182 cruise speed

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

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

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

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

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 182RG Specs and Performance – Skylane Specs and Review

Posted by Bill Cox | Jul 13, 2015 | Featured Plane

Cessna 182RG Specs and Performance Summary

Thirty years after its official demise, pilots still love the Cessna Skylane RG, normally aspirated or turbo.

The Skylane RG was introduced in 1978 to almost unanimous rave reviews from both the aviation press and, more importantly, the flying/buying public. A turbocharged version premiered a year later with essentially the identical engine supplemented by a blower. Turbocharging further expanded the airplane’s utility value and made it a viable model in the high country of the west.

Unfortunately, the timing was all wrong. Skylanes had always been popular airplanes in any configuration, but the market was turning downhill in the early 1980s, and Cessna, Piper, and Beech all scaled back production to meet diminishing demand. I was delivering airplanes to Europe and Africa at the time, and I still remember how much I liked the retractable gear. Retractable gear was the final improvement that made the 182 RG a standout design in those heady days. The 182RG was stable, didn’t object to being flown 25 percent of gross (with a ferry permit, of course), and handled nearly as well as a 182 at normal weights.

Over 200 Skylane RGs and Turbo Skylane RGs were produced before Cessna shut down all piston production in 1986. This gave the retractable Skylanes the dubious distinction of being two of the shortest-lived Cessna models, through no fault of their own. In 1986, the last year of Skylane RG production, a normally aspirated RG sold for $136,680 and a turbo model had an average list of $150,755.

Buy My Sky: The Flights and Times of Bill Cox for more insights from Bill Cox

So, here we are in 2015, and the Skylane RG has been laid to rest for some 30 years. As if we needed an excuse, it seemed a logical idea to look back at the old Skylane RG and consider what preceded it and what followed it. The airplane we found at Channel Islands Aviation in Camarillo, CA, was, in many respects, typical of the type. A 1979 turbo model with only 2700 hours total time and 970 hours on the engine, the airplane was fitted with a standard stack of Cessna radios plus a King DME. The paint was new, but the rest of the airplane was original: a 36-year old, middle-of-the-road family station wagon without a mean bone in its aluminum body.

Perhaps for that very reason, many pilots regard the folding-foot Skylanes as among the best used-plane buys on the market. In addition to simple systems, docile handling, and good load-lifting capability, Skylanes of all types have long enjoyed outstanding resale value.

Inevitably, some readers are bound to ask up front about the relative advantages of the Skylane, Skylane RG, and Turbo Skylane RG, so we fell back on our trusty library of Jane’s All-The-World’s Aircraft for a look at 1979 comparative specs and consulted Aircraft Bluebook Price Digest to examine prices. It’s apparent that the big jump in price comes for retractable gear and that turbocharging was relatively minor delta, both in 1979 and today. It’s also interesting that the normally-aspirated Skylane RG is the strongest climber, despite its heavier weight. Both of the retractables offer better payloads than the higher gross weight. All three airplanes are essentially four-seat, full-fuel machines, always one of the Skylanes’ strongest recommendations.

Aside from the obvious addition of retractable gear, another major change on the Skylane RG was a switch from the carbureted Continental O-470 to a Lycoming O-540 engine, primarily to accommodate the retractable-nosewheel housing. In other applications, the big 540-cubic-inch Lycoming churns out as much as 350 hp (Navajo Chieftain, Mirage), and Cessna considered upgrading horsepower on the RG. In the inevitable domino effect of any design change, more power would have precipitated a higher fuel burn. In turn, that might have necessitated a larger fuel capacity to preserve range, demanding a higher gross weight which could have increased stall speed, possibly requiring aerodynamic changes. The result would have been substantial design and certification expense. As a result, the finished airplane was rated for only 235 hp, a mere 5 hp more than the original Skylane.

Max rpm for both climb and cruise was set a neighborly 2400 rpm, relegating use of the prop control to the ramp. Such severe derating meant the big Lyc was hardly working, and the result was a 2000-hour TBO on both the normally-aspirated and turbocharged RGs.

While the minuscule horsepower increase by itself made no difference in climb or cruise, one might logically have expected the shift from fixed to retractable gear to yield more than 12 knots of speedup. One explanation may be that a standard Skylane would be working hard to generate 144 knots, whereas virtually all the Skylane RGs could score 156 knots. In other words, the real gap between the two models may have been slightly greater than book numbers suggest.

