Cessna T182T Turbo Skylane

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.

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:

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.

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.

182T pre-buy concerns apply (see cessna-182t). T182T-specific:

1. Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
2. Cylinder CHT history: Review engine monitor data (JPI, EI) for CHT excursions above 400°F. Recurring high CHTs suggest cylinder problems ahead.
3. Hot/high operation history: Western US-based T182Ts are common; verify they were operated within turbo limits at altitude.
4. Wastegate condition: Verify smooth wastegate operation through full power range. Stuck wastegates are a $2,000-$5,000 repair.
5. 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.