Cessna 182 Skylane (182Q/R, O-470-U)

Cessna introduced the 182 in 1956 as a tricycle-gear evolution of the 180 Skywagon. The 182 used the same Continental O-470 engine as the 180 but with tricycle landing gear that made it easier to fly than the taildragger Skywagon. First production was 1956. Cessna pushed the airplane immediately as the four-seat upgrade from the 172. The 182 went on to become the second-best-selling Cessna piston single after the 172.

Production iterated through 1986 with model letters A through R. The major engine changes were: 230 hp O-470-L (1956-1976), 235 hp O-470-S (1976-1977 in some 182Ps), and 230 hp O-470-U (1977-1986 in 182Q/R). The O-470-U variant got the longer 2,000-hour TBO (with 2,200 hours for serial number 1006000 and later) per Continental SIL 98-9E, which made the 182Q/R era the most operating-economics-friendly used-market 182s.

Production paused in 1986 along with the rest of the Cessna piston-single lineup. The line restarted in 1997 with the 182S, the first post-restart variant using the fuel-injected Lycoming IO-540-AB1A5. The 182T (with Garmin G1000) and current production T182T (Turbo Skylane) carry the line forward. The 182Q/R variants we focus on here represent the volume sweet spot in the used market: late-production pre-restart aircraft with the proven O-470-U engine and reasonable acquisition cost relative to the post-restart 182S and later variants.

The Cessna 182Q/R cruises at about 138 KTAS at 75% power, burning 13 gph of 100LL. At long-range cruise (65%), the airplane drops to about 127 KTAS on 11 gph. The Skylane is meaningfully faster than a 172 (about 15 to 20 knots) and meaningfully slower than a 210 (about 25 to 30 knots). It sits in the sweet spot of four-seat single performance for non-retractable airplanes.

Useful load on a 182Q/R is about 1,150 to 1,250 pounds depending on equipment. Full fuel (88 gallons usable on most variants) leaves about 600 to 700 pounds for people and bags. Four adults of typical weight plus full luggage fit comfortably within gross. The 182 actually carries what its cabin suggests it carries, which separates it from many four-seat singles that nominally seat four but really only fit two-plus-luggage. Range with reserves is about 850 nm at long-range cruise. Service ceiling is 14,900 ft on paper. The Skylane is one of the most-capable four-seat hauling airplanes in GA.

The Continental O-470-U is the engine on every 182Q and 182R. It's a six-cylinder, horizontally opposed, direct-drive piston rated at 230 hp at 2,400 RPM. Continental's published TBO is 2,000 hours (2,200 hours for serial number 1006000 and later) per Continental Service Information Letter SIL 98-9E. The O-470-U is one of the longest-TBO Continental engines and one of the more reliable variants of the O-470 family.

Field overhauls at Western Skyways, Gann Aviation, or other reputable Continental shops run $40,000 to $52,000 in 2026 prices. The O-470-U has a strong fleet history. Parts availability is good. Most engines reach TBO without intermediate top overhauls when operated regularly and managed reasonably. The O-470 is somewhat sensitive to lead fouling in low-utilization operation, so engines that sit for extended periods can develop cylinder issues that wouldn't surface in higher-utilization operation.

Oil consumption on a healthy O-470-U runs about 0.4 to 0.6 quarts per hour. The six-cylinder Continental is a thirstier oil burner than the four-cylinder Lycomings in smaller Cessnas, but consumption is predictable. Cylinder work at top-overhaul intervals (around 1,200 to 1,500 hours on hard-flown engines) runs $3,500 to $5,500 per cylinder. The 182's six cylinders mean a top overhaul is a substantial expense if it surfaces, but most engines run to TBO without it.

Plan on $175 to $245 per flight hour at 100 hours a year of utilization, all-in. The 182Q/R is roughly $50 to $80 per hour above a 172 due to the larger engine, six-cylinder operation, and slightly higher airframe maintenance. Fuel and oil run about $75 to $95 per hour at 13 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $20 to $26 per hour based on a $40,000 to $52,000 overhaul amortized across the 2,000-hour TBO. Airframe maintenance reserve is $20 to $35 per hour.

Annual fixed costs (hangar, insurance, annual inspection) add another $50 to $90 per hour at 100 hours a year of utilization. Insurance on the 182 is moderate. Hull values are reasonable. First-time owners pay $2,500 to $4,500 a year typically. The 182's insurance is meaningfully higher than a 172 because of the engine, hull value, and the slightly more demanding handling characteristics. Established 182 pilots pay $1,800 to $3,500.

Acquisition cost in mid-2026: A 182Q with mid-time engine and steam-gauge panel runs $90,000 to $130,000. A 182Q or 182R with fresh engine and modern Garmin panel runs $130,000 to $185,000. Late 182Rs (1984-1986) with low hours trade at the high end of the range. Aircraft with documented engine and prop overhauls within the last 500 hours trade at premiums.

Cessna Pilots Association covers the 182 family. Annual dues are about $70. The 182 has substantial type-club support including pre-buy guidance specific to the Q and R variants, engine and prop overhaul shop recommendations, and the accumulated 65+ years of fleet operating experience. Most 182 ownership decisions benefit from CPA consultation.