Cessna 182RG / R182 Skylane RG

Cessna introduced the 182RG in 1978 as a higher-performance variant of the fixed-gear Skylane. The design swapped two major systems: the Continental O-470 went out and the Lycoming O-540-J3C5D went in at 235 hp, and Cessna added a retractable landing gear system similar to the one used on the 177RG Cardinal RG. The combination of the Lycoming O-540 and retractable gear delivered 15 to 20 knots of additional cruise speed over the fixed-gear 182R.

Production ran from 1978 to 1986. The model name changed from 182RG to R182 in 1981 to reflect Cessna's standardized model-prefix system. Total production was about 2,000 aircraft across both designations. The 182RG was popular with cross-country pilots who wanted four-seat hauling capability with meaningful cruise speed and didn't want to step up to the larger and more expensive 210.

Production ended in 1986 along with the rest of Cessna's piston-single lineup. The 182RG was not part of the 1997 production restart. Cessna chose to focus the restart on the fixed-gear 182 line, which has continued through the 182S, 182T, and current T182T variants. The 182RG remains a used-market-only option, but the fleet is large enough that parts and shop support remain reasonable. The Cessna Pilots Association covers 182RG ownership including specific guidance on the Lycoming O-540 engine.

The Cessna 182RG cruises at about 156 KTAS at 75% power, burning 13.5 gph of 100LL. At long-range cruise (65%), the airplane drops to about 145 KTAS on 11.5 gph. The RG is roughly 18 to 20 knots faster than a comparable fixed-gear 182Q/R at similar fuel burn, which is the primary justification for the retractable-gear and Lycoming-engine combination. Climb performance is comparable to fixed-gear 182s at sea level but the RG holds its climb better at altitude due to slightly higher horsepower.

Useful load on a 182RG is about 1,150 to 1,250 pounds. Full fuel (88 gallons usable) leaves about 580 to 680 pounds for people and bags. Four adults of typical weight plus moderate luggage fit comfortably within gross. Range with reserves is about 950 nm at long-range cruise. Service ceiling is 14,300 ft. The 182RG is one of the most-capable four-seat retractable singles in its acquisition range.

The Lycoming O-540-J3C5D is the engine on every 182RG. It's a six-cylinder, horizontally opposed, direct-drive piston rated at 235 hp at 2,400 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The O-540-J3C5D is part of the broader O-540 family that powers a wide range of GA aircraft including the Maule M-7, Cherokee Six, and various float and bush airplanes. Parts and shop support are excellent.

Field overhauls at Penn Yan, Gann Aviation, or other reputable Lycoming shops run $42,000 to $55,000 in 2026 prices. The O-540-J3C5D is slightly more expensive to overhaul than the Continental O-470-U in fixed-gear 182s because of the six-cylinder Lycoming construction and the higher power output. The O-540 family has earned a strong fleet reputation for reliability and longevity.

Oil consumption on a healthy O-540-J3C5D runs about 0.4 to 0.6 quarts per hour. The engine reaches TBO routinely when operated regularly. The constant-speed propeller on the 182RG requires overhaul at the same interval as the engine. Hartzell two-blade or McCauley two-blade prop overhauls run $2,500 to $4,500 depending on findings.

Plan on $210 to $295 per flight hour at 100 hours a year of utilization, all-in. The 182RG runs about $35 to $55 per hour above a comparable fixed-gear 182Q/R, driven by the higher fuel burn, Lycoming O-540 versus Continental O-470 overhaul economics, and retractable-gear maintenance reserves. Fuel and oil run about $77 to $97 per hour at 13.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $21 to $28 per hour based on a $42,000 to $55,000 overhaul amortized across the 2,000-hour TBO. Airframe maintenance reserve is $25 to $40 per hour, higher than fixed-gear due to gear-system maintenance.

Annual fixed costs (hangar, insurance, annual inspection) add another $70 to $130 per hour at 100 hours a year of utilization. Insurance on the 182RG is meaningfully higher than on fixed-gear 182s because of the retractable gear and the higher hull values. First-time RG owners pay $3,500 to $7,000 a year typically. Established 182RG pilots with 200+ hours in type pay $2,200 to $4,500.

Acquisition cost in mid-2026: A 182RG with mid-time engine and steam-gauge panel runs $130,000 to $175,000. A 182RG with fresh engine and modern Garmin panel runs $175,000 to $230,000. Aircraft with documented gear-system rebuilds in recent years trade at premiums over comparable airplanes with high-time gear systems. The 182RG market has more variability than the fixed-gear 182 market because of the gear-system condition variable.

Cessna Pilots Association covers the 182RG with substantial type-specific knowledge. Annual dues are about $70. The 182RG's parts and shop support is comparable to other retractable Cessnas (177RG, 210), and the Lycoming O-540 engine has universal shop coverage. Pre-buy guidance from CPA is essential for understanding the gear-system condition.