringing its planes into the modern era with digital tools rather than standard steam gauges.

Purchase cost for a Cessna 182 is definitely a pain point. It can be fairly unobtainable, especially for younger pilots, to find a Skylane that is both affordable and in good flying condition. Be prepared to fork over a pretty penny for one of these planes in comparison to similar aircraft like the Skyhawk. Average cost of the Skylane is going to be around $50,000 more than the smaller 172.  If you’re looking for a cheap airplane, the Cessna 182 is not going to be your first choice. Its high cost is justified by its popularity and versatility of flight mission capabilities.

That being said, finding a cheap 182 is both a challenge and a risk. If someone is selling a Skylane for less than $100,000 be wary; it’s likely to have some problems that will require additional investments before it’s flight ready. Even older models can trend above 100K, while newer ones like the 182T can run up to half a million dollars with ease, offsetting its accessibility in flight with inaccessibility in cost. It is a popular club plane though, which can tamp down some of the financial burdens by spreading it among members.

Maintenance, however, is typically more affordable and can offset some of the purchase cost when compared to similar aircraft. Since it’s a smaller plane you can rent a hanger for a relatively low price, and a Skylane in good shape (and being flown properly) isn’t likely to need a lot of frequent repairs. They’re durable and reliable, often going two or more annuals without any issues.

One maintenance complaint, which is actually quite simple, is that the external baggage latch tends to break. While it is easily replaced, Cessna doesn’t sell just the spring which is usually the problem. Instead, they offer an entirely new latch that can run upwards of $2000. This is likely to ensure that the parts don’t wear at different rates and remain compatible over time but can be a really annoying cost for such a simple fix. Duct tape will hold it just fine but stands zero chance of passing inspection.

Pros / Cons

Every aircraft is going to have benefits and shortfalls. The best place for you is going to depend on your mission and what sort of utility you’re looking for. The Skylane is no different; it comes with perks and pits like any other.

  • Lycoming IO-540-AB1A5 / 230 hp / McCauley three-blade constant speed propeller
  • allows you to go farther, faster, and carry more than its smaller counterparts
  • 4-seater and useful load of 1100 pounds
  • great for bringing family and friends along
  • New models have enhanced ventilation and can be equipped with air conditioning
  • This tends to benefit the front passengers more than the rear
  • Safety features include airbags in the seatbelts as well as Garmin ESP and USP
  • Comfortable cabin
  • Firewall wrinkling
  • This is a common issue to see with Skylanes, and a result of nose-hard landings
  • Baggage door latch is prone to snapping
  • Cessna doesn’t sell springs for this latch individually. Instead, you have to buy a whole new latch which can run around $2,000
  • Expensive purchasing cost
  • Can be nose-heavy
  • Noticeable when flaring and can contribute to firewall wrinkling

Skyhawk Comparison

The biggest difference between a Cessna 172 and a 182 is the added flexibility and performance improvement of a constant speed propeller. The 172 is a great plane, but the 182 is the next tier up when it comes to speed, distance, reliability, and performance. Its engine is much more powerful, allowing for not only higher speeds but also a faster climb. Both planes are commonly used for pilot training, but if you ask around, you’ll find that the consensus is in favor of the 182. While the 172 can be cheaper, the Skylane is an obvious choice for comfort, power, and performance. It is bigger (though only slightly), faster, and stronger than the Skyhawk with more avionics options as well. Cessna is known for their high-quality aircraft and neither the Skyhawk or Skylane are an exception to that rule.

They both offer forgiving controls and can be nearly impossible to spin, due to their high mounted wings. If you’re stuck between the 172 and 182, consider what you’ll use the plane for. If you need a faster plane that goes farther and higher, you’ll want to go with the 182. But if you’re looking for cost efficiency and don’t mind that it’s a bit less powerful, the 172 is an easy choice.

While it outdoes the 172 in nearly every metric, the Skylane is a remarkably unremarkable aircraft that has contributed to its reputation as an all-around good plane. It isn’t the best at really anything, but it is a well-rounded and reliable go-to for tons of aviators regardless of experience. It’s a great hobby aircraft, while also maintaining a great reputation for training and other utilities.

The Cessna 172 is the most popular Cessna aircraft, with the 182 taking a close second. One can only assume that the financial accessibility of the 172 is a contributing factor to taking that first prize ribbon. A lot of pilots may not consider the bigger and stronger nature of the Skylane worth the cost difference, given that it is essentially a sized-up version of its predecessor. The two are neck-in-neck in ratings and pilot preference because they are just very similar aircraft. Cessna executives knew what worked when it came to the Skyhawk and made it bigger and better in the Skylane.

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Cessna 182 vs. 172 – Cruise Speed, Cabin Size & More

cessna-182-vs-172-cruise-speed-cabin-size-more

In general aviation, few names resonate as powerfully as Cessna. Founded in 1927 by Clyde Cessna, the Cessna Aircraft Company has become synonymous with reliability, innovation, and a commitment to pilot-centric design. From small, single-engine planes to larger, more complex aircraft, Cessna has consistently set the standard for what a private aircraft should be.

For many pilots, both novice and experienced, the choice of aircraft often boils down to specific models that best fit their needs. Among Cessna’s vast fleet, the Cessna 172 and 182 stand out as two of the most popular and widely recognized models. While they may seem similar at a glance, understanding the nuanced differences between these two aircraft can be crucial for potential buyers, flight schools, and aviation enthusiasts alike.

In this article, we’ll delve deep into the specifics of the Cessna 172 versus 182, comparing their cruise speeds, cabin sizes, and other vital features. By the end, you’ll have a clear understanding of what sets these two iconic planes apart and which might be the right fit for your aviation journey.

Cessna 172 – Brief History and Development

The Cessna 172, affectionately known as the “Skyhawk,” first took to the skies in 1955. Designed as a successor to the earlier Cessna 170, the 172 quickly established itself as a reliable and easy-to-fly aircraft, making it an instant favorite among flight schools and private owners. 

Over the decades, the Skyhawk has undergone various modifications and improvements, but its core design philosophy has remained consistent: to provide a safe, dependable, and efficient flying experience.

