Cessna 182N Skylane (1973-1974)

The 1973-1974 Cessna 182N introduced the Camber-Lift wing with a drooped leading edge -- the same modification applied to the 172M in 1973. The new wing improved low-speed handling and reduced stall speed by 1-2 knots while preserving cruise performance. The 182N also saw gross weight increased to 2,950 lbs (+150 lbs vs 182M), a significant useful-load improvement that pushed the airplane well into "serious load hauler" territory. Roughly 1,800 examples were produced.

The 182N is a meaningful step up from the 182M: same engine and tubular gear, but with the improved wing and substantially more useful load. For buyers comparing the post-1973 Lycoming-era 172N (1977+, 160 HP, 2,300 lb gross) vs the same-era 182N (230 HP, 2,950 lb gross), the 182N offers fundamentally different capability at higher operating cost.

Camber-Lift Wing Benefits on the 182

The drooped leading edge benefits are similar to the 172M but more practical on the 182 due to its heavier gross weight:

• Stall speed reduction: 1 KIAS reduction (Vs0 49 → 48 KIAS) -- meaningful at heavy-aircraft approach speeds
• Improved aileron authority near stall: Combined with the 182's natural low-speed stability, this gives the airplane very docile slow-flight behavior
• Slightly shorter takeoff distance: ~50-100 ft improvement at typical gross-weight operations
• Better short-field performance: Particularly noticeable on grass and gravel strips

For backcountry and rough-strip operations, the 182N's wing improvement is more impactful than on the 172. The 182's higher useful load means it is more often operated at heavier weights where the wing's improvements matter most.

2,950 lb Gross Weight

The 150-lb gross weight increase from 2,800 to 2,950 lbs added meaningful useful-load capability. With a typical 1,720 lb empty weight:

• 182M useful load (2,800 gross): ~1,100 lbs
• 182N useful load (2,950 gross): ~1,230 lbs

That's an extra adult (180 lbs) of capacity, or roughly 21 additional gallons of fuel. The 182N is the first 182 that can routinely carry four adults, full fuel (65 gal = 390 lbs), and 70+ lbs of baggage simultaneously -- a configuration that became increasingly difficult on lower-gross-weight earlier variants.

141 KTAS cruise, 980 FPM climb at 2,950 lb gross, 12.5 GPH. The Camber-Lift wing adds approximately 1 KTAS cruise vs the 182M. Real-world cruise: 135-141 KTAS at economy settings, 11.5-12.5 GPH. Range with reserves at 65-gallon tanks: ~620 NM.

Identical to 182J/K/L/M. See cessna-182j-l for engine notes.

The 182N trades $5,000-$10,000 above the 182M in equivalent condition due to the Camber-Lift wing and higher gross weight. Pricing is comparable to the early-run 182P (1975-1976) which retained the same wing and gross weight.

Universal Cessna 182 pre-buy concerns apply. 182N-specific:

1. Wing leading edge inspection: The Camber-Lift drooped leading edge can be damaged by hangar rash or ramp incidents. Inspect for dents or repairs.
2. 2,950 lb operations history: Verify previous owners weren't routinely operating over 2,800 lbs gross before checking weight-and-balance documentation -- some 182M aircraft were upgraded to 2,950 lb gross via STC without all the required mods.
3. First-year Camber-Lift: 1973 was the first year of the Camber-Lift wing on the 182; verify wing serial numbers match the type certificate.
4. Stall warning calibration: With slightly different stall behavior, verify the stall warning horn activates at proper margin above actual stall.