Cessna 182 fixed gear - a mini review and models with the best value

If you are trying to find the perfect plane, this article may help you.

 

A bit of my flying background: 

• I have almost 800 hrs in two Cessna 182 models.
• I bought a 1966J before my first flight lesson and used it for training, then flew it for 10 years. My home field was at 7,200 MSL, with summer DAs at 9-10K. The 182 had no problem with those altitudes. It helped that it had a 260 hp Norland STC.
  
• I have now owned a 1976P for 4+ years. I think this is the best year for 182, which I explain below.
  
• I highly recommend you train in your 182. The day after you get your PPL, you will have a huge confidence and safety in that plane.
  
• I am a VFR pilot and use the plane to sight see, shoot aerial photos, and visit places with friends and family.
• I have landed at some pretty big airports, like SLC, ABQ, TUS, HNL, ANC, and flown through some busy airspaces (Bay area, LA area, NYC, Seattle, Phoenix...).
• I have flown from New Mexico to Alaska and back in 18 days.

 

With a Cessna 182, you can fly 3 people to Denali with camping and cooking gear. Once you get there, you can open the window and have unobstructed views of this gorgeous scenery (this is the famous Ruth gorge, through which we flew soon after I took this photo). 

 

• I have flown from New Mexico to the Caribbean (the Bahamas, Turks and Caicos, Puerto Rico, and the Dominican Republic) and back in 16 days.
  

 

A Cessna 182 can easily haul 3 people, all their luggage for 2+ weeks, full fuel tanks, and full kayaking gear (inflatable kayaks, seats, life vests, ores, pumps, dry bags,...).

 

• I have landed at Leadville, Telluride, Sedona, Catalina, etc.
  
• I have flown rented planes in New Zealand, Italy, Greece, Hawaii, and South Africa.
• I have flown many times up to 17,500 ft (on oxygen) over the Rockies, Sierras, and Alaska ranges.
  

 

My summary of Cessna 182 (fixed gear):

I think this is the best overall general aviation airplane for up to 4 people, kind of like the Subaru Outback is for cars.

• Major pluses:
• Super safe, docile, and forgiving, especially since 1972 with the leading edge wing cuff (which you can add to earlier models via an STC). If you are coordinated, it's very difficult to stall this plane under any circumstances. It has very good structural integrity as well.
  
• Very roomy (after 1962) for 4 people.
• Huge cargo area, especially since 1972 model.
• Huge useful load, especially P, Q, and R models, which commonly have close to 1,300 lbs of useful load (you may need to buy a $750 STC).
• Very long range (>600 nm) if you get the long range tanks.
  
• Climbs very well up to 15,000 ft with the stock engine.
  
• Can take off and land in short distances on rough surfaces, giving you access to more airports than many other planes.
  
• Can fully open the pilot's window for amazing aerial photography.
• Gorgeous views of the Earth, because the wing is not in the way.
  
• Easy to find parts and maintain anywhere, since it's such a popular plane. We needed a gasket for the fuel sump on a remote island in the Bahamas, and a local mechanic had it in stock. Pretty crazy.
• Super easy access with two large doors and no need to climb on the wing.
• Ability to add a full frame parachute (BRS) to 1964 and newer models. This is a fantastic "comfort" and safety feature that very few certified planes have. It's great for people who want to explore the wilderness, where off-field landing options are very limited or non-existent.
  
• Minor pluses:
  
• Annuals can be done in 2 days and are very reasonably priced.
• Insurance is relatively inexpensive (this is a fixed gear review).
  
• Gravity-fed fuel without an extra failure point of a fuel pump.
• "Both" fuel setting, which minimizes the chances of an engine out due to an empty fuel tank. Compare that to the 4 individually selectable tanks on a Piper Comanche.
  
• Fixed and rugged landing gear = low maintenance, low insurance, and rugged for rough runways. 
• Lots of available modifications and STCs: many engine, aerodynamic, safety, and STOL upgrades.
• More comfy loading/unloading during rain and sun, since the wing protects you.
• The cabin does not easily overheat because the wing protects it from the sun.
• Easy to control the pitch, and therefore the airspeed, with the pitch trim. To me, this is a safety feature: once you set the pitch, it is difficult to inadvertently pull on the yoke and stall the plane. In cruise, the altitude is very stable once you set the pitch.
  