Key Features and Specifications of the Cessna 172

  • Engine: The Cessna 172 is typically powered by a Lycoming IO-360-L2A engine, producing 160 horsepower. This engine is renowned for its reliability and longevity.
  • Wingspan: With a wingspan of 36 feet 1 inch, the 172 offers stability in various flight conditions.
  • Weight: The standard empty weight of a Cessna 172 is around 1,691 pounds, with a maximum takeoff weight of 2,450 pounds.
  • Seating: Designed to seat four passengers comfortably, the 172’s cabin is spacious and functional, with clear visibility from the cockpit and ample storage for luggage.
  • Avionics: Modern Cessna 172s come equipped with state-of-the-art avionics, including the Garmin G1000 NXi flight deck, providing pilots with intuitive controls and comprehensive flight data.

Cessna 182 – History and Development

Introduced a few years after the 172, the Cessna 182, commonly referred to as the “Skylane,” made its debut in 1956. While the 172 was already a success story, Cessna aimed to cater to a market segment that desired more power, range, and carrying capacity. 

Over the years, the 182 has seen numerous upgrades, from its engine to avionics, ensuring it remains a top-tier choice for pilots seeking more “oomph” in their aircraft.

Key Features and Specifications of the Cessna 182

  • Engine: The heart of the Cessna 182 is its powerful engine. Most modern Skylanes have a Lycoming IO-540-AB1A5 engine, boasting a robust 230 horsepower, significantly more than the 172’s engine.
  • Wingspan: The 182 features a wingspan of 36 feet, similar to the 172, but its design nuances cater to its increased power and weight.
  • Weight: The standard empty weight of the Cessna 182 is approximately 1,970 pounds, with a maximum takeoff weight reaching up to 3,100 pounds, allowing for a greater payload.
  • Seating: While designed for four passengers like the 172, the 182’s cabin offers more space, ensuring added comfort during longer flights.
  • Avionics: The Cessna 182 doesn’t skimp on technology. Modern models come equipped with advanced avionics suites, such as the Garmin G1000 NXi, ensuring pilots have the best tools at their fingertips.

How the Two Compare: Cessna 172 (Skyhawk) vs. Cessna 182 (Skylane)

Cruise speed – cessna 172 vs 182.

Cessna 172 Skyhawk – The Cessna 172, with its dependable Lycoming IO-360-L2A engine, boasts a cruise speed of approximately 125 knots. 

This speed is ideal for general aviation activities, from training flights to leisurely cross-country journeys.  The 172’s cruise speed ensures that pilots can reach their ultimate destinations on time while benefiting from the aircraft’s fuel efficiency.

Cessna 182 Skylane – The Cessna 182, powered by the more robust Lycoming IO-540-AB1A5 engine, offers a faster cruise speed than the 172.

While the exact speed can vary based on specific models, configurations, and conditions, the 182 typically cruises at rates exceeding 172 by about 10-20 knots.

Cruise Speed Winner: Cessna 182 Skylane. The increased speed makes the 182 a preferred choice for pilots who often undertake longer trips or prioritize reduced travel time.

Cabin Size & Space

Cessna 172 Skyhawk – The Cessna 172 is designed with practicality and efficiency in mind. Its cabin can comfortably accommodate four passengers, making it suitable for personal trips, flight training, or short business journeys.

While the space inside the 172 is functional, offering clear visibility from the cockpit and a reasonable amount of storage for luggage, it’s tailored more towards shorter flights where extended comfort isn’t the primary concern.

Cessna 182 Skylane – The Cessna 182 takes cabin comfort and space to the next level. Also designed to seat four passengers, the Skylane’s cabin is noticeably more spacious, providing added legroom, headroom, and overall comfort.

This becomes especially significant during more extended flights, where the additional space can make a considerable difference in passenger comfort.

Cabin Size & Space Winner: Cessna 182 Skylane. Beyond just seating, the 182’s larger cabin also means more room for luggage, equipment, or specialized gear for various missions.

Upfront Cost

Cessna 172 Skyhawk – The Cessna 172 Skyhawk is favored for its affordability, especially among flight schools, new pilots, and private owners. When comparing initial purchase prices, the 172 typically costs less than the 182.

Cessna 182 Skylane – The Cessna 182 Skylane, with its enhanced features and more powerful engine, comes with a higher price tag than the 172.

Upfront Cost Winner: Cessna 172 Skyhawk.

Maintenance & Reliability

Cessna 172 Skyhawk – The Cessna 172’s engine, the Lycoming IO-360-L2A, is known for its reliability. This means fewer unexpected maintenance trips and cost savings in the long run.

Parts for the 172 are widely available and tend to be more affordable. Routine maintenance for the 172 is also generally less expensive.

Cessna 182 Skylane – The 182’s Lycoming IO-540-AB1A5 engine, while robust and reliable, is also more complex. This can sometimes lead to higher maintenance costs, especially if specialized work is required.

Given the 182’s advanced systems, specific maintenance tasks might be more intricate and, consequently, more expensive.

Maintenance & Reliability Winner: Cessna 172 Skyhawk .

Performance

Cessna 172 Skyhawk – The Cessna 172’s Lycoming IO-360-L2A engine, producing 160 horsepower, ensures steady and reliable performance. Its design prioritizes stability, making it an excellent choice for novice pilots.

Cessna 182 Skylane – The 182’s Lycoming IO-540-AB1A5 engine, boasting 230 horsepower, provides a noticeable boost in performance, translating to faster climbing rates and the ability to cruise at higher altitudes. 

Performance Winner: Cessna 182 Skylane.

Cessna 172 Skyhawk – The Skyhawk’s fuel efficiency, combined with its standard fuel capacity, allows for a range of approximately 800 miles, making it suitable for regional trips and day-long excursions.

Cessna 182 Skylane – The Skylane shines in range due to its larger fuel capacity and engine efficiency, allowing for a range exceeding 900 miles under optimal conditions. This extended range makes the 182 an ideal choice for longer cross-country flights or business trips.

Range Winner: Cessna 182 Skylane.

Landing Gear

Cessna 172 Skyhawk – The Cessna 172 features a fixed tricycle landing gear. This design simplifies operations and reduces maintenance costs since there are no retractable parts.

The fixed gear is also beneficial for student pilots as it’s less complex to operate.

