Cessna · 1972–1976
Cessna 182P Skylane (1975-1976)
Specifications
Performance
Cruise
142KTAS
Range
620nm
Climb
980fpm
Ceiling
18,900ft
Fuel Burn
12.5gph
Fuel Cap.
56gal
MPG
13.1mpg
Stall (Vs0)
48KIAS
T/O roll
710ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1210lbs
Full-fuel payload
874lbs
Max gross
2,950lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Continental O-470-S
Power
230hp
TBO
1,500hrs
Overhaul
$48k
Owning it
Hull insurance
$2k/yr
Parts
excellent
Mechanics
universal
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,740 lbs
- Max fuel weight
- 336 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,315 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
$100k
Range
$72k – $145k
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–$2,500
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $26,962
- Per flight hour
- $270
- Miles flown / year (at cruise)
- 16,341 mi
- Cost per mile
- $1.65/mi
- Time in the air
- 2 hr 07 min
- Fuel burned
- 26 gal
- Out of pocket
- $268
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 1975-1976 Cessna 182P is the most-produced single variant in 182 history -- approximately 3,400 examples built in the two model years (Cessna ramped production hard during the mid-1970s GA boom). Mechanically nearly identical to the 182N: Continental O-470-R/S engine (later S-variant introduced mid-run), Camber-Lift wing, 2,950 lb gross, tubular gear, modern Omni-Vision cockpit.
The 182P represents the peak of the classic 182: every airframe refinement Cessna had developed across two decades was now standard. Production then continued with the 182Q (1977-1981) which was nearly identical, before the 182R (1981-1986) capped the pre-litigation era.
For buyers shopping the classic 182, the 182P is the most-available variant with the most-developed parts ecosystem.
O-470-S vs O-470-R
Mid-run on the 182P, Cessna phased in the O-470-S engine, which is a minor evolution of the O-470-R with improved magneto and accessory configuration. The R and S are largely interchangeable from a flying perspective; they share parts, run on the same fuel, and have the same 1,500-hour TBO.
For pre-buy purposes:
- Verify which variant is installed (R or S)
- Confirm parts traceability for the specific variant
- The S is slightly preferred for parts support today, but both are well-supported
Variants & History
| Feature | 182N (1973-1974) | 182P (1975-1976) | 182Q (1977-1981) |
|---|---|---|---|
| Engine | O-470-R | O-470-R (later O-470-S) | O-470-U (new, lower octane) |
| Production | Moderate | Highest of any 182 variant | Long-run, lower per-year |
| Gross weight | 2,950 lbs | 2,950 lbs | 2,950 lbs |
| Fuel | 100LL only | 100LL only | 100LL and lower-octane options |
| Wing | Camber-Lift | Camber-Lift | Camber-Lift |
Performance
142 KTAS cruise (marginally improved over 182N due to minor cowling refinement), 980 FPM climb at 2,950 lb gross, 12.5 GPH. Useful load: ~1,210 lbs.
Real-world cruise: 136-142 KTAS at economy settings, 11.5-12.5 GPH. Range with reserves at standard 65-gallon tanks: ~620 NM. Optional long-range tanks (88 gallons) extend range to ~850 NM.
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Maintenance & Support
Identical operation to 182J-N. See Cessna 182 Skylane (1967-1970) for general O-470 notes. Field overhaul: $42,000–$54,000.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $55,000-$72,000 |
| Flying but tired | $72,000-$98,000 |
| Well-maintained | $90,000-$125,000 |
| Restored / upgraded | $120,000-$165,000 |
The 182P is the price reference point for classic 182s in the market. Its volume production makes it the most-traded variant; pricing tracks closely with 182Q. Restored 182Ps with modern panels (Garmin G500 or G1000-equivalent retrofits) routinely exceed $130,000.
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ADs & Common Problems
Universal Cessna 182 pre-buy concerns apply. 182P-specific:
- High-time training-fleet 182Ps: Many 182Ps spent time as instrument trainers; check total time and cycle counts.
- Engine variant (R vs S): Verify which O-470 variant is installed; some mid-production 182Ps were swapped between variants during overhauls.
- Long-range tank STC: If the airplane has 88-gallon tanks, verify it is the factory option or a properly documented STC.
- Late-1970s panel design: Original 1975-1976 panels often have outdated avionics that should be budgeted for upgrade. Full panel modernization: $20,000-$45,000.
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