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How to Buy a Cessna 182 Skylane: Buyer's Guide
A stable, roomy four-seater that hauls real loads, flies IFR well and uses mainstream Cessna parts and know-how.
Updated October 2026 · Market data from 149 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 182 Skylane is the airplane many pilots move to when a 172 starts to feel small. It has the familiar high wing, strut-braced airframe and simple fixed gear of the 172, plus a bigger engine and a constant-speed prop. That combination lets you fill the seats, carry a reasonable amount of fuel and still climb out of a warm, high-elevation airport. It is not fast, but it is predictable, honest and very well understood by instructors, mechanics and insurers.
The market is deep. fyiAero listings currently show 149 Skylanes for sale. Model years run from 1957 to 2026, and asking prices run from $12,000 to $879,250, with a median of $259,112. The FAA registry lists 11,764 U.S.-registered aircraft in the family, so parts, shops and type-savvy instructors are easy to find almost anywhere in the country.
Most of what you will see for sale falls into two groups. The first is the carbureted Continental-powered 182s from the 1950s through 1986, led on fyiAero by the 182P and 182Q. The second is the fuel-injected, Lycoming-powered 182S and 182T built from 1997 on. The 182T is the single most-listed variant on the site. Which group you shop depends mostly on budget and how much you value modern avionics and a newer airframe.
Who it's for. The Skylane suits a pilot who flies family or gear 200 to 500 miles at a time, wants a solid IFR platform, or flies from short, high or grass strips where the extra power matters. It is a natural step up for a 172 pilot. The transition is mostly about managing the constant-speed prop and cowl flaps and learning to land a noticeably nose-heavy airplane. Because the 182 has fixed gear, it is not a complex airplane unless it is the retractable R182. It does count as high-performance at 230-235 hp, so you will need that endorsement. Insurers generally view the 182 favorably. Low-time pilots can usually get covered after some dual instruction, though hull values on late-model 182Ts push premiums up, and underwriters will want to see real time in type before offering their best rates.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Early straight-tail and fastback 182 (182, 182A-182D) | 1956-1961 | These have a Continental O-470 with a carburetor, a narrower cabin and no rear window, and the earliest ones have a straight vertical tail. They are the cheapest way into the family, but value depends almost entirely on condition, engine time and avionics, not the year. |
| Omni-Vision 182 and Skylane (182E-182N) | 1962-1971 | These added the rear window and a wider cabin, and gross weight increased over the run. Spring-steel main gear arrived late in this era. Many are well-sorted airplanes that trade on paint, panel and engine time. |
| 182P and 182Q Skylane | 1972-1980 | These are the most commonly listed vintage Skylanes, with refinements to the gear, electrical and interior. Later Q models moved to a 28-volt electrical system, which makes avionics upgrades easier. Well-upgraded examples often ask as much as early 182S models. |
| 182R Skylane (plus R182 RG and turbo variants) | 1981-1986 | This was the last of the original production run, with a higher gross weight that makes it a strong load hauler. There are fewer of them, and they tend to bring a premium over comparable P and Q models. The retractable and turbocharged versions are separate markets with their own insurance and maintenance considerations. |
| 182S Skylane | 1997-2000 | Production restarted with a fuel-injected Lycoming IO-540, a 28-volt system and a more modern airframe and interior. These are steam-gauge airplanes, so many have been retrofitted with modern glass and autopilots, and those upgrades drive price. |
| 182T Skylane (and T182T turbo) | 2001-present | Early 182Ts have conventional gauges. Garmin G1000 integrated avionics took over in the mid-2000s, and newer aircraft add more capable autopilots and NXi-generation displays. The 182T is the most-listed Skylane on fyiAero, and its prices track year, avionics generation and airframe hours closely. |
What a Cessna 182 Skylane costs to buy
126 priced listings on fyiAero right now ask between $12,000 and $879,250, with a median of $259,112 and a median of 3,150 hours total time. Against fyiEstimate, 66 are priced below estimate, 3 within range and 52 above.
- Set your budget against real listings. fyiAero asking prices run from $12,000 to $879,250 with a median of $259,112. Sample averages run from roughly $112,500 for 1957 models to about $659,700 for 2024 models.
