Cessna · 1971–1972
Cessna 182M Skylane (1971-1972)
Specifications
Cruise
140KTAS
Range
620nm
Seats
4
Useful Load
1100lbs
Full-fuel payload
710lbs
Fuel Burn
12.5gph
Fuel Cap.
65gal
MPG
12.9mpg
Stall (Vs0)
49KIAS
T/O roll
700ft
Ldg roll
590ft
Power
230hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$90k
Range
$62k – $130k
Annual all-in
~$15k/yr
All-in estimate at ~100 flying hours a year — fuel, annual inspection, engine reserve, insurance, and hangar. It scales with your actual hours, and insurance and hangar vary most by region and pilot.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel and the engine reserve do.
- Fuel (12.5 gph)
- $8,125
- Engine reserve (toward overhaul)
- $2,133
- Fixed (insurance, hangar, annual, subscriptions)
- $4,242
- Total per year
- $14,500
- Per flight hour
- $145
- Miles flown / year (at cruise)
- 16,111 mi
- Cost per mile
- $0.90/mi
Estimate, not a quote — insurance and hangar (the fixed bucket) vary most by region and pilot. Anchored to our model figure at 100 hrs and $6.50/gal.
Strengths
- First year of tubular gear design — improved ground stability and crosswind handling vs. earlier 182s
- Wider landing gear track reduces tip-over risk on uneven surfaces and rough fields
- Robust airframe with 230 HP O-470-R engine well-suited for backcountry and touring missions
- Tubular gear absorbs hard landing loads more gracefully than flat-spring predecessors
Weaknesses
- 1971 is first production year for tubular gear — verify all relevant service bulletins complied with
- Original gear leg fairings from 1971–1972 often cracked; replacement needed on many examples
- Tubular gear legs require careful inspection for straightness and paint cracking at attach points
- Useful load reduced ~20 lbs vs. 182L due to heavier gear and fairings
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-182j-l 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.