Cessna · 1969–1969
Cessna 182M Skylane (1971-1972)
Specifications
Performance
Cruise
140KTAS
Range
620nm
Climb
980fpm
Ceiling
18,900ft
Fuel Burn
12.5gph
Fuel Cap.
65gal
MPG
12.9mpg
Stall (Vs0)
49KIAS
T/O roll
700ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1100lbs
Full-fuel payload
710lbs
Max gross
2,800lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Continental O-470-R
Power
230hp
TBO
1,500hrs
Overhaul
$48k
Owning it
Hull insurance
$1k/yr
Parts
excellent
Mechanics
universal
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,700 lbs
- Max fuel weight
- 390 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,305 ft
- Landing over 50 ft
- 1,335 ft
Paperwork
- Type certificate
- 3A13
- Certification basis
- Part 23
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
$90k
Range
$62k – $130k
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–$2,250
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $26,837
- Per flight hour
- $268
- Miles flown / year (at cruise)
- 16,111 mi
- Cost per mile
- $1.67/mi
- Time in the air
- 2 hr 09 min
- Fuel burned
- 27 gal
- Out of pocket
- $272
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 1971-1972 Cessna 182M's defining change is the switch from flat-spring main gear to tubular steel main gear with a 12-inch wider track -- the same change made on the 172L the same year. The new gear improves ground stability, absorbs landing loads more gracefully, and provides better crosswind handling. Roughly 1,930 182M examples were produced across the two model years.
The tubular gear became standard on every subsequent 182 through 1986 and is universally retrofittable to earlier 182s via STC. The 182M is mechanically otherwise identical to the 182L: O-470-R engine, 2,800 lb gross, drooping wingtips, Omni-Vision cockpit.
Tubular Gear -- Why It Matters for the 182
The 182 sees disproportionately more rough-field operations than the 172 due to its higher useful load and tendency to be used for backcountry trips, hunting/fishing access, and rural-airport touring. The tubular gear's improved energy absorption is more impactful on the 182 than on the lighter 172:
- Hard landings: Flat-spring gear can develop hairline cracks at attach points after repeated hard landings. Tubular gear flexes more progressively.
- Wider track: Reduces tip-over tendency in crosswind landings and on uneven surfaces.
- Crash energy: Tubular gear absorbs higher impact loads before failing -- meaningful in off-field emergencies.
Combined with the 182's robust airframe and 230 HP power, the tubular-gear 182M is the start of the "really capable" 182 era for backcountry/touring missions.
Variants & History
| Feature | 182L (1969-1970) | 182M (1971-1972) | 182N (1973-1974) |
|---|---|---|---|
| Main gear | Flat spring steel | Tubular steel (new) | Tubular steel |
| Gear track | Original | +12" wider | +12" wider |
| Gear leg fairings | None | Required (new) | Standard |
| Wing | Original | Original | Camber-Lift drooped leading edge (new) |
| Engine | O-470-R | O-470-R | O-470-R |
Performance
140 KTAS cruise, 980 FPM climb, 12.5 GPH -- essentially identical to 182L. Empty weight increases ~20 lbs vs 182L due to heavier tubular gear and fairings, reducing useful load to ~1,100 lbs. The drag of the new gear tubes is offset by the required fairings, keeping cruise speed unchanged.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
Identical to 182J/K/L. See Cessna 182 Skylane (1967-1970) for engine notes.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $48,000-$62,000 |
| Flying but tired | $62,000-$85,000 |
| Well-maintained | $80,000-$110,000 |
| Restored / upgraded | $105,000-$145,000 |
The 182M typically trades $3,000-$8,000 above a 182L in equivalent condition due to the tubular gear. Pricing is comparable to 182N (which adds the Camber-Lift wing).
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
Universal Cessna 182 pre-buy concerns apply. 182M-specific:
- Tubular gear straightness: Inspect both main gear legs for tube straightness, paint cracking at attach points, and evidence of past hard landings. Buckled tubes are expensive to replace ($3,000-$6,000 per leg).
- Gear leg fairing condition: Original 1971-1972 fairings often cracked or repaired. Replacements available ($200-$400 per pair).
- First-year tubular gear: 1971 is the first year of tubular gear on the 182. Verify all service bulletins addressing initial-production issues are complied with.
- Wheel pant fit: The wider track required revised wheel pants; aftermarket pants may not fit cleanly.
For sale (0)
No listings for this model right now.
Also worth looking at
What buyers usually weigh against the Cessna 182M Skylane (1971-1972) — aircraft flown for the same kind of mission.
