Textron's Fact Book puts a new Cessna 2026 182T Skylane at $772,000, and the turbocharged T182T at $871,000. Walk into the used market and the numbers fall fast: the median asking price for a 182P in our sample is $225,000, about 29% of the new Skylane's list price.
Most Skylanes in the air are far older than the one on the showroom floor. Among registered aircraft with a usable build year, 60.8% were built in the 1960s or 1970s. A Skylane is a four-seat Cessna with a lot of engine in front of it, and the old ones keep flying because there is still a market for them.
What follows walks down the price curve, then looks at the family tree, who owns the fleet, what the airplane costs to run and what the NTSB accident files record. Every figure comes from a named public source or a dated sample, and the sources are listed at the end.
Data used: FAA fleet through 2026-10-12; NTSB file through 2026-09-30; asking-price sample 2026-10-14.
What a new Skylane costs, and what that number means
Textron's Fact Book lists the Cessna 182T Skylane at $772,000 and the turbocharged T182T at $871,000. Those are manufacturer's suggested retail prices: the standard configuration, before the options, avionics choices and dealer terms that move a real quote. The turbo adds $99,000 to the list price.
Both carry 4 seats and the same 3,100 lb maximum takeoff weight, with 87 US gal of usable fuel. The 182T has a 230 hp Lycoming IO-540-AB1A5. The T182T has a 235 hp Lycoming TIO-540-AK1A, with 87.0 US gal usable and the same 3,100 lb weight limit, according to the FAA type certificate data sheet.
A Skylane's price depends on which Skylane
We gathered 176 Skylane listings from one marketplace on 14 October 2026, and 147 of them carried a usable asking price. Their medians sort the family into price tiers, with the new list price as the benchmark.
The gold bar is Textron's list price for a new 182T. Teal bars are medians of asking prices. Models with fewer than 5 priced listings are left out.
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The 182P and 182Q sit in one tier, at $225,000 and $227,500. The jump to the 182S, at $315,000, comes with a new engine: the Continental O-470-U gives way to a Lycoming IO-540-AB1A5. Asking prices for the 182S run from $240,000 to $495,000 across 15 listings.
The turbo does not top the table, and that is an age effect. The T182T's overall median of $382,500 sits below the 182T's $459,000 because most turbo listings are older: 22 of the 28 were built between 2001 and 2008.
Compare like with like and the order flips. In that 2001 to 2008 band the T182T asks a median of $366,500 against $357,000 for the 182T. Among aircraft built in 2016 or later the gap widens, $890,000 against $629,000, although only 5 turbo listings sit behind the first number.
The median 182T built in 2016 or later asks $629,000, 81% of the list price.
The top of that range sits above the list price. The newest 182T aircraft ask $580,000 to $879,000, and the whole 182T group tops out at $879,000 against a $772,000 list price. The sample cannot say why. Avionics, options and a seller's optimism all move an asking price, and it records none of them.
At the other end, the median early 182 asks $137,500, with an airframe-hour median of 4,485.5. The range from $80,000 to $650,000 is wide for one label, and the sample cannot say what sits at the top of it.
The median 182P in our sample has flown 4,079 airframe hours. The median 182T has flown 1,215.
Airframe hours are not engine hours, and the listings do not say how the engine has fared. A Skylane with thousands of hours on the airframe may be on its second or third engine, and the listing will not tell you.
One caution covers this whole section. It is one marketplace on one day, with 147 priced listings after we set aside 29 with no price. These are asking prices, not sales, and no individual listing is published. Prices were recorded to the nearest 1,000 dollars.
For the wider market, our guide to what a small plane costs puts the Skylane in context. The airplane one step down is covered in what a Cessna 172 Skyhawk costs.
