Cessna 182S Skylane (1997-2000)

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).

Distinguishing Features (vs 182R and 182T)

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:

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).

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.

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.

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.

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

1. 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.
2. Restart-era cosmetics: Early restart aircraft (1997-1998) sometimes had paint and interior quality concerns. Inspect for premature paint failure or interior wear.
3. Avionics era: 1997-2000 panels often have early-90s avionics that are now outdated. Plan for IFR-modernization budget.
4. Service bulletins: The first 200-300 production aircraft had several service bulletins addressing initial-production issues. Verify all SBs are complied with.
5. Stabilator/elevator condition: The post-1996 horizontal tail has had several ADs; verify compliance.