Cessna 182 Skylane – The Cessna 182 primarily has a fixed tricycle landing gear, similar to the 172. However, specific models or modifications might offer retractable gear options.

While retractable gear can improve aerodynamics and cruise speed, it also introduces added complexity and potential maintenance considerations.

Landing Gear Winner: Depends.

Fuel Efficiency

Cessna 172 Skyhawk – The Cessna 172 consumes approximately 8-10 gallons per hour, depending on flight conditions and operations.

Its fuel efficiency makes it a popular choice for flight training and short to medium-haul trips. The aircraft’s design and engine tuning balance performance and fuel economy.

Cessna 182 Skylane – The Cessna 182, given its larger engine and enhanced performance capabilities, has a slightly higher fuel consumption rate, typically around 10-12 gallons per hour.

While it might consume more fuel, the 182 compensates by offering increased range, speed, and payload capacity, making it suitable for longer journeys or missions requiring added power.

Fuel Efficiency Winner: Depends.

Cessna 172 vs. 182 – Key Takeaways

Drawing a comparison between the Cessna 172 Skyhawk and the Cessna 182 Skylane is intriguing, given their shared lineage from the renowned Cessna brand. Both aircraft, designed to accommodate four passengers and equipped with state-of-the-art avionics, are testaments to Cessna’s commitment to quality, reliability, and aviation excellence.

However, diving deeper into its capabilities, the 182 Skylane emerges as the more robust contender, boasting superior power, cruising speed, cabin space, and range. This doesn’t diminish the 172 Skyhawk’s merits, which shines in its cost-effectiveness. Not only is it more affordable to acquire, but its maintenance costs are also commendably lower, making it a cost-efficient choice for similar journeys.

The pivotal question for potential buyers revolves around their intended use of the aircraft. For those prioritizing distance, altitude, and speed, the C182 stands out. Yet, the C172 compensates for its performance differences with its cost benefits. Ultimately, the decision hinges on individual preferences and needs, whether for personal trips, training, extended journeys, or versatile missions.

Additional ePlane Reading to Aid In Your Cessna Aircraft Maintenance

Regardless of whether you opt for a C182 or C172, there’s no avoiding ongoing maintenance and parts needs. The following articles from ePlane can help you acquire the needed components with confidence:

  • EMB 170 vs 175- Cruise Speed, Cabin Size & More
  • Aircraft Parts Inventory Management & 8 Mistakes to Avoid
  • 5 Powerful Tips for Selling Aircraft Parts with ePlane
  • 5 Critical Mistakes to Avoid When Planning Your Aircraft Repair
  • AI in Aviation: The Future of Buying & Selling Parts

Written by Michael Olusoji

Michael Olusoji is a distinguished aviation writer with over five years of in-depth expertise. His comprehensive research and analytical prowess have culminated in a myriad of articles that dissect the intricate facets of the aviation sector, particularly the engineering nuances of aircraft components.

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CESSNA 182 “SKYLANE”€

By Plane and Pilot Updated January 28, 2016 Save Article

Because of its extra size and power, many consider the 182 Skylane as the best all-round Cessna ever built. The only other fixed-gear four-place airplane that has chalked up more sales is its little brother, the 172 Skyhawk. Using the 180 series airframe, Cessna installed a tricycle landing gear, and the 182 came into being. The deluxe Skylane model appeared in 1958 and, along with most of the Cessna line, the swept vertical fin was added in 1960. The wrap-around rear window and electric flaps were new features in 1962.

With a constant-speed prop in front of a 230-hp Continental engine, the 182 Skylane carries four adults, their luggage, and a full load of fuel at 160 mph for more than 600 miles. A spacious panel provides ample room for installation of full IFR equipment for the instrument-rated owner. The 1969 features included a restyled panel with electro-lummescent lighting and a revised flap control indicator that retained the preselect feature. In 1972, a tubular spring-steel gear was installed on the 182 Skylane, bringing what was formerly a maximum landing weight of 2,800 pounds up to the gross weight of 2,950. Other changes included the addition of cuffed leading edges similar to the Robertson wing; restyled gear fairings, wing root fairings, fuel tank covers, fin tip, and rudder fairings to improve airflow and reduce drag; new stronger wheels and brakes; and optional electric elevator trim.

For 1977, the Skylane made use of a new powerplant that is capable of providing 230 hp at 200 RPMs less than the previous engine. Also, its higher compression ratio makes more efficient use of readily available 100-octane fuel. The Skylane will fly about 52 miles farther than its predecessors. A bonded wing added in 1979 provides an added standard fuel capacity of 12 gallons more than the previous year’s optional longrange tanks, or 1,013 miles at 166 mph compared to 599 miles with the earlier standard tanks. There is also the added benefit of a decrease in unusable fuel.

For 1981, the Skylane was joined by a turbocharged stablemate powered by the same turbocharged 235-hp Lycoming engine found in the Turbo Skylane RG. Both the Skylane and Turbo Skylane now have a 3,100-pound maximum takeoff weight. That gives the normally aspirated Skylane 150 pounds of extra takeoff weight. The Turbo 182 has a top speed of 168 knots and cruises at 158 knots at 75% power and 20,000 feet and 145 knots (167 mph) at 75% power and 10,000 feet. When production of Piper’s Turbo Dakota discontinued, the Turbo Skylane was the only player in its class.

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Cessna 182 Turbo Skylane: Business Turbo for the Family Man

Posted by Bill Cox | May 27, 2015 | Featured Plane

side

Like many of you, I’ve logged my share of hours in C-182s of one description or another, fixed-gear and retractable, normally-aspirated and turbocharged. By any measure, Skylanes are almost universally regarded as wonderful machines, blessed with docile handling, reasonable performance, good reliability, and (in some cases) full fuel, four-place capability.

These days, creature comforts are generally excellent, regardless of the size of your creatures, the avionics suite is nothing short of amazing, and the airplane continues to carry a phenomenal payload. Still, position an old and a new Skylane side-by-side in bare aluminum trim, and you might be hard-pressed to tell the difference. Despite the basic model’s age, the Skylane and Turbo Skylane continue to represent the state-of-the-art from the Independence, Kansas, manufacturer.