Show the asking-price tables
| Model or band | Listings | Asking median (USD) | Asking range (USD) | Median total time (hours) | Sample years |
|---|---|---|---|---|---|
| 182 to 182M, early models | 20 | $137,500 | $80,000 to $650,000 | 4,485.5 | 1957 to 1969 |
| 182N | 3 | Range only | $125,000 to $175,000 | Not shown | 1971 |
| 182P | 17 | $225,000 | $117,000 to $540,000 | 4,079 | 1972 to 1976 |
| 182Q | 12 | $227,500 | $158,000 to $500,000 | 3,411.5 | 1977 to 1980 |
| 182R | 4 | Range only | $210,000 to $339,000 | Not shown | 1981 to 1985 |
| 182S | 15 | $315,000 | $240,000 to $495,000 | 1,765 | 1998 to 2000 |
| 182T | 31 | $459,000 | $238,000 to $879,000 | 1,215 | 2001 to 2026 |
| T182T, turbocharged | 28 | $382,500 | $265,000 to $982,000 | 1,298 | 2001 to 2026 |
| R182 and TR182, retractable | 16 | $190,000 | $109,000 to $291,000 | 5,324.5 | 1978 to 1983 |
| T182, turbocharged | 1 | Range only | $355,000 | Not shown | 1981 |
| Model or band | Listings | Asking median (USD) | Asking range (USD) | Median total time (hours) | Sample years |
|---|---|---|---|---|---|
| 182T, 2001 to 2008 | 14 | $357,000 | $238,000 to $425,000 | 2,283.5 | 2001 to 2007 |
| 182T, 2009 to 2015 | 4 | Range only | $400,000 to $470,000 | Not shown | 2009 to 2010 |
| 182T, 2016 on | 13 | $629,000 | $580,000 to $879,000 | 360 | 2018 to 2026 |
| T182T, 2001 to 2008 | 22 | $366,500 | $265,000 to $545,000 | 1,435 | 2001 to 2007 |
| T182T, 2009 to 2015 | 1 | Range only | $539,000 | Not shown | 2010 |
| T182T, 2016 on | 5 | $890,000 | $745,000 to $982,000 | 107 | 2023 to 2026 |
Skylane is a family, not one airplane
The Skylane arrived in 1956 as a 230 hp Continental four-seater and has since been through Continental and Lycoming engines, retractable gear, turbocharging and a fuel-injected rebirth. The FAA's type certificate data sheet records the steps, and six rows tell most of the story. For where the Skylane sits among the rest, our guide to the main types of planes helps, and how fast the different Cessna models fly covers the performance side.
- 230 hp, Continental
- 2,550 lb maximum takeoff weight
- 55.0 US gal usable fuel
- 230 hp, Continental
- 2,950 lb maximum takeoff weight
- 60.0 US gal usable fuel
- 235 hp, Lycoming
- 3,100 lb maximum takeoff weight
- 56.0 US gal usable fuel
- 230 hp, Lycoming
- 3,100 lb maximum takeoff weight
- 88.0 US gal usable fuel
- 230 hp, Lycoming
- 3,100 lb maximum takeoff weight
- 87 US gal usable fuel
- 235 hp, Lycoming
- 3,100 lb maximum takeoff weight
- 87.0 US gal usable fuel
Rated power barely moved: 230 hp for the original, 230 hp for the 182T. The weight did. Maximum takeoff weight rose by 550 lb, from 2,550 lb to 3,100 lb, and usable fuel by 32 gallons.
Two branches sit off the main line. The R182 added retractable gear and a 235 hp Lycoming, and its turbocharged sibling the TR182 added a big 88 US gal tank. Looking for something bigger than a Skylane? A heavier Cessna single is covered in what a Cessna 185 Skywagon costs, and for six seats the six-seater guide is the place to start.
Show the full model comparison table
| Model and approval year | Certified specification | Ownership context |
|---|---|---|
| 182Approved: 1956 FAA sheet | Continental O-470-L 230 hpMaximum takeoff weight: 2,550 lbFuel, total / usable: 60.0 US gal / 55.0 US galSeating: 4 seats | Registered: 446 all registrations; 444 valid (status V)Asking median: $137,500Primary engine TBO: No applicable primary schedule retrieved |
| 182AApproved: 1956 FAA sheet | Continental O-470-L 230 hpMaximum takeoff weight: 2,650 lbFuel, total / usable: 65.0 US gal / 55.0 US galSeating: 4 seats | Registered: 784 all registrations; 776 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182BApproved: 1958 FAA sheet | Continental O-470-L 230 hpMaximum takeoff weight: 2,650 lbFuel, total / usable: 65.0 US gal / 55.0 US galSeating: 4 seats | Registered: 406 all registrations; 398 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182CApproved: 1959 FAA sheet | Continental O-470-L 230 hpMaximum takeoff weight: 2,650 lbFuel, total / usable: 65.0 US gal / 55.0 US galSeating: 4 seats | Registered: 282 all registrations; 279 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182DApproved: 1960 FAA sheet | Continental O-470-L 230 hpMaximum takeoff weight: 2,650 lbFuel, total / usable: 65.0 US gal / 55.0 US galSeating: 4 seats | Registered: 270 all registrations; 267 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182EApproved: 1961 FAA sheet | Continental O-470-L or O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 380 all registrations; 375 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182FApproved: 1962 FAA sheet | Continental O-470-L or O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 293 all registrations; 291 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182GApproved: 1963 FAA sheet | Continental O-470-L or O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 391 all registrations; 386 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182HApproved: 