As a previous PA-18-180 / PA-32-300 / T-Cratf / C-206 pilot and C180 owner, I have just finished putting close to 30 hrs on a 182 that I can add to my above list and can honestly say that I enjoyed the extra room up front compared to the C180 and was truley impressed with it's off-road abilities. Don't know what else to tell you, but seems they tend to get bashed around on these forums and for the price right now I think it is a lot of aircraft for the money.

I have over 700 hrs in a 182B. Nobody bashes 182's. My plane does most of what I like to do. I like the early 182's (1956-1961) with the narrow cabin (same as the 180) They are lighter and a bit mor responsive.

For sure it will not land in 300 feet on a gravel bar. Most people that have planes capable of that feet would not try it. After you consider density altitude in the back country in the sumer months, I can usually land shorter than the plane will take off.

They say that Mile High in Idaho is one of the most chalenging strips in that state. My plane is capable of that strip but this guy will probably never attemt it.

Tim

I just started flying a 182J that I bought after I broke the black buzzard. The price was too good to pass up. I have been amazed at how it responds. Also have 8.00's on the mains which will let me land on a few sand/gravel bars after I get my skills up.

We also own and fly a 182J off a grass strip at our home. I love this airplane and am amazed at it's capability. Watch out though you will be forever spoiled at how much you can cram in it and it still flys.

Just out of curiosity, what makes the 182J different from the other models? I was looking at Wikpedia and they had a variant listing but it did not include the "J" model.

Skystrider wrote:Just out of curiosity, what makes the 182J different from the other models? I was looking at Wikpedia and they had a variant listing but it did not include the "J" model.

Means it was one of the 941 built in 1966.

1956 – 182 Gross weight 2550 pounds
1. Tricycle gear version of Cessna Model 180.
2. Nose cowl changed from Cessna 180 to accommodate nose gear.
3. 230 HP Continental O-470-L engine.

1957- 182A Gross weight 2650 pounds
1. Main landing gear lowered four inches, increasing gear track 5.4 inches.
2. Main gear strut material thickness increased from 11/1 6 inch to 3/4 inch.
3. Stronger seat frames.
4. Rear seat back support improved.
5. Upholstery rolled around door frame for better finish.
6. Flush door latches.
7. Redesigned instrument panel and fuel gauges.
8. Generator low voltage light standard.
9. Key lock baggage door.
10. Fuel tank capacity increased to 65 gallons.
11. Electric fuel gauges.
12. Gross weight increased from 2550 lbs. to 2650 lbs.

1958 - 182A Gross weight 2650 lbs.
1. Exhaust stack moved to right side to improve cylinder cooling.
2. Deluxe model 182 “Skylane” introduced, included upgraded interior, three color overall exterior paint, full instrument panel and wheel fairings standard.
3. Serial Number range changed from 34000’s to 51000’s to avoid conflicting with other models.
4. Bungee type rudder trim installed.
5. Improved instrument lighting.

1959 - 182B Gross weight 2650 lbs.
1. More streamlined cowling.
2. Cowl flaps.
3. Improved rear seat ventilation.
4. Royalite instrument panel cover redesigned.
5. Second chart box added to instrument panel.

1960 - 182C Gross weight
1. Tail changed to 35 degree swept design increasing overall length 25 inches to 27 feet four inches.
2. Larger rear seat windows.
3. Two additional side windows just aft of the rear seat area. The two additional windows add a ten percent increase in glass area.
4. New rear seat area bulkhead, which provides additional head room for rear seat passengers.
5. Flush fuel caps replaced “thermos bottle” caps
6. Headliner redesigned for increased headroom.
7. Control wheels changed from metal to plastic.
8. Redesigned seat cushions.
9. Smaller wingroot filets. With the new rear seat area bulkhead, small wing fillets allow a small fairing and blending between the wing and cabin top and fuselage contours. The new fillets allow a more simple assembly and elimination of two splice plates at the aft edge of the cabin top.
10. Elevator downspring added.
11. Rerouting of the main gear brake lines through the landing gear bulkhead and the same skin opening utilized by the landing gear. This allows brake line routing down the aft side of the gear, requiring fewer fittings and clamps as well as reducing drag.
12. Redesigned flap handle knob of molded plastic. A recess in the end of the knob accentuates the grip during flap operation.
13. Nose wheel fairing redesigned to provide ease of removal without disassembly of the nose gear strut to remove the fairing. Are movable plate on top of the fairing allows it to slip down over the nose gear fork when the wheel and tire are removed.
14. Visor support tube redesigned to allow visor to lie flat against the cabin roof when not in use.

