Buy a Cessna 182, 1996 or newer.........
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Buy a Cessna 182, 1996 or newer.........
We have plans to buy a Cessna 182, there must be a 1996 model or newer and non turbo. IFR equipment is not necessary! Basically we want a plane that is in very good condition such as paint, interior and some flying hours left on the propeller, engine and fuselage 
But we are open and consider all if price is right, paint repair, engine overhaul and cosmetics cost money and we must include in our calculation for purchase!
I think the Cessna 182 came with the G1000 in 2004, it had been fun and I guess maybe it is easier to sell in the future. Cessna 182 with G1000 is probably too expensive for us!
I see there are many online Cessna 182 for sale, some with price indication and without any price with a request to call. We do not know what these planes actually sold for, or what the owner can let it be sold for. I understand that we all want the best possible price from the sale, but if the market for aircraft sales are still bad does it affect prices?
How cheap can we buy a Cessna 182 in the United States, Canada or Europe now ?
But we are open and consider all if price is right, paint repair, engine overhaul and cosmetics cost money and we must include in our calculation for purchase!
I think the Cessna 182 came with the G1000 in 2004, it had been fun and I guess maybe it is easier to sell in the future. Cessna 182 with G1000 is probably too expensive for us!
I see there are many online Cessna 182 for sale, some with price indication and without any price with a request to call. We do not know what these planes actually sold for, or what the owner can let it be sold for. I understand that we all want the best possible price from the sale, but if the market for aircraft sales are still bad does it affect prices?
How cheap can we buy a Cessna 182 in the United States, Canada or Europe now ?
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I bought a very nice 1978 182, with low airframe time, mid engine time, and no damage history, in April, for a Norwegian friend, for US$ 75,000. Paint and interior were original, though not bad, and though we have done a lot of work on it. It certainly was airworthy, with no snags when I picked it up.
There were others out there spanning the price I paid, but the equipment and condition too!
There were others out there spanning the price I paid, but the equipment and condition too!
How cheap can we buy a Cessna 182 in the United States
CESSNA 182, Used CESSNA 182, CESSNA 182 For Sale At Controller.com - Page 1
Airplanes & Aircraft Parts For Sale - Free Classified Ads - Ultralights to Airliners - Used Aircraft and Helicopter Sales and Classifieds including Cessna, Beechcraft, Piper, de Havilland, Boeing, Airbus and Lockheed planes
http://www.trade-a-plane.com/
There's more, though you can google it..
.
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Thank you for feedback on my post! C-182 1978 in good condition for $ 75,000 is a good aircraft, unsure of the price difference from here and up to 1996 model and newer. I basically want to buy aircraft from 1996 and later.
The links that are posted here I thank you, this are pages I have visited several times. There are some ads on C-182S in the model area in 1996 -1999 approaching our price level if we get good discounts
Someone who has concrete sales prices of similar flights from buyers or sellers ?
The links that are posted here I thank you, this are pages I have visited several times. There are some ads on C-182S in the model area in 1996 -1999 approaching our price level if we get good discounts
Someone who has concrete sales prices of similar flights from buyers or sellers ?
Last edited by dypen; 1st Nov 2010 at 07:23.
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... If you have flown 182s and quite happy then fine - My personal experience was brief - around 1980 so may not apply to later versions
that may have since been improved.
For a start I may have been spoilt in that my last a/c was a Cessna Rheims 172J - not to be confused with an ordinary 172 - having
the smooth and extra power of its Rolls Royce Continental 6 cylinder 210hp fuel injection and VP prop etc - but decided to partex against a 182 - but within first hour of flying the 182 found it heavy to handle - very noisy and rough sounding engine -and (not sure about this) was of carb heating type !
Anyway I was very glad and most releived to return to the field and fly home in my 172J.
Of course I accept that I may have been unlucky and this particular 182
was not typical of all .
...
that may have since been improved.
For a start I may have been spoilt in that my last a/c was a Cessna Rheims 172J - not to be confused with an ordinary 172 - having
the smooth and extra power of its Rolls Royce Continental 6 cylinder 210hp fuel injection and VP prop etc - but decided to partex against a 182 - but within first hour of flying the 182 found it heavy to handle - very noisy and rough sounding engine -and (not sure about this) was of carb heating type !
Anyway I was very glad and most releived to return to the field and fly home in my 172J.
Of course I accept that I may have been unlucky and this particular 182
was not typical of all .
...
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Yes, they are much heavier than a C172 especially with a forward c of g but there is little out there with the combination of lifting capacity, speed and short field capability.
The late '90s models with the Lycoming, fuel injection and three blade prop are super smooth and surprisingly economical.
Sorry, haven't any firm prices but I would expect the first of the late build models would be upwards of £80000.
DO.
The late '90s models with the Lycoming, fuel injection and three blade prop are super smooth and surprisingly economical.
Sorry, haven't any firm prices but I would expect the first of the late build models would be upwards of £80000.
DO.
