Cessna · 1977–1981
Cessna 182Q Skylane (1977-1981)
Specifications
Cruise
142KTAS
Range
620nm
Seats
4
Useful Load
1200lbs
Full-fuel payload
810lbs
Fuel Burn
12.5gph
Fuel Cap.
65gal
MPG
13.1mpg
Stall (Vs0)
48KIAS
T/O roll
710ft
Ldg roll
590ft
Power
230hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$110k
Range
$78k – $155k
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)
- 16,341 mi
- Cost per mile
- $0.89/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
- Lower compression ratio (8.2:1) ideal for mogas operations and fuel-grade flexibility
- 230 HP Continental O-470-U engine with good detonation margin on lower-octane fuel
- Mechanically identical to 182P with proven reliability; ~4,000 produced across 5-year run
- Trades $5k-$10k above equivalent 182P due to newer airframe and preferred engine variant
Weaknesses
- Late-1970s panel modifications common; verify structural integrity and wiring traceability
- Empty weight 10-30 lbs higher than 182P—verify current weight-and-balance compliance
- Engine re-engining at overhaul (O-470-R/S substitution) possible; airworthiness certificate must match installed engine
- If mogas-capable, STC paperwork and cylinder/valve condition critical to verify
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
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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.
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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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