1961- 182D Gross weight 2650 lbs.
1. Key operated start switch.
2. Cam-lock fasteners on cowling, identical to those used on 210 and 310 series aircraft.
3. Heavier reinforcements around the parting line between the upper and lower cowlings.
4. Gear height decreased an additional 4 inches, increases useful load 4 lbs., improves ground handling, more streamlined appearance.
5. ”182” added to serial number prefix.
6. Stronger nose wheel fork, similar to model 210.
7. Lower appearance, redesigned black Royalite instrument panel.
8. Lever-type cowl flap control provides more positive adjustment for full open, half open and full closed positions.
9. Radio selector switch console added to upper right center section of the panel.
10. Optional front seats with three-position hinged backs.

1962 - 182E Major Redesign (Anniversary Edition) Gross weight 2800 lbs.
1. Fuselage widened 4 inches.
2. “Omni-vision” rear window added.
3. Interior floor flat and lowered 3/4 inch.
4. Redesigned instrument panel with rocker switches.
5. Electric flaps.
6. New horizontal stabilizer with conventional trim tab replacing jack-screw adjusted stabilizer.
7. Redesigned rudder trim system.
8. Seamless wing tips with fared navigation lights and squared trailing edges.
9. 84 gallons fuel optional.
10. Dual fore and aft fuel feed ports with 25% increase in fuel line diameter to one half inch.
11. Stronger main landing gear and redesigned landing gear attachment.
12. Improved nose wheel steering.
13. Gross weight increased from 2650 lbs. to 2800 lbs., useful load increased approximately 100 lbs.
14. Engine changed from O-470-L to O470-R.
15. Aileron control system improved for smoother operation. Cable shave been rerouted for easier servicing and smoother operation.
16. Center stack radio installation.
17. Improved radio cooling at rate of 5 cubic feet per minute air flow.
18. Redesigned tailcone is lighter yet stronger and incorporates a radio rack immediately aft of the baggage compartment.
19. Sharp nosed speed fairings on landing gear.
20. Extruded neoprene rubber “P-type” door seals for increased soundproofing.
21. Radio speaker relocated to the left ceiling of the cabin above the pilot.
22. Dual dome lights above the rear side windows.
23. Optional courtesy lights located in the under side of the wing.
24. Optional six-position adjustable front seats.
25. Longer, pointed prop spinner.
26. Optional Cessna Nav-O-Matic 200 autopilot available

1963 - 182F Gross weight 2800 lbs.
1. Magnesium rudder pedals.
2. Interior fabrics upgraded.
3. Baggage compartment hat shelf eliminated to allow for optional reclining rear seats or optional baggage compartment child seat. Nylon cargo net utilized with optional snap in half shelf available
4. All aluminum frame three position front seats standard, cast magnesium frames six-position seats optional.
5. Individual rear seat backs.
6. Cessna/ARC avionics available, factory installed
7. Optional Cessna Nav-O-Matic 300 autopilot available.
8. Interchangeable headrests.
9. Interchangeable armrests.
10. Dual rheostat controlled panel lighting in ceiling.
11. Cast magnesium rudder pedals, tapered with back stepped design.
12. Engine ignition harness rerouted
13. Separate small heat muff on exhaust utilized for carburetor heat, eliminating removing air from cabin heat muff or carburetor heat.
14. One piece Royalite battery box utilized aft of the baggage compartment.

1964 - 182G Gross weight 2800 lbs.
1. One piece rear window.
2. Longer aft cabin window.

1965 - 182H Gross weight 2800 lbs.
1. Sharp point propeller spinner increased length 1 inch.
2. Horizontal stabilizer and elevator span increased 10 inches to 11 feet 8 inches.
3. Thicker one piece windshield without center post.