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Thanks for the feedback, even the ones I have as PM
Cessna 172 we can hire through our local flying club, both with and without G1000 to a very nice price
What makes it interesting in addition to a beautiful aircraft with a Cessna 182 is the lifting capacity, cruse speed, short field capability and available aircraft when we want to be away for a few days.
We hope this justifies the higher cost it is to own versus fly club aircraft
Cessna 172 we can hire through our local flying club, both with and without G1000 to a very nice price
What makes it interesting in addition to a beautiful aircraft with a Cessna 182 is the lifting capacity, cruse speed, short field capability and available aircraft when we want to be away for a few days.
We hope this justifies the higher cost it is to own versus fly club aircraft
Quote from "dont overfil" The late '90s models with the Lycoming, fuel injection and three blade prop are super smooth and surprisingly economical.
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I'm also looking at C182s, and I was disappointed in performance/service ceiling of the '98 model (according to the POH).
For me the model 182Q or 182R is the way to go.
For me the model 182Q or 182R is the way to go.
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Buy a Cessna R172K with the Isham engine mod. and you can go anywhere. Full 4 seater, 8 galls. per hour, 17000ft ceiling and at the right altitude about 130knots +. I have loved every minute of mine and I know another on these pages who feels the same. Quite rare but well worth seeking out.
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TWR
Having flown these types I would suggest the POH of the newer aircraft tells less porkies.
Also the real world difference in consumption between the carburetor and the fuel injection is 1.5-2 gph.
If performance is that important the RG has more speed (and maintenence cost).
On the subject of cost tbo is 1600hrs on the Continentals (earlier models except RG) and 2000hrs on Lycomings.
The S model that dypen is looking for is a different beast from the earlier types. The only down side is no more than 30 degree flap!
DO.
Having flown these types I would suggest the POH of the newer aircraft tells less porkies.
Also the real world difference in consumption between the carburetor and the fuel injection is 1.5-2 gph.
If performance is that important the RG has more speed (and maintenence cost).
On the subject of cost tbo is 1600hrs on the Continentals (earlier models except RG) and 2000hrs on Lycomings.
The S model that dypen is looking for is a different beast from the earlier types. The only down side is no more than 30 degree flap!
DO.
Last edited by dont overfil; 2nd Nov 2010 at 12:13.
Does anyone have experience of the C182 with the SMA engine?
I'm hoping Continental get a move on with their version, as the aircraft I want to buy is a C182 Diesel
I'm hoping Continental get a move on with their version, as the aircraft I want to buy is a C182 Diesel
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Does anyone have experience of the C182 with the SMA engine?
I'm hoping Continental get a move on with their version, as the aircraft I want to buy is a C182 Diesel
I'm hoping Continental get a move on with their version, as the aircraft I want to buy is a C182 Diesel
SMA Engines - Wikipedia, the free encyclopedia
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182Q and 182R are many of these beauties on the web in different price ranges. But, I think prices are high considering the age vs. 182S -96 and up!
What exactly is the difference between Q and R, I see they are sold in approximately the same time period ?
What exactly is the difference between Q and R, I see they are sold in approximately the same time period ?
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The economy looks disappointing.
I currently fly a C182T,- mechanically the same as the S- (non turbo) 22" 2200rpm at 7500ft gives 133ktas with a burn of 11.5usg ph (10imp g).
These are real figures not from the POH.
DO.
PS No significant difference between Q & R in performance.
I currently fly a C182T,- mechanically the same as the S- (non turbo) 22" 2200rpm at 7500ft gives 133ktas with a burn of 11.5usg ph (10imp g).
These are real figures not from the POH.
DO.
PS No significant difference between Q & R in performance.
Last edited by dont overfil; 2nd Nov 2010 at 20:16.
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I don't have the POH of the C182S with me, but when I went to see one that was up for sale and had a look at the perfo tables I was disappointed to see that best perfo was around 6000' and not much left when going up to 14000'.
This is significantly different from the models with the Continental engine. It's not that important when you fly low level VFR, but my mission is IFR above the clouds.
The cockpit of the pre '96 models is rubbish though. What an idea to put the AI and DG offset to the left :-/
Performance difference between Q and R is max tkof weight.
Very artificial, though. The higher tkof weight results in lower max operating
ceiling.
This is significantly different from the models with the Continental engine. It's not that important when you fly low level VFR, but my mission is IFR above the clouds.
The cockpit of the pre '96 models is rubbish though. What an idea to put the AI and DG offset to the left :-/
Performance difference between Q and R is max tkof weight.
Very artificial, though. The higher tkof weight results in lower max operating
ceiling.
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I haven't had either above 10500 but up to that the late build AC was slightly better probably because it was newer. The RG is even better.
As I said earlier the newer POHs are nearer to the truth but don't believe everything they say.
Remember Cessna was taken to court over the published performance figures of the early C177.
DO.
As I said earlier the newer POHs are nearer to the truth but don't believe everything they say.
Remember Cessna was taken to court over the published performance figures of the early C177.
DO.
Last edited by dont overfil; 3rd Nov 2010 at 10:49.