Rumors have been flying for years about the Cessna Next Generation Piston airplane, and indeed, many of us saw the airplane at an AOPA Convention in Palm Springs a few years ago. Cessna is unlikely to pursue that design until the market turns around, however. For the nonce, the Skylane is Cessna’s top, four-seat single.

Just as the Piper Cub was regarded the generic airplane of the ‘30s and ‘40s, and the butterfly-tail Beech Bonanza dominated the ‘50s and ‘60s, the Skylane has come to be regarded as the definitive general aviation design of the ‘70s and ‘80s. Discontinued with all other Cessna piston singles in 1986, the revived Skylane has evolved into a handsome package that continues to endear itself and give the competition a run for the money, specifically BECAUSE the basic design remains true to the original.

If the basic airplane’s comparative lack of innovation and aerodynamic improvement seem almost anachronistic in this age of composite construction, NLF airfoils, ballistic parachutes, and innovative fuselage design, that’s not necessarily such a bad thing—assuming you got it right the first time. Cessna did. Like the DC-3 and Boeing Stearman in other general aviation markets, the venerable Skylane is far from perfect, but almost a half century after its introduction, it continues to offer perhaps the best combination of simplicity, performance, comfort, economy, and payload in the industry.

If you accept the premise that the Skylane is one of the world’s definitive singles, the Turbo Skylane represents perhaps the best of the best. In Western skies where runways often perch a mile or more above the sea, the trend is definitely toward turbos. Combine a 90 degree F day with the field elevation of Albuquerque or Denver, and many normally-aspirated airplanes simply need not apply.

Cessna uses essentially the same 540 cubic inch Lycoming engine in both the normally-aspirated and turbocharged Skylanes, but the sloped controller in the heavy-breathing Lycoming TIO-540-AK1A Turbo Skylane maintains full-rated power (235 hp) all the way to the airplane’s maximum operating altitude of 20,000 feet. High density altitudes are less of a challenge with such power on tap.

The Cessna store in my neck of the woods is Pacific Air Center, one of the world’s largest piston Cessna dealers. Sales manager Rich Manor put me in touch with Mike Bastien, owner of a late-model Turbo-Skylane. Bastien also owns Universal Flooring Systems, a commercial flooring company with contracts up and down the West Coast and as far east as Phoenix. Bastien purchased his Skylane specifically to service his company’s interests. “It’s truly a marvelous airplane,” says Bastien. “For me, the Skylane was the perfect follow-on to my Skyhawk XP.”

Bastien was first licensed in 1977, and the flooring executive wanted a stable IFR platform to service his projects in San Francisco, San Diego, and other locations out West. “I use the airplane probably 90 percent for business, 10 percent for family transport, and it’s ideal for operation in the mountains. Once you’re trained in the use of the G1000 in the Skylane, the combination of gentle handling and simple, straightforward avionics makes IFR flying almost intuitive,” Bastien explains.

Today’s basic Skylane includes a list of accoutrements the old Skylane could only dream of. Perhaps the most innovative safety improvement is the AmSafe Aviation Inflatable Restraint (inevitably A-I-R), a system of seatbelt-mounted airbags designed to inflate within milliseconds of detecting a 16 G impact. Automotive-style airbags were out of the question because of weight, airframe, and certification considerations, so Cessna contracted with AmSafe to create a simpler, but similarly effective, method of restraint.

The new generation of Skylanes also features the Garmin G1000 glass cockpit. It’s hard to imagine a communication and navigation system with more talent. We’ve expounded on the virtues of the G1000 many times before, so we won’t belabor the point here, but the G1000 brings essentially all the tricks of airline cockpits to the ranks of general aviation.

Aircraft speeds can translate to impact G-loads that far outstrip anything you might experience in an automobile, so you probably shouldn’t expect to walk away after driving head-on into a mountain at cruise, but the AmSafe system will improve survivability in most “more reasonable” impacts. Yes, the thick belts are a little clumsier to use, with bulky, decompressed airbags tightly packed across your waist, but it’s comforting to know you have some protection in the event of a minor impact.

Other nice touches inside the Turbo Skylane include a 14-volt power outlet, Rosen visors, a classy, floor-mounted chart and cup-holder console between the front buckets, and a dramatically improved air circulation system that doesn’t shortchange the folks in back.

Any pilot who has flown a 182 knows it’s essentially a 172 with a hormone problem, and for that very reason, the secret to the Skylane’s personality is trim. At its full gross weight of 3100 pounds, the Skylane is 550 pounds heavier than the old Skyhawk SP, and the additional weight manifests itself primarily in pitch. The airplane’s elevator is notably heavier than that of the ‘Hawk, demanding immediate re-trimming for any sudden attitude change, such as a go-around.

The roll rate isn’t dramatic, but you wouldn’t expect it to be considering the airplane’s mission. As with most, current-generation Cessnas, adverse yaw is virtually non-existent, making rudder coordination unnecessary in banks shallower than 35 degrees.

The key to the T182’s personality is the turbo itself. An obvious primary benefit of turbocharging is that – most of the time – the effects of temperature and field elevation aren’t such limiting factors during takeoff and initial climb. The Turbo Skylane will turn in a 1000-fpm ascent or more at practically all heights to 10,000 feet, then 750-800 fpm on up to the airplane’s maximum operating height of 20,000 feet.

A turbo also expedites high altitude cruise for those pilots who don’t mind sucking on supplemental oxygen. A built-in, four-position oxygen system is standard on the T-Skylane, and the new generation of cannulas makes oxygen use more tolerable than the old, full facemasks. The gas still dries out your throat and sinuses, but it does facilitate travel four miles above the Earth for those pilots who are so inclined.

There are even some O2 systems available that attach an oxygen dispenser to a headset microphone stalk, blowing oxygen directly into the pilot’s nostrils and making the process of oxygen delivery almost totally transparent. If you fly regularly with a skittish non-pilot, these can be a valuable option.

A turbo offers the benefit of better speed at all heights above about 9000 feet, but higher altitude also provides better VHF radio range, reduced traffic congestion, less turbulence, and better weather. Use of oxygen does increase operating cost somewhat, (roughly $4/passenger/hour), but for many pilots, the benefits outweigh the costs.