1966 - 182J Gross weight 2800 lbs.
1. Magnesium ram’s horn control wheel replaces plastic control wheel.
2. Redesigned cabin door rotary latches.
3. 60 amp alternator replaces generator.
4. Access opening added to cowl deck just aft of windshield to facilitate maintenance behind the instrument panel. Deck cover zips open and shut.

1967 - 182K Gross weight 2800 lbs.
1. Nose strut stroke shortened from 7 inches to 5 inches.
2. New vertical stabilizer tip increases length 2 1/2 inches.
3. Flashing beacon replaces rotating beacon in redesigned fin and rudder tip.
4. Canted engine instruments.
5. Wheel pant appearance changed.
6. Split electrical bus utilized.
7. Improved shimmy dampener design.
8. Optional blue/white light post lights available.
9. Redesigned cabin air rear seat ventilation system reduces inlet air noise.
10. Optional dual cabin radio speakers

1968 - 182L Gross weight 2800 lbs.
1. Pre-select flap control.
2. Redesigned instrument panel to “T” configuration and 3 inch gyros.
3. Spool type aileron control system replaces chain and sprocket drive.
4. Fuel strainer control relocated under cowling next to oil dipstick.
5. 10 degrees of flaps allowance below 120 knots.
6. Optional control wheel mounted map light.
7. Two post lights installed on lower control pedestal to illuminate the trim controls, cowl flap control and the fuel selector valve.
8. Larger baggage door latch for two finger operation.
9. Restyled passenger door handles.
10. Noise filter in flap motor circuit with factory installed radios.

1969 - 182M Gross weight 2800 lbs.
1. Turn coordinator standard on Skylane only.
2. Electroluminescent instrument panel lighting optional.
3. Engine TBO increased to 1,500 hrs., which applies to earlier models as well.

1970 - 182N Gross weight 2950 lbs.
1. Conical camber wingtips reduce wingspan 4 inches.
2. Redesigned instrument panel incorporates eyebrow lights.
3. Cowling redesigned for greater streamlining.
4. Transistorized light dimming circuit.
5. Split master switch separating battery from alternator.
6. Radio speaker housed overhead in center-ceiling console which also contains red and white panel flood lighting plus provisions for optional oxygen system controls.
7. Optional retractable ground assist handles in tailcone.
8. Air Temp gauge relocated to air vent for improved visibility.
9. Heavy duty exterior door handles.
10. Optional quick drain oil valve.
11. Gross weight increased from 2800 to 2950 lbs., useful load increased approximately 130 lbs., landing weight remains 2800 lbs.

1971 - 182N Gross weight 2950 lbs.
1. Front seat shoulder harnesses standard, optional on rear seats.
2. Increased soundproofing in forward side panels and cabin roof areas.
3. One piece vacuum formed Ensolite headliner.
4. Baggage compartment lengthened 1 foot and maximum baggage load increased to 200 lbs.
5. Black control wheels used.
6. Bonded baggage door provides rivet free surface.
7. Rear cabin wall attached with Velcro, providing easier access to tailcone area.
8. Seat track installation redesigned to provide better carpet life.
9. Optional leather seat coverings.
10. Glareshield padded.
11. Optional tinted skylights.
12. Improved flap position indicator incorporated into the flap pre-select control.
13. High capacity wiring tapes are routed through the extruded, glare-free black anodized control tubes for control wheel wiring

1972 - 182P Gross weight 2950 lbs.
1. Landing lights moved from wing to nose cowling.
2. Tubular landing gear replaces spring steel, main gear track width increases 13 1/2 inches to 109 inches, landing weight increased 150 lbs. to match 2950 lbs. takeoff weight.
3. Re-contoured leading edge bonded to wing to increase camber.
4. Push button annunciator panel.
5. Restyled control wheel with urethane padding, positioned further forward than previous models.
6. Non-essential numbers removed from engine instrument, operational arcs utilized instead.
7. Improved control lock collar, made from glass filled nylon, will not scratch and is extremely tough.
8. Over voltage relay installed.