• Minuses (you can decide how important they are to you):
  
• Moderate cruise speed of 140-160 mph, depending on the model year and altitude. Sure, a Mooney or Bonanza are faster, but they have disadvantages, so there is a trade-off.
• It is a certified plane, so maintenance and avionics will cost more than in an experimental plane.
• People complain that controlling the pitch is harder than in lighter planes. Simple solution: always control the pitch with the trim. To me, this is actually a great safety feature, because once trimmed for speed, it's very difficult to lose that speed and stall.
  
• More difficult to refuel, since you have to use a stool/ladder. 
• Not the most efficient plane. You get 13-14 statute miles/gallon, at best. This is a trade-off for the large cabin and stall-resistant wing.
  
• CG is quite forward with people sitting only in the front seats. This may cause a nose gear landing and damage to the firewall, especially to the models prior to 1970. There are 2 ways to avoid this:
• Place a ballast in the baggage compartment. A BRS (85 lbs) works very well.
• Aggressively trim up for landing.
• Legacy models (prior to 1986) have carburated engines that can stop in flight due to carb ice. This seems to be super rare and can be prevented with a simple carb temp gauge and carb heat on your checklists.
  

 

Which model/year of Cessna 182 is the best?
This is my personal opinion that I think applies to most people, but not all.

The answer depends on the mission, budget, and personal preferences. Earlier models are lighter and are better for STOL. Later models (70s-80s) are more aerodynamic, faster, and have greater useful loads. The restarts (90s and newer) have fuel-injected engines, smaller useful loads, and cost a lot more. I think that 1973-1976 models are the best overall in terms of value and utility for most people. See below for the reasons.

Some important features of different models/years:

• Anything since 1964 can be added a BRS. It takes away 85 lbs of useful load and some baggage space, but moves the CG backwards, so it's easier to land and can cruise a bit faster. In case of an engine out or midair collision, this may save your family's/friends' lives. Even super experienced pilots die after an engine out; BRS has saved many lives.
  
• 1976 and earlier models can use autogas. This can save money, get you out of a bind in case of 100LL shortage, and can take you around the World, where non-ethanol mogas is readily available.
• 1977 and earlier models use fuel bladders, which I think is better than wet wings. As Paul New said, "the difference between the bladders and the tanks is that the cost to replace the bladders is finite".
• 1972 and later models have an extended baggage, so if you plan to get the BRS, this will minimize the negative effect on the baggage space. Without the BRS, the baggage compartment is massive; still very big even with the BRS.
  
• 1970 and newer models have a stronger firewall that minimizes the chances of damage due to landing on the nose wheel.
  
• 1972 and newer models have a leading edge mod (from the factory) that make them nearly stall proof. An amazing safety feature. Plus, no need for STOL kits.
• 1973 and later models have a more aerodynamic cowling for a bit of extra speed.
• All P and Q models can increase the useful load by 150 lbs (to 3100 GW) by paying $750 for an STC (no physical mods, just a piece of paper). Therefore, they can have a very large useful load (typically 1250-1300 lbs).
• In 1973, the cowling gained new mounts that reduced vibrations.
• For more details for each Cessna 182 model year, here is a great PDF:
• https://cessna.org/wp-content/uploads/2019/07/182hist-1.pdf
  

In summary, I think '73-76 are the best years in terms of value (what you get for your money). Add the BRS and you will still have ~1200 lbs of useful load. That is 720 lbs of people/baggage and full tanks (80 gals). An incredible machine!

 

A dream Cessna 182 (for me):

• 1973-1976 model with the STC for 3100 GW (have it)
  
• Long range fuel tanks (have it)
  
• Pponk engine upgrade (want it)
  
• BRS (have it)
  
• Dynon 2-screen + Avidyne IFD 540 navigator (want it)