I've been staring at Barnstormers the past few years, about once a day, trying to plan my first plane. Is it just me, or are Cessna 182s a good bargain? An older, solid VFR mid-time engined 182 seems to be not that much more than a 172. Is this because no one wants to pay for fuel, a 6 cyl engine, and a CS prop?

I'm more thinking about a Pacer or C170 for my first, but I was just curious. A buddy of mine wants to get back into flying after a bit of a break, and I was thinking a 182 would be great for him.

PilotRPI wrote:I've been staring at Barnstormers the past few years, about once a day, trying to plan my first plane. Is it just me, or are Cessna 182s a good bargain? An older, solid VFR mid-time engined 182 seems to be not that much more than a 172. Is this because no one wants to pay for fuel, a 6 cyl engine, and a CS prop?

I'm more thinking about a Pacer or C170 for my first, but I was just curious. A buddy of mine wants to get back into flying after a bit of a break, and I was thinking a 182 would be great for him.

I took advantage of what you are seeing in May and bought a 182A. If I had to do it all over again, I wouldn't change a thing.

I was just talking to two of my friends yesterday after lunch about my 182. One of my friends is an aircraft dealer here in the northwest and the other is probably one of the best Cub drivers one will meet. Anyway, if you can get your hands on a good straight tail 182 now or very near future, do it! You will not be sorry.

I would say a 182 gets the same mpg as a 172. People always look at gph and don't consider the greater distance covered. for sure the 182 is more efficient if you look at pounds moved per mpg. Either way, I would agree that there is a fire sale on 182's right now. Good time to be a buyer. Sucks if you need to sell.

I figure if you throttle it back a bit for a nice leisurely cruise, you could probably get it close to the 10gph of a 172. If I didn't have this burning need for a little tailwheel, I would strongly consider going in on a 182 with a partner.

PilotRPI wrote:I figure if you throttle it back a bit for a nice leisurely cruise, you could probably get it close to the 10gph of a 172. If I didn't have this burning need for a little tailwheel, I would strongly consider going in on a 182 with a partner.

You can very easily achieve 10gph in a 182 (well..... at least mine ) on the right days and missions. On cool to warm days and trimmed out right, I can expect about 9-10gph in my 182. Takes a little extra work playing with the throttle and trim wheel, but not so bad. Almost too hard on the engine to fly slow on hot days. Angle of attack too great and not enough air flowing throw the cowl and over the cylinders. Maybe better with cowl flaps? Oh, my 182 is a 58 model (no cowl flaps ).

Cross country trips I still always plan for 13-15gph. I like to be very conservative

58Skylane wrote:

PilotRPI wrote:I figure if you throttle it back a bit for a nice leisurely cruise, you could probably get it close to the 10gph of a 172. If I didn't have this burning need for a little tailwheel, I would strongly consider going in on a 182 with a partner.

You can very easily achieve 10gph in a 182 (well..... at least mine ) on the right days and missions. On cool to warm days and trimmed out right, I can expect about 9-10gph in my 182. Takes a little extra work playing with the throttle and trim wheel, but not so bad. Almost too hard on the engine to fly slow on hot days. Angle of attack too great and not enough air flowing throw the cowl and over the cylinders. Maybe better with cowl flaps? Oh, my 182 is a 58 model (no cowl flaps ).

Cross country trips I still always plan for 13-15gph. I like to be very conservative

I'm with you, 58Skylane. I consistently get 12.5-13gph at 22 and 22.

I started looking in Sep 2010 for a plane, and looked at virtually every 170B/180/182 advertised on the market in the U.S. The 182 was (and is) undervalued compared to the other two models I mentioned. Not sure of the reasoning, but that's what the data looked like to me. Given my desire for a 4-place (2 really), instrument equipped hauler, and the fact that I'm 6'4" and used to be over 270 (now in the 220's - cheapest way to take out of the plane!), it narrowed down to those choices (the 170B's I was looking at had 180hp engines). If I generalized, the markets for the 170Bs with the larger engines started in the mid $40's and went to the $70's, the 180's started at the low $50's and went to the low $100's (I didn't look at anything newer than '62 or so on the 180's). When I turned to the 182's, the market actually shifted to the left, with prices ranging from the high $20's to the low $70's (model years '65 and older). I bought the 182 Buyer's Guide from CPA which helped me make choices in terms of my search (I wanted a straight tail and manual flaps; IFR; updated panel).

FWIW, I never really 172's in my search as the smaller engine and cabin made it less desirable for me. However, there is SIGNIFICANT overlap in the market for 172's and 182's from a price perspective that is not reflective of the difference in capabilities (payload, cruising speed, etc.) . . .

I bought my '58 182A the week it came on the market in Jan 2011. It had most of what I was looking for (but no STOL or long range tanks), was very competitively priced, had been actively flown by the previous owner, and had a ton of upgrades he had put in it over the 20+ year's he'd owned the plane, telling me that it was a plane that had been loved. Plus it had been PPonked with a 3blade prop (looks sexy just standing still on the ramp!).

So my $.02 (and it's not worth that much!) is that the 182 market is definitely undervalued - if you look hard and deep, you'll find a plane that will do everything you want it to do, and save $20-30,000 in the process compared to some of the other options available to you. And the 182 is MUCH less likely to bite you in the arse in flight operations - all in all a very docile platform. OMMV, but you can't go wrong with a 182 . . .