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Cessna 182 history and information:
http://www.seaplaneswest.com/documents/182hist.pdf
Cessna 182 - Wikipedia, the free encyclopedia
Flying the Cessna 182 Skylane: My Checkout Story (by Jeremy Zawodny)
Home of the "Fresh Pick" STC - Trolltune Corporation
Fly Jet A Photo Gallery
Ventet i to år | www.ringblad.no
http://www.seaplaneswest.com/documents/182hist.pdf
Cessna 182 - Wikipedia, the free encyclopedia
Flying the Cessna 182 Skylane: My Checkout Story (by Jeremy Zawodny)
Home of the "Fresh Pick" STC - Trolltune Corporation
Fly Jet A Photo Gallery
Ventet i to år | www.ringblad.no
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What relation do you have to these aircraft "dont overfil" ? The Cessna 182 story we see what the planes cost the time they were new!
1997-2000 - 182S
Productionresumeswiththe182S
1.TextronLycomingfuel injected engineIO-540-AB1A5,230HP
2.Newseat and restraint system
3.Corrosionproofing
4.Dualvacuumsystem
5.Annunciatorpanel
6.Revisedelectricalsystem
SerialNumbers18280004thru18280944
Base Price $190,600
Productionresumeswiththe182S
1.TextronLycomingfuel injected engineIO-540-AB1A5,230HP
2.Newseat and restraint system
3.Corrosionproofing
4.Dualvacuumsystem
5.Annunciatorpanel
6.Revisedelectricalsystem
SerialNumbers18280004thru18280944
Base Price $190,600
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Dypen,
I've been in the market myself. Things I've noticed or have been told are:
1. That the prices in the US seem pretty consistent. $120k will buy you a very nice aircraft. 182 prices in the UK seemed to have crept up quite a bit since the exchange rate moved back from 2-1 to 1.6-1
2. Prices in Europe are horrible. I presume this is because of the Euro. Some friends of mine in the US a year or two back were cheerfully selling their aircraft in droves to queues of French aviators. Not sure how things are now with the exchange rates.
3. Old aircraft aren't necessarily bad. With new paint, a decent interior and a good engine they will (arguably) outperform newer (heavier) aircraft.
4. The old RGs go about 15 knots faster and the TRs are even better at lifting as the Turbo allows you to get plenty of power on take-off even when hot and high. The older wheels up versions I believe might even perform better than the new fixed turbos from what I recall.
5. Pick an aircraft that has been regularly flown if you can. If it's been sitting in a wet field or a hangar for months, then you run the risk of a spate of bills in the first year. For some reason they do like being used and if they aren't, they end up taking vast amounts of money out your account.
6. The 30 year old beauty I ended up buying is super and is everything I could have hoped for. She performs smack on the POH figures, though she does need EDM data to help achieve this.
7. Ask your engineer and any other engineers you can find. The chaps in the industry know where the lemons and the peaches can be found. 'Ah yes, I know that one....' can save your life. (and DON'T FORGET to get a full survey by the way)
8. There has been a dearth of 182s on the 2nd hand market over the last 12-18 months, but some are now appearing in the magazine ads and webvendors. If you find a good one. Move quickly!
9. Oh and for price, obviously haggle. You should get a bit off the asking price, but in my experience people don't move that much - maybe 5-8%.
I've been in the market myself. Things I've noticed or have been told are:
1. That the prices in the US seem pretty consistent. $120k will buy you a very nice aircraft. 182 prices in the UK seemed to have crept up quite a bit since the exchange rate moved back from 2-1 to 1.6-1
2. Prices in Europe are horrible. I presume this is because of the Euro. Some friends of mine in the US a year or two back were cheerfully selling their aircraft in droves to queues of French aviators. Not sure how things are now with the exchange rates.
3. Old aircraft aren't necessarily bad. With new paint, a decent interior and a good engine they will (arguably) outperform newer (heavier) aircraft.
4. The old RGs go about 15 knots faster and the TRs are even better at lifting as the Turbo allows you to get plenty of power on take-off even when hot and high. The older wheels up versions I believe might even perform better than the new fixed turbos from what I recall.
5. Pick an aircraft that has been regularly flown if you can. If it's been sitting in a wet field or a hangar for months, then you run the risk of a spate of bills in the first year. For some reason they do like being used and if they aren't, they end up taking vast amounts of money out your account.
6. The 30 year old beauty I ended up buying is super and is everything I could have hoped for. She performs smack on the POH figures, though she does need EDM data to help achieve this.
7. Ask your engineer and any other engineers you can find. The chaps in the industry know where the lemons and the peaches can be found. 'Ah yes, I know that one....' can save your life. (and DON'T FORGET to get a full survey by the way)
8. There has been a dearth of 182s on the 2nd hand market over the last 12-18 months, but some are now appearing in the magazine ads and webvendors. If you find a good one. Move quickly!
9. Oh and for price, obviously haggle. You should get a bit off the asking price, but in my experience people don't move that much - maybe 5-8%.