- Airframe hours matter most at the top of the market. Aircraft under 1,000 hours have a median ask of $629,000. That drops to $332,450 for 1,000-2,000 hours and $204,500 for 2,000-3,000 hours.
- Above about 2,000 hours, condition and upgrades matter more than the hour meter. The 3,000-5,000 hour band actually has a higher median ask ($229,900) than the 2,000-3,000 band, and even 5,000-plus hour aircraft have a median ask of $177,450. A clean, recently overhauled, well-equipped older Skylane can be worth more than a lower-time neglected one.
- Don't read too much into year-by-year averages. Many sample sizes are just one to eight aircraft, which is why 1998 models average $350,726 while 2001 models average $266,380. Price each airplane on its own engine time, avionics, damage history and logs.
- Engine time since overhaul is the biggest single value adjustment after avionics. A mid-time or freshly overhauled engine with good records is worth paying for. Run-out engines should be priced as if you are paying for the overhaul yourself.
- The fyiAero median listed airframe time is 3,150 hours, so a typical Skylane on the market is a well-used airplane. Focus on maintenance history and corrosion rather than hoping for a low-time bargain.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $629,000 | 17 listings |
| 1,000–2,000 hrs | $332,450 | 18 listings |
| 2,000–3,000 hrs | $204,500 | 12 listings |
| 3,000–5,000 hrs | $229,900 | 47 listings |
| 5,000+ hrs | $177,450 | 16 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Firewall, nose gear and engine mount. The 182 is nose-heavy, and flat or nose-first landings can buckle the firewall, crack the engine mount or damage the nose strut. Look for wrinkles, cracked doublers and repairs, and check the logs for prop strikes.
- Seat rails, seat rollers and secondary seat stops. Worn rails and rollers can let a seat slide aft on takeoff. Check rail holes for elongation and cracks, and confirm compliance with any applicable seat rail ADs and installation of secondary stops.
- Fuel tanks, caps and sumps. Depending on year, tanks are rubber bladders or sealed integral tanks. Look for wrinkled or brittle bladders, sealant seeps, and caps that let water in. Water contamination has been a known issue in this fleet.
- Engine condition, cylinders and compression. Have borescope and compression checks done on the O-470 or IO-540. Also review oil analysis trends if available and check for cam or lifter wear on airplanes that sat unused for long periods.
- Exhaust system and muffler. A cracked muffler or heat exchanger can put carbon monoxide in the cabin. Inspect the exhaust closely, and consider a CO detector if one isn't installed.
- Corrosion in wings, tail and lower fuselage. Older Skylanes, especially ones kept near the coast or outdoors, can hide corrosion at spar caps, wing attach fittings, the tailcone and under floorboards. Pull inspection panels and look.
- Horizontal stabilizer, elevator and trim system. Check for cracks at stabilizer attach points and in elevator skins, along with trim tab free play and trim cable condition. Hard landings and prop wash take a toll on the tail.
- Flap tracks, rollers and wing struts. The big Fowler flaps get heavy use. Worn rollers and tracks, plus corrosion or damage at strut attach points, are common findings.
- Supplemental inspection program and AD compliance. Cessna publishes a supplemental inspection program for aging airframes. Ask whether it has been followed, and have the shop research all applicable ADs and service bulletins for the specific model and serial number.
- Avionics and electrical system. On G1000 airplanes, check for display or cooling fan faults and confirm database and software status. On older airplanes, look at wiring quality behind the panel, alternator condition, and whether avionics installs carry proper paperwork.
Popular upgrades
- Modern GPS navigator, ADS-B and digital autopilot. A WAAS navigator, ADS-B In/Out and a modern autopilot are among the biggest value drivers on vintage Skylanes. Buyers pay noticeably more for a capable IFR panel than for a 1970s radio stack, though you rarely recover the full installed cost at resale.
- Electronic flight instruments. Replacing vacuum gyros with electronic attitude and HSI displays improves reliability and appeal, especially on 182S and early 182T airplanes that predate the G1000.
- Engine conversions and fresh overhauls. STC'd conversions to larger, fuel-injected engines add performance and buyer interest on older airframes. A documented fresh overhaul by a known shop adds value even without a conversion.
- STOL kits, vortex generators and larger tires. These improve slow-speed handling and backcountry capability. They are valued by buyers who fly short or rough strips but are neutral to most others.
