Cessna · 1960–1965
Cessna 182C-182H Skylane (1960-1965)
Specifications
Performance
Cruise
138KTAS
Range
615nm
Climb
980fpm
Ceiling
18,900ft
Fuel Burn
12.5gph
Fuel Cap.
60gal
MPG
12.7mpg
Stall (Vs0)
49KIAS
T/O roll
690ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1150lbs
Full-fuel payload
790lbs
Max gross
2,800lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Continental O-470-L or O-470-R
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
- 1,650 lbs
- Max fuel weight
- 360 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,295 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
$75k
Range
$52k – $115k
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–$1,900
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $26,662
- Per flight hour
- $267
- Miles flown / year (at cruise)
- 15,881 mi
- Cost per mile
- $1.68/mi
- Time in the air
- 2 hr 10 min
- Fuel burned
- 27 gal
- Out of pocket
- $276
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 1961-1966 Cessna 182 covers six model years (182C through 182H) during which the airplane gained its "modern" cockpit appearance. The 1961 182C introduced the Omni-Vision rear window -- the wraparound rear window that has defined the 182's look ever since. The 1966 182H was the last 182 with the O-470-L engine before the 182J (1967) introduced the upgraded O-470-R.
Across these six variants, the airframe was refined annually with progressively higher gross weights (2,650 → 2,800 lbs), improved interiors, and electrical refinements. Approximately 7,500 examples were produced across this six-year span.
Variants & History
| Variant | Years | Engine | HP | Gross | Key Changes |
|---|---|---|---|---|---|
| 182C | 1961 | O-470-L | 230 | 2,650 | Omni-Vision wraparound rear window (new). Redesigned forward windshield. |
| 182D | 1962 | O-470-L | 230 | 2,650 | Refined panel. Key-operated starter standard. |
| 182E | 1962-1963 | O-470-L | 230 | 2,800 | Gross weight +150 lbs to 2,800. Major useful-load improvement. |
| 182F | 1964 | O-470-L | 230 | 2,800 | Circuit breakers replace fuses. Improved interior. |
| 182G | 1965 | O-470-L | 230 | 2,800 | Electric flaps standard. |
| 182H | 1966 | O-470-L | 230 | 2,800 | Final year with O-470-L. Last pre-O-470-R model. |
The 1961 Omni-Vision change (also introduced on the 172D in 1963 and the 150F in 1965) transformed the 182's cockpit from the dim, fastback feel of the 182/A/B to the airy, light-filled cabin that all subsequent 182s share. The 1962 182E's gross weight bump from 2,650 to 2,800 lbs added 150 lbs of useful load -- enough for an additional 180-lb adult or 25 gallons of fuel.
By the end of this era (1966 182H), the 182 had its modern appearance, gross weight, and electrical system. Only the engine upgrade (to O-470-R in 1967) and subsequent airframe refinements (tubular gear, Camber-Lift wing) remained.
Performance
138 KTAS cruise (slight improvement over early 182 due to refined cowling), 980 FPM climb at 2,800 lb gross, 12.5 GPH. Useful load at 2,800 lbs gross: ~1,150 lbs -- comfortable four-place loading with full fuel and baggage.
Real-world cruise: 132-138 KTAS at 65% power, burning 11.5-12.5 GPH. Range with reserves at standard 65-gallon tanks: ~615 NM.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
Identical to 182A/B. See Cessna 182 Early (1956-1960) for engine notes. Field overhaul $42,000–$54,000.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $40,000-$55,000 |
| Flying but tired | $52,000-$72,000 |
| Well-maintained | $68,000-$95,000 |
| Restored / upgraded | $90,000-$130,000 |
This era tracks $5,000-$15,000 above the early 182/A/B due to the higher gross weight (post-182E), Omni-Vision cockpit, and modern electrical. The 182H specifically is sometimes valued slightly below 182J/K because of the older O-470-L vs the higher-time-between-overhaul O-470-R.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
Universal Cessna 182 pre-buy concerns apply. Era-specific:
- Omni-Vision window seals: Original 1961-1966 rear window seals are likely dry and cracked. Water intrusion damage to rear baggage area is common.
- Circuit breaker panel (1964+): 182F and later have circuit breakers; verify all breakers function and reset cleanly.
- Gross weight verification (1962+): 182E and later had higher gross weight; verify the airworthiness certificate matches the actual configuration (some retrofitted aircraft may have non-standard W&B).
- O-470-L availability: Parts availability is good but some accessory components are increasingly scarce. Verify magneto and fuel pump parts traceability.
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