Cessna T182T Turbo Skylane

Cessna restarted piston-single production in 1996 with the 172R. The 182S followed in 1997. The T182T turbocharged variant arrived in 2001 as a refinement of the 182S that added the Lycoming TIO-540 turbocharged engine. The T-prefix on the T182T model distinguishes the turbo variant from the normally-aspirated 182T. Both share the same airframe and avionics generation.

The TIO-540-AK1A engine was a meaningful change from the Continental O-470 and Lycoming O-540 engines used in earlier 182s. The Lycoming TIO-540-AK1A is a six-cylinder turbocharged 235 hp Lycoming with fuel injection and an automatic wastegate that simplifies pilot workload. The engine maintains 235 hp from sea level up to roughly 18,000 feet, which gives the T182T meaningful altitude capability that fixed-aspiration 182s simply don't have.

Production has run continuously since 2001 with steady avionics and detail refinements. Garmin G1000 became standard around 2005. G1000 NXi replaced it in the mid-2010s. The T182T has remained the speed and altitude variant of the Skylane line throughout. About 1,000 T182Ts have been delivered in total. Cessna paused production briefly during 2013 but resumed in 2023 with current production aircraft incorporating refinements developed during the pause.

The T182T cruises at about 158 KTAS at FL120 burning 14.5 gph of 100LL. At lower altitudes (8,000 to 10,000 ft), cruise drops to 152 KTAS at similar fuel burn. The turbo allows the airplane to maintain rated power up to about FL180, which means meaningful cruise performance well above where normally-aspirated 182s start losing power. The T182T's altitude performance is the central justification for the turbocharger and the higher operating cost relative to fixed-aspiration 182s.

Useful load on a T182T is about 1,000 to 1,100 pounds depending on equipment. Full fuel (87 gallons usable) leaves about 480 to 580 pounds for people and bags. Four adults of typical weight plus light luggage fit within gross, but the useful load is meaningfully less than the older 182Q/R variants because of the heavier turbo system and modern avionics weight. Range with reserves is about 850 nm at long-range cruise. Service ceiling is FL200 on paper (operational FL180 typical). The T182T is one of the few normally-aspirated cabin-class Cessnas with real altitude capability.

The Lycoming TIO-540-AK1A is the engine on every T182T. It's a six-cylinder, horizontally opposed, fuel-injected, turbocharged Lycoming rated at 235 hp at 2,400 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The TIO-540 family is the same engine series used in the Piper Malibu Mirage, with slightly different specifications. The TIO-540-AK1A is well-supported by the broader Lycoming shop network.

Field overhauls at Penn Yan, Western Skyways, or other reputable Lycoming shops run $50,000 to $70,000 in 2026 prices. The turbo adds substantially to overhaul cost compared to the normally-aspirated O-540 in the 182RG. Turbocharger maintenance is an additional consideration, with turbo work typically running $4,000 to $8,000 per overhaul cycle. Plan on the higher end of overhaul costs for engines that have been operated at high power settings regularly.

Oil consumption on a healthy TIO-540-AK1A runs about 0.4 to 0.6 quarts per hour. The engine demands disciplined CHT and TIT management to reach TBO. Engine monitor installation (factory standard on current production) is essential for safe LOP operation. Cylinder work at top-overhaul intervals (around 800 to 1,200 hours on hard-flown engines) is more common on the turbo than on normally-aspirated O-540 variants in 182RGs.

Plan on $280 to $400 per flight hour at 100 hours a year of utilization, all-in. The T182T runs about $65 to $100 per hour above a comparable 182RG, driven by the turbo operating costs, higher fuel burn, and significantly higher hull values. Fuel and oil run about $85 to $110 per hour at 14.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $25 to $35 per hour based on a $50,000 to $70,000 overhaul amortized across the 2,000-hour TBO. Airframe maintenance reserve is $25 to $40 per hour.

Annual fixed costs (hangar, insurance, annual inspection) add another $80 to $145 per hour at 100 hours a year of utilization. Insurance on the T182T is meaningfully higher than on fixed-aspiration 182s due to higher hull values, turbo complexity, and the modern G1000 panel value. First-time T182T owners pay $4,000 to $7,500 a year typically. Established T182T pilots with 200+ hours in type pay $2,500 to $4,500.

Acquisition cost in mid-2026: Early T182Ts (2001-2005) with steam-gauge or G1000 panels run $250,000 to $375,000. Mid-cycle T182Ts (2006-2013) with G1000 NXi run $325,000 to $475,000. Late-model and current production T182Ts run $450,000 to $620,000. New from Textron starts above $620,000.

Cessna Pilots Association covers the T182T with substantial type-specific knowledge. Annual dues are about $70. The T182T's turbo operation and modern avionics create some type-specific learning, but the underlying airframe and engine family are well-supported. Most T182T ownership decisions benefit from CPA consultation.