Flying the RG is reminiscent of flying a standard Skylane in almost all respects. It’s true that the numbers on the gauge at cruise are a little higher, but that’s hardly noticeable in the way the airplane handles, especially during takeoff and landing. Liftoffs are a decidedly casual affair with only 235 hp pushing 3100 pounds of airplane. The turbo surge grants the airplane notably more enthusiasm, but you need to monitor the power manually, as the wastegate isn’t automatic. The engine is essentially turbo-normalized rather than turbo-supercharged, with maximum manifold pressure set at 31 inches. This also means any change in manifold pressure, rpm, or mixture dictates changes to all other settings. Similarly, any changes in ram air pressure caused by climb or descent affect higher manifold pressure, and that also demands adjusting prop and mixture.

Gear retraction is a decidedly simple affair, with no significant pitch change and wheels swinging down and then arcing back into the belly wells with the help of 1500 pounds of hydraulic pressure. The sprung steel legs are so slim that there’s very little drag associated with the gear, so there’s minimal aerodynamics effect on gear retraction or extension. We’re certain none of our readers would make this mistake, but it’s important to remember that the gear drops straight down about one foot before retracting. More than one hotdog RG pilot has retracted the feet a little early, letting the wheels slam into the runway, sometimes resulting in a noseover and major prop dings.

Like its big brother, the Cessna 210, the Turbo Skylane RG didn’t use gear doors. Early 210s did employ doors, but the sequencing mechanism was more trouble than it was worth, causing a number of accidents. All later Cessna retractable singles (the Cardinal, Skylane and Cutlass) swing the wheels back into simple wells. Speed loss by eliminating the gear doors was only two knots, and the reduction in headaches with gear doors proved well worth the change.

Once the airplane clears the runway and starts uphill, climb rate settles on an easy 1000 fpm or more if the 182RG is lightly loaded. The standard-breathing Skylane RG suffers a slightly lower service ceiling than the stiff-legged airplane, because of the additional weight of turbocharging. Predictably, the heavy breather does its best work up high and is approved for 75 percent cruise at 20,000 feet. This means that critical altitude (the maximum height at which the engine can produce sea-level power) is about 14,000 feet.

Perhaps the primary advantage of a turbo in day-to-day operation is the preservation of climb, a safety benefit that has more meaning than fast cruise. Accident reports often cite crashes because of a lack of climb rate, but I’ve never heard of an airplane crashing because of slow cruise speed. At 12,000 feet, when the other two 182s are running out of steam, the Turbo Skylane RG can still deliver 800 fpm. That’s a significant safety factor if your flying takes you into high-altitude strips in summer when density altitude can easily climb to five figures.

If you’re like most people who fly behind turbos, you may prefer to operate at non-oxygen altitudes—typically 11,500 or 12,500 feet. At these heights, you can expect about 160 knots true on 14 gph. Any pilot willing to strap on a mask and high jump to the flight levels will find the basic speed advantage is an extra 15 knots of cruise. Those who’ve explored the airspace above 14,500 feet, however, know that there are other benefits to high flight. First, you’ll most often top all the weather rather than having to slog along in the scud down below. Turbulence is minimal at higher altitudes, and terrain clearance most often isn’t even a consideration.

If the airplane does well up high, it does even better down low. Handling in the pattern is simple as long as you keep the trim moving. Inexplicably, stall speed doesn’t increase at the higher weight. It remains a low 50 knots, and that means approaches as slow as 60 to 65 knots aren’t unreasonable. Cessna recommends a 66-knot short-field approach speed, equal to 1.3 Vso, but I’ve used 60 knots many times with power on and never experienced that “verge of destruction” feeling.

Like all the Skylanes that went before it, the Turbo Skylane RG is magnificently mediocre. It doesn’t do anything at the head of the class, but it does so many things acceptably well, it’s hard to ignore. Even if you’re not a big fan of Cessnas, even if you don’t like high-wing airplanes, the Turbo Skylane RG offers so much talent that it just may be one of the best used four-seat retractables on the market.

Complete Cessna 182RG Specs and Performance – Cessna Skylane RGII

All specs and performance numbers are taken from official sources whenever possible. in some cases on older airplanes where there were significant variations between year models of the same airplane, specs may disagree with those from various other sources but will always be within one percent., about the author.

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 “SKYLANE”€

Odea developer.

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: An In-Depth Guide & Review

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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Joe Haygood

Obsessed with Planes and Flying

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