Cessna · 2001+
Cessna T182T Turbo Skylane
Specifications
Performance
Cruise
158KTAS
Range
985nm
Climb
1010fpm
Ceiling
20,000ft
Fuel Burn
14.5gph
Fuel Cap.
92gal
MPG
12.5mpg
Stall (Vs0)
49KIAS
T/O roll
850ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1110lbs
Full-fuel payload
558lbs
Max gross
3,100lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Lycoming TIO-540-AK1A
Power
235hp
TBO
2,000hrs
Overhaul
$58k
Owning it
Hull insurance
$3k/yr
Parts
excellent
Mechanics
common
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,990 lbs
- Max fuel weight
- 552 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,430 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
$380k
Range
$270k – $540k
Annual all-in
~$33k/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 (14.5 gph)
- $9,425
- Engine reserve
- $2,900
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $3,400–$9,500
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $32,712
- Per flight hour
- $327
- Miles flown / year (at cruise)
- 18,182 mi
- Cost per mile
- $1.80/mi
- Time in the air
- 1 hr 54 min
- Fuel burned
- 28 gal
- Out of pocket
- $260
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
- Full power to 20,000 ft altitude — excellent hot-and-high performance
- 160 KTAS cruise at FL170, 25–35 KTAS faster than 182T above 17,000 ft
- 1,010 FPM sea-level climb; 800+ FPM at 8,000–10,000 ft density altitude
- Unlocks Western US high-altitude flying and weather avoidance
Weaknesses
- Turbocharger overhaul adds $10,000–$15,000 vs. normally aspirated 182T
- Top overhauls common at 800–1,200 hours (vs. 1,500+ on IO-540)
- Reduced useful load by 90 lbs; heavier empty weight
- Eastern US operators rarely justify $50,000–$90,000 turbo premium
Overview
The 2001-present Cessna T182T is the turbocharged 182T variant. The Lycoming TIO-540-AK1A produces 235 HP and maintains full power up to 20,000 ft altitude -- the key advantage of turbocharging. The result: an airplane that cruises 160+ KTAS at FL170-180, climbs aggressively at altitude, and unlocks high-density-altitude operations (Rocky Mountain airports in summer, Western US summer operations generally) that the normally-aspirated 182T struggles with.
The T182T trades $50,000-$100,000 over equivalent 182T pricing. The premium buys higher altitude capability, 13-15 KTAS faster cruise at altitude, and significantly better hot-and-high performance. The trade-offs: higher overhaul cost (turbocharger adds $10,000-$15,000 to overhauls), more demanding cylinder management (turbo engines run hotter), and reduced useful load (-90 lbs vs 182T due to turbo system weight).
Approximately 700+ T182T examples have been delivered through 2026. Production continues at modest volumes.
Variants & History
| Feature | 182T (normally aspirated) | T182T (turbocharged) |
|---|---|---|
| Engine | Lycoming IO-540-AB1A5 | Lycoming TIO-540-AK1A |
| HP | 230 | 235 (+5) |
| Turbocharger | None | Single turbocharger |
| Service ceiling | 18,100 ft | 20,000 ft |
| Max altitude cruise | ~10,000 ft (full power) | 18,000 ft+ (full power) |
| Cruise speed (8,000 ft) | 145 KTAS | 148 KTAS |
| Cruise speed (17,000 ft) | ~135 KTAS (reduced power) | 160+ KTAS (full power) |
| Empty weight | ~1,900 lbs | ~1,990 lbs (+90) |
| Useful load | ~1,200 lbs | ~1,110 lbs (-90) |
| Field overhaul cost | $50,000–$66,000 | $50,000–$66,000 |
| Insurance | ~$2,800/year | ~$3,000/year |
Performance
Where the Turbo Pays Off
Turbocharging is meaningful in three specific scenarios:
1. Hot-and-High Operations
At 8,000-10,000 ft density altitude (a hot summer day at Aspen or Telluride), the normally aspirated 182T loses ~30% of rated power. Climb rate drops to 300-400 FPM, takeoff distances expand significantly. The T182T maintains full power at these altitudes -- climb rate remains 800+ FPM at the same density altitude.
2. High-Altitude Cross-Country
Above 12,000-13,000 ft, the normally aspirated IO-540 produces 60-70% power maximum. Cruise speed drops accordingly. The TIO-540 produces 75-85% power at 17,000-18,000 ft, giving cruise speeds 25-35 KTAS higher than a normally aspirated 182T at the same altitude.
3. Weather Avoidance / Terrain Clearance
Western US flying often requires 13,000-15,000 ft cruise altitudes for weather or terrain. The turbo gives meaningful margin -- climbing to 17,000-18,000 ft for over-the-top cloud clearance is routine, vs. fighting for climb in a normally aspirated 182T.
For Eastern US flying (mostly below 12,000 ft cruise), the turbo's advantages are modest. The price premium is rarely justified.
Performance
158 KTAS cruise at FL170, 1,010 FPM sea-level climb, 14.5 GPH at max cruise (12.5 GPH at economy). Service ceiling 20,000 ft. Range with reserves at 92 gallons: 985 NM at economy cruise.
The T182T's cruise advantage over the 182T grows with altitude:
| Altitude | 182T cruise | T182T cruise |
|---|---|---|
| 4,000 ft | 142 KTAS | 145 KTAS |
| 8,000 ft | 145 KTAS | 150 KTAS |
| 12,000 ft | 142 KTAS | 156 KTAS |
| 17,000 ft | 130 KTAS | 160 KTAS |
| 20,000 ft | N/A | 158 KTAS |
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
The TIO-540-AK1A is a 540 cubic inch, six-cylinder, horizontally-opposed, fuel-injected, turbocharged Lycoming engine producing 235 HP. TBO 2,000 hours. The turbocharger is a single Garrett unit with an automatic wastegate.
Operating considerations:
- Cylinder management: Turbo engines run hotter; CHTs require careful monitoring. Lean-of-peak operation is preferred to keep CHTs in check.
- Cool-down time: Required cool-down after high-power flight (3-5 minutes at low power) to prevent oil coking in the turbo bearing.
- Hot start procedure: Similar to the normally aspirated IO-540, but with additional considerations for turbo oil pressure.
- Top overhaul timing: Top overhauls at 800-1,200 hours are common on turbo engines, vs 1,500+ on normally aspirated.
Field overhaul: $42,000-$55,000 (includes turbocharger overhaul). Factory reman: $55,000-$70,000.
Valuation Factors
| Configuration | Price Range |
|---|---|
| Early steam-gauge T182T (2001-2004) | $230,000-$295,000 |
| G1000 original (2005-2013) | $340,000-$460,000 |
| G1000 NXi (2014-2020) | $430,000-$540,000 |
| Late G1000 NXi (2021+) | $510,000-$640,000 |
| New from factory (2025-2026) | $800,000-$900,000 |
The T182T trades $50,000-$90,000 above the equivalent 182T due to the turbo system. Engine mid-life and turbocharger condition are larger valuation factors than on the normally aspirated 182T.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
182T pre-buy concerns apply (see Cessna 182T Skylane). T182T-specific:
- Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
- Cylinder CHT history: Review engine monitor data (JPI, EI) for CHT excursions above 400°F. Recurring high CHTs suggest cylinder problems ahead.
- Hot/high operation history: Western US-based T182Ts are common; verify they were operated within turbo limits at altitude.
- Wastegate condition: Verify smooth wastegate operation through full power range. Stuck wastegates are a $2,000-$5,000 repair.
- Cool-down logs: Review pilot reports for consistent cool-down practice. Aircraft owned by buyers who don't cool-down properly have shorter turbo life.
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