Cessna · 1997–2000
Cessna 182S Skylane (1997-2000)
Specifications
Performance
Cruise
145KTAS
Range
800nm
Climb
924fpm
Ceiling
18,100ft
Fuel Burn
13.5gph
Fuel Cap.
88gal
MPG
12.4mpg
Stall (Vs0)
49KIAS
T/O roll
795ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1220lbs
Full-fuel payload
692lbs
Max gross
3,100lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Lycoming IO-540-AB1A5
Power
230hp
TBO
2,000hrs
Overhaul
$52k
Owning it
Hull insurance
$2k/yr
Parts
excellent
Mechanics
universal
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,880 lbs
- Max fuel weight
- 528 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,385 ft
- Landing over 50 ft
- 1,335 ft
Paperwork
- Type certificate
- 3A13
- Certification basis
- Part 23
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
$195k
Range
$165k – $240k
Annual all-in
~$29k/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 (13.5 gph)
- $8,775
- Engine reserve
- $2,600
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $1,750–$4,900
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $28,637
- Per flight hour
- $286
- Miles flown / year (at cruise)
- 16,686 mi
- Cost per mile
- $1.72/mi
- Time in the air
- 2 hr 04 min
- Fuel burned
- 28 gal
- Out of pocket
- $264
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 1997 Cessna 182S marked the return of single-engine Cessna production after the 1986-1996 "litigation gap." The General Aviation Revitalization Act of 1994 (GARA) limited manufacturer liability to 18 years from date of original delivery, making it economically viable for Cessna to resume piston single production. The 182S was the second restart aircraft (the 172R launched first in 1996), and is the first 182 to use a fuel-injected Lycoming IO-540 engine instead of the carbureted Continental O-470 used 1956-1986.
Approximately 875 182S examples were produced across the four-year production run (1997-2000) before the more capable 182T (2001+) succeeded it. The 182S is the most-affordable "modern" 182 in the resale market -- typically $40,000-$60,000 below an equivalent 182T due to the older panel (analog steam gauges + modest avionics vs G1000 on 182T).
Variants & History
Distinguishing Features (vs 182R and 182T)
| Feature | 182R (1981-1986) | 182S (1997-2000) | 182T (2001-present) |
|---|---|---|---|
| Engine | Continental O-470-U (carbureted) | Lycoming IO-540-AB1A5 (fuel-injected) | Lycoming IO-540-AB1A5 |
| HP | 230 | 230 (same) | 230 (same) |
| TBO | 1,500 hrs | 2,000 hrs (+500) | 2,000 hrs |
| Fuel system | Carburetor | Fuel injection (new) | Fuel injection |
| Panel | Analog steam gauges | Analog + modest avionics | G1000 glass (new) |
| Empty weight | ~1,770 lbs | ~1,880 lbs (+110, mostly engine) | ~1,900 lbs |
| Useful load | ~1,330 lbs | ~1,220 lbs (-110) | ~1,200 lbs |
| Production approach | Final classic era | Restart of GA production | Mature post-restart |
The Continental-to-Lycoming Change
The shift from Continental O-470 (carbureted, 1956-1986) to Lycoming IO-540 (fuel injection, 1997+) is the most significant 182 engine change in 40 years:
| Factor | Continental O-470-U | Lycoming IO-540-AB1A5 |
|---|---|---|
| HP | 230 | 230 (same) |
| Cylinders | 6 | 6 (same) |
| Displacement | 470 cu in | 540 cu in (+70) |
| Fuel system | Carburetor | Fuel injection (mixture per cylinder) |
| TBO | 1,500 hrs | 2,000 hrs |
| Field overhaul | $45,500–$58,500 | $45,000–$59,000 |
| Hot start | Easy (carbureted) | Hot-start finicky (typical fuel injection) |
| Carb ice | Possible | Eliminated (fuel injection) |
| Fuel economy at cruise | Comparable | Comparable |
| Mixture leaning | Required, often coarse | Per-cylinder optimization possible |
| Smoothness | Smooth | Smooth |
The IO-540 is widely considered a long-term reliability improvement: longer TBO, no carburetor ice, better mixture management for high-altitude cruise. The trade-offs: slightly more expensive overhauls, hot-start technique required, marginally heavier installation (reducing useful load by ~100 lbs).
Performance
145 KTAS cruise at 75% power (~3 KTAS faster than 182R due to refined cowling and fuel injection), 924 FPM climb at 3,100 lb gross, 13.5 GPH. Service ceiling 18,100 ft.
Real-world cruise: 138-145 KTAS at economy settings (65% power, ~12.0 GPH). Range with reserves at 88 gallons: ~800 NM. The IO-540 is slightly more fuel-efficient per HP than the O-470-U at altitude, partially offsetting the higher peak fuel burn.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
The IO-540 is a 540 cubic inch, six-cylinder, horizontally-opposed, fuel-injected Lycoming engine derated to 230 HP for the 182. (Higher-HP IO-540 variants power the PA-32, the Malibu, and many other GA singles.) TBO 2,000 hours. Compression ratio 8.5:1 -- runs on 100LL only.
Field overhaul: $32,000-$42,000. The IO-540 is exceptionally well-supported: parts availability is "excellent" through both Lycoming and aftermarket suppliers.
Valuation Factors
| Condition | Price Range |
|---|---|
| Flying but tired | $135,000-$170,000 |
| Well-maintained | $170,000-$215,000 |
| Restored / upgraded | $210,000-$260,000 |
The 182S occupies a specific market position: post-1996 reliability and fuel injection at significantly lower cost than a 182T (G1000). For buyers who don't need glass cockpit and are willing to invest in panel upgrades, the 182S is the value play in the modern 182 market.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
Universal Cessna 182 pre-buy concerns apply. 182S-specific:
- Engine hot-start technique: The IO-540 fuel injection has a known hot-start procedure that some owners haven't mastered. Verify the engine starts reliably hot.
- Restart-era cosmetics: Early restart aircraft (1997-1998) sometimes had paint and interior quality concerns. Inspect for premature paint failure or interior wear.
- Avionics era: 1997-2000 panels often have early-90s avionics that are now outdated. Plan for IFR-modernization budget.
- Service bulletins: The first 200-300 production aircraft had several service bulletins addressing initial-production issues. Verify all SBs are complied with.
- Stabilator/elevator condition: The post-1996 horizontal tail has had several ADs; verify compliance.
For sale (0)
No listings for this model right now.
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