Fortunately, the definition of high altitude doesn’t have to involve the flight levels. The Turbo Skylane can realize significant performance benefits at non-oxygen altitudes. The Lycoming is so severely de-rated, that max cruise power is listed as 88 percent. If you’re flying at 12,000 feet with power at the limit, you can expect 158-160 knots, depending upon weight. That’s easily equal to or better than the best efforts of some retractables, like the old Commander 114, SOCATA Trinidad, and the Piper Turbo Arrow.

For those who don’t mind the inconvenience and are willing to strap on a mask and climb to 18,000 feet or higher, the Turbo Skylane will turn an extra 15 knots of cruise, and it will scoot across country at 175 knots. With 87 gallons in the tanks and a typical burn of 17 gph at high cruise, plan on 600 nm plus reserve between fuel stops. For those pilots with long-range bladders who can endure eight-hour legs, dramatically reduced power settings can extend range to nearly 1000 nm.

The turbocharging and associated plumbing does inflict a 100-pound penalty on payload, and the result is the airplane will no longer lift four folks and full fuel. It’s more of a three-place machine with both tanks topped. If you fly with half fuel, however, you’ll have allowance for the fourth soul plus a little baggage, and you can still endure for two hours plus IFR reserves.

It wasn’t so many years ago that pilots were scared of turbos, and with good reason. TBOs were lower, turbocharged engines ran hotter, fuel burn was high, maintenance cost more, and pilots were justifiably concerned about reliability.

A turbo does add complexity, but blower manufacturers have refined and improved their systems so much that turbo TBOs are often the same as on the normally-aspirated models, the overheating problem is no longer a factor, maintenance isn’t a significant headache on modern turbochargers, and reliability is pretty much the same as on a normally-aspirated Skylane.

The airplane also returns to Earth with similar reliability, demanding minimum piloting skill. Stalls are gentle and forgiving, and easily recoverable. That contributes to excellent manners in the pattern. Takeoff and landing runway requirements are minimal, if not exactly in the STOL class. The Skylane’s leaf-sprung steel main gear allows it to land in places where other airplanes would fear to roll a tread. Just remember to remove the wheel pants if you fly off-airport. The Turbo Skylane’s bulbous, composite wheel fairings won’t tolerate truly rough strips.

To some extent, at least, the Skylane’s turbo defines the airplane. If you fly out west where the Earth demands airplanes to match its mountains, a Turbo Skylane may offer exactly the right combination of ingredients. Combine excellent reliability, plentiful performance, and reasonable comfort, and you have the formula that has made the 182 a winner for nearly a half-century.

Just when Cessna thought it was safe to discontinue the normally-aspirated and turbocharged avgas 182s in favor of the new Skylane JT-A, fate stepped in with a surprise. As the new JT-A was nearing certification, one of the test airplanes suffered a complete power failure and had to be landed off-airport. The test pilot did a good job and walked away, but the certification effort was set back quite a bit. This left Cessna in the unenviable position of having no Skylanes to sell, since the avgas models had been phased out. Stay tuned for the next chapter of the Skylane saga.

Specifications & Performance –  Cessna Turbo Skylane

All specs and performance numbers are drawn from official sources, often the aircraft flight manual or the manufacturer’s website. An alternate source on used airplanes is Jane’s All-The-World’s Aircraft.

Specifications

Engine make/model:                Lyc TIO-540-AK1A

Horsepower on takeoff:           235

TBO – hours:                              2000

Fuel type:                                   100/100LL

Propeller:                                   McCauley CS

Landing gear type:                    Tri/fxd

Max TO weight (lbs):                3100

Std empty weight (lbs):            2017

Useful load – std (lbs):             1083

Usable fuel – std (gal/lbs):       87/522

Payload – full std fuel (lbs):     561

Wingspan:                                   36’

Overall length:                           29’

Height:                                        9’ 4”

Wing area (sq ft):                      174

Wing loading (lbs/sq ft):          17.8

Power loading (lbs/hp):           13.2

Wheel size:                                 6.00 x 6

Seating capacity:                       4

Cabin doors:                               2

Cabin width (in):                       44

Cabin height (in):                      48.5

Performance

Cruise speed (kts – Max Crs):  158 (@ 12,000′)

Fuel Cons (gph – Max Crs):      14

Best rate of climb, SL (fpm):   1040

Max Operating Altitude (ft):   20,000

TO ground roll (ft):                  775

TO over 50 ft (ft):                     1385

Ldg ground roll (ft):                 590

Ldg over 50 ft (ft):                    1350

About The Author

Bill Cox

Bill Cox took his first flight in a Piper J-3 Cub in 1953 and has logged some 15,000 hours in 311 different types of aircraft since. He has authored more than 2,200 magazine articles and was the on-camera host of the 1980s TV series “ ABC’s Wide World of Flying.” Bill is currently rated Commercial/Multi/Instrument/Seaplane/Glider/Helicopter. He can be contacted via email at [email protected]. Learn About Bill's Book Here

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Cessna 182 speed and fuel burn

  • Thread starter cass-cove
  • Start date Sep 3, 2014

Filing Flight Plan

  • Sep 3, 2014

I recently bought a 1975 C182P. It has a zero timed engine with only 190 hours on it. It runs great and seems to have loads of power for what it is. I found another thread on fuel burn for the 182: http://www.pilotsofamerica.com/forum/showthread.php?t=61014 which was helpful and interesting but did not quite answer my questions. I have been monitoring my fuel burn fairly closely. I'm doing a lot of touch and goes, climbing and descending and short flights so I would assume my burn would be a bit higher, but found that I am consistently burning 10.5 to 11.5 GPH. That is all fine, but I am really confused about speed/performance. My plane seems to be flying very slow compared to the speed I should be flying based on the cruise performance chart. I have tried flying at various altitudes and numerous MP and RPM combinations but it seems that basically no what I do, the plane will not fly over 115 knts (this is all for carefully trimmed level flight in smooth air). I have typically tried to fly at various MP/RPM settings which would give me around 60% HP, which should give me approximately 130kts. These settings along with my recorded fuel burn fall right in line to give me the 130kts in the charts, but my plane just cruises at 110 and will not go over about 115kts in smooth and level flight. I thought possibly the IAS was incorrect, but I have checked it against my foreflight speed (then calculating for a tail/head or cross wind) and IAS and foreflight are nearly exactly the same. Always getting the 110kts on IAS and about the same on foreflight. I have made sure my cowls are closed (which seem to affect speed by maybe 2 or 3kts), that I'm trimmed properly, numerous experiments with EGT (which I normally set to about 50ROP), etc. etc. My thoughts on what is going on (because I do think my airspeed indicator is correct): 1. MP gauge is incorrect so I'm flying at a significantly lower MP that I think I am (a user on the forum I linked above wrote: " I was at 8500ft, wide open throttle at 21mp, 2300 rpm". When I am at that altitude and if I did the same settings, I would probably only be at half throttle) 2. Very old ADF/GPS and possibly a couple other antennas have been added over the years. This seems like very limited drag but could this be affecting speed? Given all my setting experiments (EGT, RPM, MP, trim, Cowl, etc) and average fuel burn of about 11, everything I'm doing supports IAS of 130kts, but I'm not getting that. Why????? Ideas, thoughts, etc. would be very most appreciated! Thank you!!!  