- Engine monitor and LED lighting. These are relatively inexpensive upgrades that improve safety and engine management. They help an airplane show and sell better rather than adding large dollar value.
- Paint and interior refresh. Cosmetics strongly affect first impressions and asking price. Still, a fresh paint job should never distract you from engine, corrosion and logbook findings.
Ownership costs
fyiAero's operating cost estimate puts Skylane variable costs at about $128 per flight hour, based on a fuel burn of 13.8 gallons per hour and a 135-knot cruise. That works out to roughly $0.95 per nautical mile. An annual budget of about $26,387 covers 118 flight hours a year, including fixed costs like insurance, hangar and annual inspection along with variable costs. Your own numbers will swing with fuel prices, where you hangar, insurance on your hull value, and how hard you lean the engine. Older Continental-powered airplanes and newer Lycoming-powered ones have similar running costs, but budget a meaningful engine reserve either way. The bigger cost surprises usually come from corrosion repair, avionics failures and deferred maintenance on airplanes that sat.
Safety record
NTSB records show 315 accidents involving the Cessna 182 family over the last 10 years, 52 of them fatal and 37 with the aircraft destroyed. Against a registered U.S. fleet of 11,764 aircraft, that is about 26.8 accidents and 4.4 fatal accidents per 1,000 aircraft over the decade. For a large, heavily used fleet that flies everything from training to backcountry and float work, that is a reasonable record, not a red flag. The type-specific risks are well known. Nose-heavy landings lead to porpoising, prop strikes and firewall damage, especially when pilots land flat or fast with an aft-trimmed, lightly loaded airplane. Carburetor ice is a real factor on the Continental models. Other common causes include fuel mismanagement and water contamination, density-altitude takeoffs at high gross weight, and VFR flight into deteriorating weather. Good transition training focused on landings with full flaps and proper trim, along with disciplined fuel and weather decisions, addresses most of it.
Alternatives to consider
- Cessna 172 (180 hp versions). Cheaper to buy, insure and fuel, and very familiar, but noticeably less payload, climb and cabin comfort once all four seats are full.
- Piper PA-28-236 Dakota. A low-wing fixed-gear hauler with similar power and good useful load. There are fewer on the market, and some pilots prefer the 182's high-wing visibility and shade.
- Mooney M20J. Faster and more fuel efficient, but retractable and complex, with a tighter cabin and less tolerance for rough strips.
- Piper PA-32 Cherokee Six / Saratoga. More seats and cabin volume for larger families or heavier loads, at the cost of higher fuel burn and purchase price.
- Beechcraft Bonanza. More speed and a higher-end feel, but retractable gear, higher maintenance costs and tougher insurance for low-time pilots.
Frequently asked questions
How much does a Cessna 182 cost?
fyiAero listings show asking prices from $12,000 to $879,250, with a median of $259,112. Vintage Skylanes from the 1960s and 1970s commonly average in the mid-$100,000s to mid-$200,000s in the listing sample, while recent 182Ts average around $580,000 to $660,000.
What does it cost per hour to fly a Skylane?
fyiAero's estimate puts variable costs at about $128 per hour, based on 13.8 gallons per hour. An annual budget of about $26,387 covers 118 hours of flying, including fixed costs like insurance and hangar.
How fast is a Cessna 182?
fyiAero's operating estimate uses a cruise speed of 135 knots. Actual speed depends on model, power setting, altitude and modifications.
Is the 182 a good step up from a 172?
Yes. It flies much like a 172 but adds a constant-speed prop, more power and more payload. Plan on a high-performance endorsement and some dual focused on landings, because the 182's heavier nose catches many transitioning pilots.
Should I buy an older 182 or a 182S/182T?
Older Continental-powered 182s offer the most capability per dollar, and a well-upgraded one can be an excellent IFR airplane. The 182S and 182T bring fuel injection, a newer airframe and often glass avionics, but at a significantly higher price. Let your budget, avionics needs and the condition of the specific airplane decide.
How many Cessna 182s are for sale right now?
fyiAero currently shows 149 Skylanes listed, with the 182T the most common variant. With 11,764 U.S.-registered aircraft in the family, you can usually afford to be patient and pick a well-documented airplane.
Cessna 182 Skylane for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
