Cessna · 1956–1959
Cessna 182 / 182A / 182B (1956-1959)
Specifications
Performance
Cruise
135KTAS
Range
615nm
Climb
980fpm
Ceiling
18,900ft
Fuel Burn
12.5gph
Fuel Cap.
55gal
MPG
12.4mpg
Stall (Vs0)
49KIAS
T/O roll
705ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1030lbs
Full-fuel payload
700lbs
Max gross
2,650lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Continental O-470-L
Power
230hp
TBO
1,500hrs
Overhaul
$48k
Owning it
Hull insurance
$1k/yr
Parts
good
Mechanics
universal
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,620 lbs
- Max fuel weight
- 330 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,350 ft
- Landing over 50 ft
- 1,335 ft
Paperwork
- Type certificate
- 3A13
- Certification basis
- CAR 3
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$65k
Range
$45k – $100k
Annual all-in
~$27k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (12.5 gph)
- $8,125
- Engine reserve
- $3,200
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $900–$1,800
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $26,612
- Per flight hour
- $266
- Miles flown / year (at cruise)
- 15,536 mi
- Cost per mile
- $1.71/mi
- Time in the air
- 2 hr 13 min
- Fuel burned
- 28 gal
- Out of pocket
- $282
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
Strengths
Weaknesses
Overview
The 1956-1960 Cessna 182 covers the first five model years of what would become the workhorse of 230 HP general aviation: original 182 (1956, straight-tail), 182A (1957-1958, swept-tail introduction + "Skylane" name debut), and 182B (1959-1960, refinements). All share the Continental O-470-A or O-470-L 230 HP six-cylinder engine and the fastback fuselage (small rear windows, pre-Omni-Vision) that defines the early-era look.
The 182 was Cessna's answer to the Piper Tri-Pacer in the four-seat 230 HP segment, sharing airframe DNA with the Cessna 172 (1956-1959 Straight-Tail) but with significantly more power, a constant-speed propeller (vs the 172's fixed-pitch), and a higher gross weight. The result: a true 1,000+ lb useful-load four-seater capable of 135 KTAS cruise -- a serious touring airplane in 1956 and still capable today.
About 4,800 examples were produced across 182, 182A, and 182B combined (estimates vary).
Variants & History
Variant Breakdown
| Variant | Years | Engine | HP | Gross | Key Changes | Built |
|---|---|---|---|---|---|---|
| 182 | 1956 | Continental O-470-A | 230 | 2,550 | Original. Straight vertical tail. Derived from Cessna 180 with tricycle gear. | ~843 |
| 182A | 1957-1958 | Continental O-470-L | 230 | 2,650 | Swept-back vertical tail (new). "Skylane" name introduced as deluxe option. Gross weight +100 lbs. | ~2,540 |
| 182B | 1959-1960 | Continental O-470-L | 230 | 2,650 | Refined cowling, improved cabin trim. | ~1,422 |
The "Skylane" Distinction
The 1957 182A introduced the "Skylane" name as a deluxe trim option -- mirroring the same year's "Skyhawk" name on the 172B. Original Skylane-trim 182As included:
- Full exterior paint scheme (vs base 182's unpainted aluminum)
- Deluxe interior with upgraded seats
- Standard avionics package (nav/com radios)
- Constant-speed propeller (vs fixed-pitch base option)
Today, "Skylane" is the universal name for the 182 regardless of trim level. The original Skylane-vs-base distinction is essentially irrelevant for resale.
Performance
135 KTAS cruise at 75% power, 12.5 GPH. Climb 980 FPM at sea level. Service ceiling 18,900 ft. This is real four-place performance: the early 182 will haul four adults and reasonable baggage at speeds nearly 20 KTAS faster than the 172 of the same era.
Real-world cruise: 130-135 KTAS at economy settings (65% power), burning 11-12 GPH. Range with reserves at 65-gallon tanks: ~615 NM.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
The O-470 is a 230 HP six-cylinder, horizontally-opposed, air-cooled engine with a TBO of 1,500 hours. It is smooth-running and durable -- the workhorse of the 180/182/Cardinal RG line for decades.
| Variant | Year | Notes |
|---|---|---|
| O-470-A | 1956 (182) | Earliest variant. Some parts harder to source. |
| O-470-L | 1957-1960 (182A/B) | More common variant. Excellent parts support. |
Field overhaul: $42,000–$54,000. Factory reman: $40,000+. The O-470 family remained in production through the 182R (1986) and the restart 182S (1997+) used the IO-540 instead -- so the O-470-A/L of early 182s are well-supported by the broader O-470 ecosystem.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $48,000-$48,000 |
| Flying but tired | $45,000-$65,000 |
| Well-maintained | $58,000-$85,000 |
| Restored / upgraded | $80,000-$115,000 |
Original 1956 straight-tail 182s command a modest collector premium when restored. 182A/B trade at similar pricing in equivalent condition. Float-equipped early 182s can exceed $130,000 (driven by float value rather than airframe value).
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
Universal Cessna pre-buy concerns apply (see cessna-182-history family page). 182-specific concerns:
- Wing strut attach fittings: AD 99-12-15 mandates inspection. Corrosion at these points can be unrepairable.
- Tail cone corrosion: Common on outside-stored airframes. Inspect with tail cone removed.
- Nose strut cracking: AD 2007-23-04 mandates inspection. Repairs costly.
- Original O-470-A parts: First-year O-470-A engines have unique accessories. Verify part numbers against current support.
- Constant-speed prop hub condition: 60+ year old McCauley props need careful inspection of hub corrosion.
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