MooneyDriver78

MooneyDriver78

Check your POH for what the numbers are suppose to be at 8000', go up and set the RPM to 2400 or whatever RPM(s) is listed in the table for 8000', go full throttle, compare to POH: MP, FF, airspeed... you will need to adjust altitude if not standard conditions.  

poadeleted20

130 KTAS on under 11 gph is not happening with a 182. The fuel burn you're seeing is appropriate for a lower speed, and a higher speed would result in a higher fuel burn. You need to go back and check the calibration on all the instruments and systems involved, including MP, tach, fuel flow gauge, airspeed indicator, and pitot and static systems.  

kayoh190

Administrator

I have the POH for a 182R that I used to fly, and the cruise airspeeds given are true, not indicated. I can't imagine it'd be different for yours. 115 IAS is about 130 TAS at 8000' PA, which at least in the ballpark. It's not really the same plane, but for the record, the 21" and 2300 RPM show 138 KTAS and 12.1 gph at 8000' PA and standard temp.  

Topper

Pre-takeoff checklist

I regularly see 142-143 knots true airspeed. I am top of the green at 7500 (maybe a little lower mp, throttle firewalled). I burn about 15gal per hour in a 1979 182Q that is a couple hundred hours past TBO. Jim  

Ejection Handle Pulled

cass-cove said: I recently bought a 1975 C182P. It has a zero timed engine with only 190 hours on it. It runs great and seems to have loads of power for what it is. I found another thread on fuel burn for the 182: http://www.pilotsofamerica.com/forum/showthread.php?t=61014 which was helpful and interesting but did not quite answer my questions. I have been monitoring my fuel burn fairly closely. I'm doing a lot of touch and goes, climbing and descending and short flights so I would assume my burn would be a bit higher, but found that I am consistently burning 10.5 to 11.5 GPH. That is all fine, but I am really confused about speed/performance. My plane seems to be flying very slow compared to the speed I should be flying based on the cruise performance chart. I have tried flying at various altitudes and numerous MP and RPM combinations but it seems that basically no what I do, the plane will not fly over 115 knts (this is all for carefully trimmed level flight in smooth air). I have typically tried to fly at various MP/RPM settings which would give me around 60% HP, which should give me approximately 130kts. These settings along with my recorded fuel burn fall right in line to give me the 130kts in the charts, but my plane just cruises at 110 and will not go over about 115kts in smooth and level flight. I thought possibly the IAS was incorrect, but I have checked it against my foreflight speed (then calculating for a tail/head or cross wind) and IAS and foreflight are nearly exactly the same. Always getting the 110kts on IAS and about the same on foreflight. I have made sure my cowls are closed (which seem to affect speed by maybe 2 or 3kts), that I'm trimmed properly, numerous experiments with EGT (which I normally set to about 50ROP), etc. etc. My thoughts on what is going on (because I do think my airspeed indicator is correct): 1. MP gauge is incorrect so I'm flying at a significantly lower MP that I think I am (a user on the forum I linked above wrote: " I was at 8500ft, wide open throttle at 21mp, 2300 rpm". When I am at that altitude and if I did the same settings, I would probably only be at half throttle) 2. Very old ADF/GPS and possibly a couple other antennas have been added over the years. This seems like very limited drag but could this be affecting speed? Given all my setting experiments (EGT, RPM, MP, trim, Cowl, etc) and average fuel burn of about 11, everything I'm doing supports IAS of 130kts, but I'm not getting that. Why????? Ideas, thoughts, etc. would be very most appreciated! Thank you!!! Click to expand...
Topper said: I regularly see 142-143 knots true airspeed. I am top of the green at 7500 (maybe a little lower mp, throttle firewalled). I burn about 15gal per hour in a 1979 182Q that is a couple hundred hours past TBO. Jim Click to expand...

AggieMike88

AggieMike88

Touchdown greaser.

cass-cove said: Jim: this is helpful. What is your RPM? I can hit top of green at about 1/2 to 2/3 throttle . It's starting to feel like my MP gauge is inaccurate. Click to expand...

Norman

What Ron said in post #3. If that doesn't work you may have a rigging problem. Wings out of proper rig will slow you down. Link to a shop that does rigging. That may give a better explanation. http://www.cessnarigging.com/  

AggieMike88 said: I fly a 1975 C182P. Cass; you might need to qualify the quoted statement with what altitude you're at when you are "top of green at 1/2 to 2/3 throttle" to helps understand what you see. Click to expand...
Norman said: What Ron said in post #3. If that doesn't work you may have a rigging problem. Wings out of proper rig will slow you down. Link to a shop that does rigging. That may give a better explanation. http://www.cessnarigging.com/ Click to expand...
cass-cove said: Jim: this is helpful. What is your RPM? I can hit top of green at about 1/2 to 2/3 throttle. It's starting to feel like my MP gauge is inaccurate. Click to expand...