1964 FAA sheet | Continental O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 423 all registrations; 417 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182JApproved: 1965 FAA sheet | Continental O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 487 all registrations; 478 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182KApproved: 1966 FAA sheet | Continental O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 413 all registrations; 411 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182LApproved: 1967 FAA sheet | Continental O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 410 all registrations; 406 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182MApproved: 1968 FAA sheet | Continental O-470-R 230 hpMaximum takeoff weight: 2,800 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 432 all registrations; 428 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182NApproved: 1969 FAA sheet | Continental O-470-R or O-470-S 230 hpMaximum takeoff weight: 2,950 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 336 all registrations; 332 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| 182PApproved: 1971 FAA sheet | Continental O-470-R or O-470-S 230 hpMaximum takeoff weight: 2,950 lbFuel, total / usable: 65.0 US gal / 60.0 US galSeating: 4 seats | Registered: 2,099 all registrations; 2,069 valid (status V)Asking median: $225,000Primary engine TBO: No applicable primary schedule retrieved |
| 182QApproved: 1976 FAA sheet | Continental O-470-U 230 hpMaximum takeoff weight: 2,950 lbFuel, total / usable: 61.0 US gal / 56.0 US galSeating: 4 seats | Registered: 1,565 all registrations; 1,551 valid (status V)Asking median: $227,500Primary engine TBO: No applicable primary schedule retrieved |
| R182Approved: 1977 FAA sheet | Lycoming O-540-J3C5D 235 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 61.0 US gal / 56.0 US galSeating: 4 seats | Registered: 706 all registrations; 698 valid (status V)Asking median: $190,000Primary engine TBO: 2,600 hours first cycle; 2,000 hours after overhaul |
| TR182Approved: 1978 FAA sheet | Lycoming O-540-L3C5D 235 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 92 US gal / 88 US galSeating: 4 seats | Registered: 465 all registrations; 460 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: 2,000 hours first cycle; 2,000 hours after overhaul |
| 182RApproved: 1980 FAA sheet | Continental O-470-U 230 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 92.0 US gal / 88.0 US galSeating: 4 seats | Registered: 487 all registrations; 481 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved |
| T182Approved: 1980 FAA sheet | Lycoming O-540-L3C5D 235 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 92.0 US gal / 88.0 US galSeating: 4 seats | Registered: 58 all registrations; 58 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: 2,000 hours first cycle; 2,000 hours after overhaul |
| 182SApproved: 1996 FAA sheet | Lycoming IO-540-AB1A5 230 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 92.0 US gal / 88.0 US galSeating: 4 seats | Registered: 606 all registrations; 603 valid (status V)Asking median: $315,000Primary engine TBO: 2,600 hours first cycle; 2,000 hours after overhaul |
| 182TApproved: 2001 FAA sheet | Lycoming IO-540-AB1A5 230 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 92 US gal / 87 US galSeating: 4 seats | Registered: 1,312 all registrations; 1,292 valid (status V)Asking median: $459,000Primary engine TBO: 2,600 hours first cycle; 2,000 hours after overhaul |
| T182TApproved: 2001 FAA sheet | Lycoming TIO-540-AK1A 235 hpMaximum takeoff weight: 3,100 lbFuel, total / usable: 92.0 US gal / 87.0 US galSeating: 4 seats | Registered: 877 all registrations; 870 valid (status V)Asking median: $382,500Primary engine TBO: 2,000 hours first cycle; 2,000 hours after overhaul |
A big fleet, and an old one
The FAA register lists 13,950 aircraft in the 182 family, and 13,792 of them (98.9%) hold a valid registration, while 158 carry another status. Of the whole family, 12,191 records have a usable build year, and 12,066 of those are valid. That counts paperwork, not airplanes in the air: a valid registration says nothing about whether the aircraft is airworthy or flying.
The most common label on the register is the 182P, with 2,099 records. The 182Q follows with 1,565, then the 182T with 1,312. The turbocharged T182T has 877, so for every turbo T182T on the register there is a good deal more than one 182T.
- 1,3371950s
- 3,3121960s
- 4,1021970s
- 8841980s
- 3821990s
- 1,5712000s
- 3182010s
- 2852020s
1,759 records have a blank or invalid build year and are left out of the chart.
33.6% of the registered 182s with a usable build year were built in the 1970s.
The 1970s alone account for 4,102 aircraft and the 1960s for 3,312. The register thins out in the 1980s and 1990s, then bulges again in the 2000s with 1,571 aircraft, the years when the 182T and T182T were new. The 2010s total is 318, and the 2020s stand at 285 so far.