1973 - 182P Gross weight 2950 lbs.
1. Bonded metal doors for added strength, rigidity and rivet free surface, provide better fit and quieter cabin.
2. Extended dorsal fin.
3. Low profile inside door handles.
4. Redesigned glareshield and panel cover.
5. Molded compass mount with provision for an outside air temperature gauge.
6. Shock mounting entire cowling at firewall, isolating it completely from the fuselage to reduce vibration and noise.
7. Bonded metal upper cowl section.
8. Improved map and storage pockets provide additional depth and contain sub-pockets for pencil, flight computer, headset and plotter.
9. Redesigned window moldings allow the side panel material to extend up and over the lower part of the lower part of the window molding.
10. Cessna/ARC navigation radios upgraded from 100 channels to 200 channels.
11. Optional strobe lights available with wingtip mounted power supplies.

1974 - 182P Gross weight 2950 lbs.
1. Tighter cabin door and window seals.
2. Redesigned front door posts.
3. New design engine cooling baffles.
4. Interior door handles fold flush with arm rest when latched.
5. New Clark “Y” propeller.

1975 - 182P Gross weight 2950 lbs.
1. New wheel and brake fairings.
2. Engine changed from O-470-R. to O-470-S, horsepower remains 230.
3. Tighter fairing of cowl flaps.
4. Utility shelf built into aft bulkhead increases storage area by one and a third cubic feet. Shelf weight limit is 25 lbs.
5. Skylane II avionics package optional.
6. Cruise speed up 5 knots, supposedly because of the new wheel and brake fairings, redesigned side cowl louvers, and tighter cowl flaps.
7. Optional front seat inertia reel shoulder harnesses.
8. Stainless steel lower door sill scuff plate.
9. Improved seals at fresh air vents.
10. The parting line between upper and lower cowling is lowered at the nose cap ring to improve lower cowl removal during inspection and service.
11. Optional dual flush mounted com antennas installed in the leading edge of the vertical stabilizer.
12. Lower profile glareshield.

1976 - 182P Gross weight 2950 lbs.
1. Basic 182 model no longer offered, all 182’s produced from now on are deluxe “Skylane” model.
2. Improved wingroot filet to reduce cabin noise.
3. Primary airspeed scale changed from miles per hour to knots.
4. Optional opening right hand window.
5. Optional control wheel mounted electric elevator trim switch.
6. Smoothed edges on fin and rudder tips.
7. Bonded fuel tank covers.
8. Flush mounted avionics cooling scoop.
9. Restyled landing gear to fuselage fairings
10. Optional Anti-Precipitation Static Kit.
11. Semi-solid state voltage regulator.

1977- 182Q Gross weight 2950 lbs.
1. Engine changed from O-470-S to O-470-U. O-470-U. Engine produces rated 230 HP at lower rpm (2400 RPM vs. 2600 RPM for O-470-S), Cessna claims rate of climb is improved 13 percent. Primary purpose is to reduce noise.
2. New instrument panel fasteners.
3. Vernier mixture control standard.
4. Padded sub-panel.
5. 90 degree instrument panel cutouts.
6. Smaller, rectangular hour meter.

1978 - 182Q Gross weight 2950 lbs.
1. 28 volt electrical system.
2. Avionics master switch.
3. Injected molded plastic control wheel.
4. Flush mounted window latch.

1979 - 182Q Gross weight 2950 lbs.
1. Integral fuel tanks (wet wing) replaces fuel bladders, usable fuel in creased to 88 gallons (92 total capacity).
2. Redesigned brake master cylinder.
3. Alternator control unit (ACU) replaces separate voltage regulator, high voltage trip out and high voltage warning light.

1980 - 182Q Gross weight 2950 lbs.
1. New design audio panel and marker beacon.
2. Flap position control indicator redesigned.
3. Black panel cover standard.
4. Electric trim disconnect switch is bright red in color.
5. Pull type alternator circuit breaker installed
6. Flap system circuitry redesigned for fewer wires and connections.
7. Writing table behind pilots seat optional.
8. EGT optional.

1981 - 182R Gross weight 3100 lbs.
1. Turbocharged Lycoming O-540-L3C5D, 235 HP available as an option. Turbocharged aircraft have model designation T182.
2. Gross weight increased from 2950 lbs. to 3100 lbs., useful load increases approximately 130 lbs., landing weight remains 2950 lbs.
3. New cabin door latch system using upper door latch pin.
4. Vents in wing roots redesigned for better ventilation and sealing.
5. Fuel selector linkage improved for more positive feel.
6. Battery contactor rating increased to 100 amps continuous.