N53KL

cass-cove said: Jim: this is helpful. What is your RPM? I can hit top of green at about 1/2 to 2/3 throttle. It's starting to feel like my MP gauge is inaccurate . Click to expand...
Topper said: The rpm stays at the top around 2450. Mp is 26-26 on take off Click to expand...
Ron Levy said: Unless you're flying from an airport at 4000 MSL or so, that's way too low for full throttle MP on takeoff. At SL, you should be pulling right near 30 inches, and 1 inch less for every 1000 feet above that. If you're not seeing that, something's wrong somewhere. Click to expand...
  • Sep 4, 2014
AggieMike88 said: I know of John and his work. And his shop is in my home area. There is good reason he has earned the nomiker "The Cessna Whisperer" Click to expand...

Jeff Oslick

Jeff Oslick

Final approach.

The main problem here is the OP's lack of conversion from IAS to TAS. No wheel pants also costs speed, don't know what the OP has going on there. Bad flap and flight control rigging can cost a couple knots too.  

Pattern Altitude

Ron Levy said: 130 KTAS on under 11 gph is not happening with a 182. Click to expand...
Jeff Oslick said: The main problem here is the OP's lack of conversion from IAS to TAS. No wheel pants also costs speed, don't know what the OP has going on there. Bad flap and flight control rigging can cost a couple knots too. Click to expand...

N747JB

denverpilot

Ours averages 11.5 GPH over four years mostly at altitudes above 8500. We are a little slower than most 182s with stall fences on top a droop tips. No 182 I've ever flown makes Cessna book numbers. Usually 2-4 knots slower. Ours is 5. The tach is the first thing I'd check. Easy to do with a sodium light at the airport at night. 60 Hz. Pick a speed divisible by 60. See if the prop looks like it stopped in the light.  

  • Sep 5, 2014
denverpilot said: No 182 I've ever flown makes Cessna book numbers. Click to expand...
Jeff Oslick said: I have done it many, many times. I've flown many times in the 12,000' to 14,000' range leaned out to as low as 9.2 gph at 13,500' getting 137 KTAS. Pretty close to standard temps. This is in Pponk (275 hp) 182. A little lower burning a little more fuel in a stock 182 and getting 135 KTAS is not a problem at all. Once you're above 10,000, just lean it out, you can't hurt anything running lean at that low a power setting. Click to expand...
onwards said: I averaged ~140KT Click to expand...

rednksurfer

  • Nov 22, 2015

the above posts are all wrong and do not take into account the RB factor. If you will go to the prop and grasp both sides of the prop, pull about 5 inches you will be able to turn the prop while it is disengaged from the gear and that will allow you to wind the big rubber band tighter for a much faster flight experience. Jim  

James331

Jeff Oslick said: After new paint, fairings and a rigging job we did get book numbers when we still had the stock O-470U engine. Click to expand...

Henning

Taxi to Parking

Far too many factors to address without inspecting the plane and flying it.  

Just a comment - pattern work always has a lower fuel burn than cruise. Borrow someones GPS, even a car or sport GPS, and see what your ground speed is compared to IAS and then calculate what your TAS should be. Do runs with the wind, against the wind, and across the wind. Also get the wind data for that time from the nearest reporting station. You can calculate your TAS with those numbers and get an idea if your ASI is correct. MP gauge should match the reported barometer setting at the airport - with the engine off.. If it is close on the ground it is more likely than not it is close in the air. If you have an airplane portable GPS you can look at the GPS altitude offset while on the ground against your altimeter - and then do the same at various altitudes in flight and quickly determine if the altimeter is right. At that point only your tachometer needs checking - and as the guys point out a mercury or incandescent light at night will tell you that. Now fuel burn - are you filling the plane and calculating it against watch time - or taking it off the fuel flow meter? The only accurate way is a full tank. Take off on the other tank, switch in the air, do a timed run on the test tank, switch back, land and refill the test tank.  

I trued out at 139 knots today at 9,500 on a cold day burning 11.5 GPH over the 12 hours to Vegas and back ... Which is pretty standard for our 182 P model with the STOL kit and a bit of drag from the stall fences on top.  

P.S. that's flogging it for all its worth at 9500 with WOT and 2450 RPM, "top of the green" even though the green is generally meaningless on the 182P.  

denverpilot said: P.S. that's flogging it for all its worth at 9500 with WOT and 2450 RPM, "top of the green" even though the green is generally meaningless on the 182P. Click to expand...
  • Nov 23, 2015
Henning said: You can fly a 182 WOT and Max RPM all day and never flog it. The 182 engines, either of them, are seriously derated engines. Click to expand...

Jim Rosenow

Jim Rosenow

Line up and wait.

AggieMike88 said: I fly a 1975 C182P. FYI; keep this in mind if the price to replace or overhaul your MP/Tach gets up there in price: http://buy-ei.com/portfolio/cgr-30p-overview/ Our club just got a very economical quote from a local avionics shop to install this into our 182P. Covers lots of features we want/need and does it in one very useful package. Click to expand...

kgruber

Toss the wimpy nose wheel off, and gain 5 knots to any of the claims above. Cessna 180. Too bad you can't buy a new one. Someone should STC a nose wheel removal on the "new" 182.  

kgruber said: Toss the wimpy nose wheel off, and gain 5 knots to any of the claims above. Cessna 180. Too bad you can't buy a new one. Someone should STC a nose wheel removal on the "new" 182. Click to expand...
Jim Rosenow said: Apologies for hijacking the thread, but are you willing to put a ballpark figure on 'very economical'? Thanks! Jim Click to expand...
James331 said: All straight tail 182s should do that. Click to expand...

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Specifications

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cessna 182 skylane cruise speed

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cessna 182 skylane cruise speed

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Takeoff distance over 50ft obstacle:

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Total Variable Cost ( 111.9 Hrs ) Cost Per Hour = $123.04 Cost Per Mile = $0.86

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Cessna 182p skylane (1972 - 1976).

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Typical Price: $158,322.00 Total Cost of Ownership: $22,865.84 Best Cruise: 143 KIAS ( 0 ) Best Range: 807 NM ( 0 ) Fuelburn: 13.8 GPH ( 0.0 )

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COMMENTS

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  3. Cessna 182 Guide and Specs : Pricing and Performance

    The Cessna 182 Skylane family seats up to four people, including one pilot. ... The Skylane's cruise speeds range from 136 to 140 KCAS depending on the model, while do not exceed speeds grew from 160 to 171 KCAS over the years. ... Low-speed handling was improved in 1972 with the use of leading-edge cuffs on the wings. In 1978, the extended ...