Cheers,

SH

I get 128-130 knots out of my 182E ('62). I burn around 12.2gph on average 2-3 hour flights at 9k' (low for Colorado). I get somewhere in the noise around 10 gph at 115 knots, so that is closer to the 172.

If I didn't need to haul a load at higher density altitudes, I'd probably go with a 172, but frankly, the extra performance is addictive and useful for the 20% of the time I need it here in the mountains.

The annual and insurance will cost roughly 100-200 more per year each, and general maintenance will be more (the big TCM vs small TCM or Lyc).

182's are a great value now, and headed down rapidly. I thought I got a reasonable deal a couple years' back, but now it is in the middle of the road value-wise, albeit with a decent panel. I'm 6'7, and really appreciate the extra 4" or so across the shoulders. I also appreciate not having to dodge trees n fences when I'm heavy on a hot day. It is also more stable on those long xc's, and for IFR, it is slightly more comfortable.

I bought a 57' 182A in April because it's probably the best bang for the buck out there. Still confident it was the right choice! I typically cruise at 21 and 23 and get an honest 12 GPH. I love the manual flaps, and feel that it's a much better all-rounder than a 172. One day it will have a tailwheel

No comparison between the C170/172 and the C180/182. Once you get a little taste of the extra horsepower and C/S prop you're not going to want to go back. Especially an older C182 with the trimmable tail.

Gump

I've been looking at this one:

http://www.trade-a-plane.com/detail/Sin ... 88950.html

Almost ready to go take a look. Anybody want to buy a 2006 Maule 235?

I'm still a few years away financially to buy my first plane but I've been looking at a lot of c172 180hp conversions. I was surprised as many of you are at the low cost of the earlier model 182s. My question is the variable cost of maintaining a 182 a lot higher than a 172. I know it's higher with the cs prop, extra 2 cylinder and a little higher fuel burn but is it a big increase?

Thanks

This 182A that I have, I've only owned it for about 4-5 years now. My insurance is about $800-$900 a year, annuals have been about $1000.00, and I changed the oil about every 25 hours (case of oil is about $50 and filter is about $20? Something like that). So not so bad. Right now I need lifters, cam and two cylinders that was quoted at about $7000-$8000 a year and a half ago. But after talking to my friend/mechanic yesterday, we might be able to do it cheaper now

Being a 182 Nut -I find it the best bang for your buck. I've got 3 182's at present. I prefer the straight tail pre 1960 version. Right now my email is ??? but I do send out "Straight Tail resources" -contact my email direct and I'll send it on. Yes I went to Central Missouri with John Hubert -Sierra Hotel to do the prebuy on his 58 182 ---- Great airplane.

I know this is purely speculation but do you think aircraft prices are going to stay in this range or does the market swing quick. I totally know its tough to determine but I'm sure people have an idea who have been in the market longer than I've been looking.

Titus577 wrote:I know this is purely speculation but do you think aircraft prices are going to stay in this range or does the market swing quick. I totally know its tough to determine but I'm sure people have an idea who have been in the market longer than I've been looking.

Well Hell. I have a really simple and accurate aircraft price barometer for you guys...

I own a POS C172TD with an O-300. Because of this, two things are guaranteed to happen.

One) As long as I own this airplane, prices will remain tanked and absolutely rock bottom.

Two) The minute I find someone dumb enough (oops, I mean buyer) to take it, or I wreck the thing and start shopping for a Super Cub, the prices will skyrocket within microseconds and reach unheard of heights.

Can't fail, so watch for posts here on BCP before you buy anything.

Gump

Titus577 wrote:I know this is purely speculation but do you think aircraft prices are going to stay in this range or does the market swing quick. I totally know its tough to determine but I'm sure people have an idea who have been in the market longer than I've been looking.

With the economy in the tank, toys like airplanes and sail boats will stay low. People can no longer refinance their house to stay up with the Jones'. If we end up 20 trillion in debt and raise taxes 15% for everyone, then my 182B will be on the market for about 10,000.

Tim

qmdv wrote:

Titus577 wrote:I know this is purely speculation but do you think aircraft prices are going to stay in this range or does the market swing quick. I totally know its tough to determine but I'm sure people have an idea who have been in the market longer than I've been looking.

With the economy in the tank, toys like airplanes and sail boats will stay low. People can no longer refinance their house to stay up with the Jones'. If we end up 20 trillion in debt and raise taxes 15% for everyone, then my 182B will be on the market for about 10,000.

Tim

Man you said a mouthful Tim. I'm in the market for a plane, and I am waiting. Barring a miracle, our government will lose foreign funding, probably next year, and the dollar will pretty much collapse. It will be a horrible time to buy a loaf of bread, but great time to buy Tim's Skylane. For now, buy gold and rent airplanes.

I paid 51K for wha tI have four years ago. If I has waited tell now to buy I guess it would be about 35K. But I would not have had a great plane to fly, I am 66 and the money is only good when you spend it.

Buy now if you can pay cash. Do not go into debt for toys. Folks using home line of credit for toys is what drove plane prices up and F@#ked the economy

tim