Cessna · 1977–1981
Cessna 182Q Skylane (1977-1981)
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
1200lbs
Full-fuel payload
864lbs
Max gross
2,950lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Continental O-470-U
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
- 1,750 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
$110k
Range
$78k – $155k
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
- $1,000–$2,750
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $27,137
- Per flight hour
- $271
- Miles flown / year (at cruise)
- 16,341 mi
- Cost per mile
- $1.66/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 1977-1981 Cessna 182Q's defining feature is the Continental O-470-U engine -- still 230 HP, but with a lower compression ratio (8.2:1 vs the R/S's 7.0:1) optimized for the era's wider range of available avgas grades, including the lower-octane mogas alternatives that became politically popular in the late 1970s. The 182Q retained all other 182P features: Camber-Lift wing, tubular gear, 2,950 lb gross, Omni-Vision cockpit. Approximately 4,000 examples were produced across the five-year run.
The 182Q is the long-running middle variant of the late-classic 182 era. It is mechanically very similar to the 182P; the engine variant is the primary distinguishing feature. For buyers, the 182Q's O-470-U is often considered slightly preferable to the O-470-R/S for mogas operations due to its compression ratio.
O-470-U vs O-470-R/S
The 1977 introduction of the O-470-U represented Cessna's response to fuel-grade uncertainty of the era. With 80/87 octane avgas being phased out and 100LL becoming the de facto standard, but mogas (87+ octane premium auto fuel) increasingly available, the O-470-U was designed to run optimally on the broader fuel landscape:
| Factor | O-470-R/S (pre-1977) | O-470-U (1977-onward) |
|---|---|---|
| Compression ratio | 7.0:1 | 8.2:1 |
| Optimal fuel | 100LL | 100LL or 87+ octane mogas |
| Mogas STC eligibility | Requires Petersen STC | Easier qualification (Petersen and EAA STCs available) |
| Detonation margin | Higher | Lower (requires good fuel) |
| Maintenance | Same | Same |
For owners who run mogas, the O-470-U is preferred for its detonation margin on lower-octane fuel. For 100LL-only operations, the R/S and U perform identically.
Variants & History
| Feature | 182P (1975-1976) | 182Q (1977-1981) | 182R (1981-1986) |
|---|---|---|---|
| Engine | O-470-R/S | O-470-U (new) | O-470-U |
| Compression ratio | 7.0:1 | 8.2:1 (lower) | 8.2:1 |
| Optimized fuel | 100LL | 100LL and 80/87 octane | 100LL and 80/87 |
| Mogas STC eligibility | Available | Easier qualification | Available |
| Production years | 2 | 5 (long run) | 6 (longest 182 production run) |
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Performance
142 KTAS cruise, 980 FPM climb at 2,950 lb gross, 12.5 GPH. Mechanically virtually identical to 182P. Useful load: ~1,200 lbs (slight reduction from 182P due to ~10 lb empty weight increase from minor accessory changes).
Real-world cruise: 136-142 KTAS at economy settings, 11.5-12.5 GPH. Range: ~620 NM at standard tanks; ~850 NM at long-range tanks.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $58,000-$78,000 |
| Flying but tired | $78,000-$108,000 |
| Well-maintained | $100,000-$135,000 |
| Restored / upgraded | $130,000-$175,000 |
The 182Q typically trades $5,000-$10,000 above a 182P in equivalent condition due to the newer airframe (later model year), slightly preferred engine variant, and updated interior trim. Late-run 182Qs (1980-1981) command pricing close to early 182Rs (1981-1983).
ADs & Common Problems
Universal Cessna 182 pre-buy concerns apply. 182Q-specific:
- Engine variant verification: Some 182Qs have been re-engined with O-470-R/S at overhaul time. Verify the airworthiness certificate matches the installed engine.
- Mogas STC condition: If the airplane operates on mogas, verify the STC paperwork is in order and engine cylinders/valves are in good condition (lower-octane fuel runs slightly hotter).
- Late-1970s panel mods: 182Qs from the late 1970s are likely to have undergone multiple panel mods. Verify panel structural integrity and original wiring traceability.
- Higher empty weight: 182Qs tend to be 10-30 lbs heavier than 182Ps due to additional standard equipment; verify current weight-and-balance.
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