  4. Cessna 182RG Specs and Performance

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  7. Cessna Skylane

    The Cessna Skylane matches capability with a proven airframe for ease of flight. Take off and land on short runways with an impressive payload capacity. ... Maximum Cruise Speed: 145 ktas (269 km/h) Maximum Range: 915 nm (1,695 km) Takeoff Distance 1,514 ft (461 m) Ground Roll: 795 ft (242 m) Landing Distance: 1,350 ft (411 m) Ground Roll: 590 ...

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    The 182F Skylane seats up to 3 passengers plus 1 pilot. Toggle navigation ... View 298 CESSNA 182 For Sale PAPI™ Price Estimate (as of June 1, 2022): $120,195 ... Performance specifications. Horsepower: 1 x 230 HP. Best Cruise Speed: 141 KIAS. Best Range (i): 550 NM. Fuel Burn @ 75%: 13.5 GPH. Stall Speed: 48 KIAS. Rate of climb: 980 FPM.

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    The 182B Skylane seats up to 3 passengers plus 1 pilot. Toggle navigation ... View 268 CESSNA 182 For Sale PAPI™ Price Estimate (as of June 1, 2022): $102,806 ... Performance specifications. Horsepower: 1 x 230 HP. Best Cruise Speed: 141 KIAS. Best Range (i): 450 NM. Fuel Burn @ 75%: 13.8 GPH. Stall Speed: 54 KIAS. Rate of climb: 1,030 FPM.

  11. PDF Cessna 182S Skylane Performance and Specifications

    Cessna 182S Skylane Performance and Specifications . Performance - Standard Specifications . SPEED -Maximum at Sea Level .....145 KTS -Cruise, 80% Power at 6000 Ft.....140 KTS . CRUISE . Using recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve. ...

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  13. Cessna 182 Turbo Skylane: Business Turbo for the Family Man

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  14. PDF Performance Charts Skylane T182T

    Information supplied from Cessna Model T182T Pilot Operating Handbook. Range / Payload ISA, 65% Pwr., 132 KTAS, 12.4 GPH, 2.0 gal. ... Skylane T182T Speed Performance Maximum Speed @ 20,000 ft. / Cruise 88% Power @12,500 Feet. 176 159 0 25 50 75 100 125 150 175 200 1 2 Speed (Knots) Cruise Speed Max Speed. Performance Charts Skylane T182T

  15. Cessna 182 speed and fuel burn

    Pretty close to standard temps. This is in Pponk (275 hp) 182. A little lower burning a little more fuel in a stock 182 and getting 135 KTAS is not a problem at all. Once you're above 10,000, just lean it out, you can't hurt anything running lean at that low a power setting.

  16. Cessna T182T Turbo Skylane

    Cessna's new turbocharged T182T From a few tiedowns away, the new turbocharged Cessna T182T doesn't look much different from the 182S that debuted in 1997. ... Cessna T182T Turbo Skylane Climb High June 5, 2001. Share via: ... Cruise speed/range w/45-min rsv, std fuel (fuel consumption), 12,500 ft @ 88% power, best economy: 158 kt/594 nm (17.2 ...

  17. Cessna 182 J,K,L,M Skylane Performance Information

    Horsepower: 230 Gross Weight: 2800 lbs Top Speed: 148 kts Empty Weight: 1620 lbs Cruise Speed: 141 kts Fuel Capacity: 65 gal Stall Speed (dirty): 48 kts Range: 550 nm Takeoff: Landing: Ground Roll: 625 ft Ground Roll 590 ft: Over 50 ft obstacle: 1205 ft Over 50 ft obstacle: 1350 ft Rate Of Climb: 980 fpm Ceiling: 18900 ft

  18. Cessna Turbo Skylane

    Turbocharge your flights with the Cessna Turbo Skylane piston. With a high-wing design and durable airframe, the Turbo Skylane can rise to any adventure. ... Maximum Cruise Speed: 165 ktas (306 km/h) Maximum Range: 971 nm (1,798 km) Takeoff Distance 1,385 ft (422 m) Ground Roll: 775 ft (236 m) Landing Distance: 1,350 ft (411 m) ...

  19. Cessna 182 Turbo Skylane

    Cessna 182 Turbo Skylane. Current cost $ 360900 U.S. Scroll down for image gallery. credit: Julio César Rodríguez. PREVIOUS. Cessna 172 Skyhawk. NEXT. Beechcraft Premier 2. Extra energy boost for The Private Turboprop the Cessna 182 Turbo Skylane.

  20. 1975 Cessna 182P Skylane

    1975 Cessna 182P Skylane; Membership Information; Scheduler; FAQs; Contact; Shop. Cart; Checkout; Account; 1975 Cessna 182P Skylane. ... Pilots without 15 hours of 182 time will require a 10-hour checkout or a 5-hour checkout to pilot's current license proficiency, both to include at least 10 landings and go-around practice. ... Cruise Speed ...

  21. PDF Cessna 182T Skylane

    Cessna 182T Skylane Performance - Standard Specifications . SPEED Maximum at Sea Level ..... 150 KTS . Cruise, 80% Power at 7000 Ft ..... 145 KTS . CRUISE Using recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45

  22. CESSNA 182J Skylane

    The 182J Skylane seats up to 3 passengers plus 1 pilot. Toggle navigation ... View 263 CESSNA 182 For Sale PAPI™ Price Estimate (as of June 1, 2022): $113,786 ... Performance specifications. Horsepower: 1 x 230 HP. Best Cruise Speed: 141 KIAS. Best Range (i): 550 NM. Fuel Burn @ 75%: 13.5 GPH. Stall Speed: 48 KIAS. Rate of climb: 980 FPM.

  23. 1977

    The 182Q Skylane seats up to 3 passengers plus 1 pilot. ... Best Cruise Speed: 143 KIAS. Best Range (i): 807 NM. Fuel Burn @ 75%: 13.8 GPH. Stall Speed: 50 KIAS. Rate of climb: 1,010 FPM. ... Find and Compare CESSNA 182 for sale Also Consider. CESSNA 182P Skylane (1972 - 1976) ...