1982 - 182R Gross weight 3100 lbs.
1. Fuel selector valve located directly below fuel selector handle allowing a single shaft to provide more positive feel.
2. Primer applied before painting.
3. Oil filter standard.
4. 12 inch longer towbar standard.

1983 - 182R Gross weight 3100 lbs.
1. Improved O-470-U. Engine TBO increased from 1500 hours to 2000 hours.
2. Increased flap extension speed to 20 degrees from 95 knots to 120 knots.
3. Low vacuum warning light.
4. Electric six cylinder primer.
5. Improved avionics cooling fan uses “squirrel cage” design.
6. Optional split-switch electric elevator trim system which allows the use of a faster trim motor gearing.
7. Improved outlets in the rear seat ventilation system have been relocated from the side to the cabin top and feature individual vent shut-offs and improved directional control of the airflow.

1984 - 182R Gross weight 3100 lbs.
1. Rear seat shoulder harnesses standard.
2. Dual controls standard.
3. Panel cover color changed from black to grey.

1985 - 182R Gross weight 3100 lbs.
1. Square wing root inlets replace dual inlets.

1986 - 182R Gross weight 3100 lbs.
No changes from 1985. 182 production ends after 30 years.

Whew! Thanks for the detailed explanation KR5T!

I have read nothing but good things about the 182. Looks like a real work horse!

I have a 1959 Cessna 182 Skylane That I restored in 1995. It took me three years to get it back in the air. I didn't work on it all that time. It was one of those deals, " If it sounds to good to be true, It probably is". I have put about 1300 hours on it since I got it running. I have had no trouble with it since. I think it is a great work horse. Dependable and very forgiving. I would highly recomend it for flying out west. I fly into some pretty rough places and it has never let me down. Bob

qmdv wrote:
They say that Mile High in Idaho is one of the most chalenging strips in that state. My plane is capable of that strip but this guy will probably never attemt it.

Tim

Hey Tim, am I understanding you that the 182 can get in and out of Mile High? Pat.

Oh yeah, I still have alot of learning to do in my 58 182. But I believe I made the absalute best choice for my first aircraft and I found it relitively easy to learn to fly in. I fill pretty fortionate that I found (well, my friends Buckwheat and JoeCub found it) a 182 that is in excellant condition and for a very reasonable price. When JoeCub (I'm sure some of you guys know who JoeCub is) goes flying with me and takes control of the plane, I am truely amazed at what my plane is capable of doing .

58Skylane wrote:
Hey Tim, am I understanding you that the 182 can get in and out of Mile High? Pat.

Not a problem for the plane. As with most backcountry strips, the approach is what is most important. I have never been in to Mile High and would not atempt it without good instruction.

Tim

qmdv wrote:

58Skylane wrote:
Hey Tim, am I understanding you that the 182 can get in and out of Mile High? Pat.

Not a problem for the plane. As with most backcountry strips, the approach is what is most important. I have never been in to Mile High and would not attempt it without good instruction.

Tim

Hey Tim. Just talked to one of my friends that has been in and out of Mile High in his Super Cub. He told me a story of a rancher that used to go in and out of there in a 182 and another fella in a 185 also. Pretty interesting. It would be interesting to hear more stories. But I'm afraid there might be some bad stories, though. Like you said, it's all about the approach and the skill of the pilot. I know a couple of guys that might try it in my 182 (Buckwheat and JoeCub). I think I would double check and triple check my insurance coverage, though. I don't think Mile High is a charted airstrip, so I'm sure there will be no coverage in the event of a mishap .

58Skylane wrote: I think I would double check and triple check my insurance coverage, though. I don't think Mile High is a charted airstrip, so I'm sure there will be no coverage in the event of a mishap .

I have read and re read my policy. I specifically asked about my coverage. I asked about dry lakes, dirt roads, my ranch, my agent said that I can land anywhere I want. He also started to wretch when I mentioned a Maule

A competitor agent that was quoting said no to dry lakes etc, only designated strips, had to be on the chart.

Read your policy especially under exclusions.

A good friend totaled his 182A last summer at an uncharted strip and he got paid in full.

Will see you in Austin in August. There is a dry lake near there with a hot spring, if your insurance will not cover Mile High then it will not cover the dry lake.

Tim