Cessna 182C-182H Skylane (1960-1965)

The 1960-1965 Cessna 182 covers six model years across which the airplane took on its modern appearance and its lasting weight-and-fuel configuration.

The 1960 182C introduced the Omni-Vision rear window — the wraparound glass that has defined the 182's look ever since, and the change that turned the dim fastback cabin of the 182, 182A and 182B into the light-filled one every later 182 shares. Cessna brought the same idea to the 172D in 1963 and the 150F in 1965.

The 1962 182E raised gross weight from 2,650 to 2,800 lb and usable fuel from 55 to 60 gallons, and raised the airspeed envelope with them. That is the single most consequential change in this six-year span: 150 lb of extra useful load is another adult, and it is the configuration the 182 kept until 1970.

By the 1965 182H, the 182 had the cabin, the weights, the fuel and the engine it would carry into the next decade. The remaining changes — tubular gear, Camber-Lift wing — were still ahead.

Certified figures below are FAA TCDS 3A13 Rev. 75. Serial counts are counts of eligible serials on the certificate, not deliveries.

Non-certified changes across the span — panel layout, key starter, circuit breakers replacing fuses, electric flaps, interior trim — are real but a type certificate does not reach them, so this page does not claim a year for any of them.

The 182H sits on the certificate with the 182J, 182K and 182L

Worth knowing before a pre-buy. Certificate Section VI is headed for four models — 182H, 182J, 182K and 182L — and gives them one set of figures. The 182H is on this catalogue page for continuity of era, not because the FAA groups it here. If you are cross-checking a 182H against the certificate, read Section VI, not Section V.

The practical consequence is the engine. The 182H is an O-470-R airplane and nothing else; the O-470-L option ends with the 1964 182G.

None of the performance figures on this page have been re-sourced. Cruise 138 KTAS, 12.5 gph, 980 fpm, 18,900 ft, ~615 nm range, and both takeoff and landing distances are all April 2026 generated values, carried forward unchanged and unverified. A type certificate contains no performance data of any kind.

Two of them are now visibly suspect and should be treated as such until an Owner's Manual is read:

• The range figure was written against a 65-gallon airplane. This one has 60 usable (and a 182C or 182D has 55), so ~615 nm is optimistic before reserves.
• The empty weight (1,650 lb) and the useful load derived from it (1,150 lb) are unsourced. The certificate gives C.G. envelopes, not weights.

These airplanes predate the GAMA-standard POH, so there is no part number on the certificate to chase; the source is the period Cessna Owner's Manual for each model year.

Engine notes are the same as the rest of the classic 182 line — see Cessna 182 / 182A / 182B. 230 hp at 2,600 rpm for all operations, six cylinders, air-cooled, 1,500-hour TBO. Field overhaul runs $42,000-$54,000; engine_overhaul_cost_usd here is the national specialty-shop figure from reference/engine-overhaul-pricing.md.

The O-470-R is the better-supported of the two dash numbers today, simply because it stayed in Cessna production until 1986 while the L did not. That is worth a little money on a 182H and essentially nothing on a 182E, where both are eligible.

These are April 2026 generated bands and have not been re-sourced against a price guide. This era generally trades above the 1956-1959 airplanes on the strength of the Omni-Vision cabin and, from the 182E, the higher gross weight. Within the page, a 182E through 182H is the better buy of the two configurations for the same reason.

Universal Cessna pre-buy concerns apply. Specific to these airframes:

1. Omni-Vision window seals — original 1960-1965 rear window seals are long past their life. Water intrusion into the rear baggage area and the resulting corrosion under the floor is the characteristic finding on this era.
2. Wing strut attach fittings — AD 99-12-15 inspection.
3. Seat rail wear — AD 2011-10-09 applies across the Cessna single line.
4. Gross weight paperwork — a 182C or 182D is a 2,650 lb airplane and a 182E through 182H is 2,800 lb. Check the weight and balance against the model. A retrofitted or re-papered airframe is common enough at this age to be worth an explicit look.
5. Which engine is actually installed — the 182E, 182F and 182G are eligible for either the O-470-L or the O-470-R, and sixty years of overhauls have mixed them. Verify the dash number against the logs and the data plate rather than against the model year.
6. Propeller installation — Sections IV and V each list five eligible Hartzell and McCauley installations, one of which applies only to airframes reworked per Cessna Service Kit SK182-121. Verify which is fitted and that the paperwork supports it.