Individuals hold the most registrations, at 41.1%. LLCs follow at 28.4%, then corporations at 15.0% and co-owned aircraft at 12.7%. The registry records the owner category, not how the airplane is used, so a flying club or a business can sit in any of those columns.
California (9.8%) and Texas (9.8%) lead the state table, just 9 aircraft apart. Florida is a distant third at 5.1%. Five western states, Washington, Colorado, Montana, Idaho and Oregon, also make the top ten. The state field is the registrant's address, not where the aircraft flies, and LLC registrations can carry an address far from the hangar.
Download the fleet CSV by model and build year. Free to use, please link back. It counts all registrations and valid ones (status V) by model label and build year, including blank years, and contains no personal records.
Show the fleet tables
| Group | All registrations | Valid (status V) | Share of all registrations |
|---|---|---|---|
| J182T registry label, certified identity unresolved | 4 | 4 | 0.0% |
| 182 registry designations | 11,826 | 11,688 | 84.8% |
| 182RG and R182 registry designations | 711 | 703 | 5.1% |
| TR182 registry designation | 465 | 460 | 3.3% |
| T182 and T182T registry designations | 935 | 928 | 6.7% |
| Reims-built registry designations | 9 | 9 | 0.1% |
| Model label | All registrations | Valid (status V) |
|---|---|---|
| 182P | 2,099 | 2,069 |
| 182Q | 1,565 | 1,551 |
| 182T | 1,312 | 1,292 |
| T182T | 877 | 870 |
| 182A | 784 | 776 |
| R182 | 706 | 698 |
| 182S | 606 | 603 |
| 182J | 487 | 478 |
| 182R | 487 | 481 |
| TR182 | 465 | 460 |
| 182 | 446 | 444 |
| 182M | 432 | 428 |
| 182H | 423 | 417 |
| 182K | 413 | 411 |
| 182L | 410 | 406 |
| 182B | 406 | 398 |
| 182G | 391 | 386 |
| 182E | 380 | 375 |
| 182N | 336 | 332 |
| 182F | 293 | 291 |
| Build decade | All registrations | Share of known years | Valid (status V) | Valid share of known years |
|---|---|---|---|---|
| 1950s | 1,337 | 11.0% | 1,321 | 10.9% |
| 1960s | 3,312 | 27.2% | 3,277 | 27.2% |
| 1970s | 4,102 | 33.6% | 4,053 | 33.6% |
| 1980s | 884 | 7.3% | 874 | 7.2% |
| 1990s | 382 | 3.1% | 380 | 3.1% |
| 2000s | 1,571 | 12.9% | 1,565 | 13.0% |
| 2010s | 318 | 2.6% | 318 | 2.6% |
| 2020s | 285 | 2.3% | 278 | 2.3% |
| FAA code | Registrant type | All registrations | Valid (status V) | Share of all registrations |
|---|---|---|---|---|
| 1 | Individual | 5,732 | 5,603 | 41.1% |
| 2 | Partnership | 186 | 186 | 1.3% |
| 3 | Corporation | 2,098 | 2,078 | 15.0% |
| 4 | Co-Owned | 1,771 | 1,771 | 12.7% |
| 5 | Government | 187 | 187 | 1.3% |
| 7 | LLC | 3,955 | 3,954 | 28.4% |
| 8 | Non Citizen Corporation | 17 | 12 | 0.1% |
| 9 | Non Citizen Co-Owned | 1 | 1 | 0.0% |
| unknown | Missing or unlisted registrant type | 3 | 0 | 0.0% |
| State | All registrations | Valid (status V) | Share of all registrations |
|---|---|---|---|
| CA | 1,374 | 1,365 | 9.8% |
| TX | 1,365 | 1,349 | 9.8% |
| FL | 707 | 701 | 5.1% |
| WA | 611 | 609 | 4.4% |
| AZ | 491 | 486 | 3.5% |
| AL | 481 | 479 | 3.4% |
| CO | 457 | 452 | 3.3% |
| MT | 446 | 438 | 3.2% |
| ID | 402 | 397 | 2.9% |
| OR | 379 | 379 | 2.7% |
Show every exact FAA model label
| Model label | All registrations | Valid (status V) |
|---|---|---|
| 182P | 2,099 | 2,069 |
| 182Q | 1,565 | 1,551 |
| 182T | 1,312 | 1,292 |
| T182T | 877 | 870 |
| 182A | 784 | 776 |
| R182 | 706 | 698 |
| 182S | 606 | 603 |
| 182J | 487 | 478 |
| 182R | 487 | 481 |
| TR182 | 465 | 460 |
| 182 | 446 | 444 |
| 182M | 432 | 428 |
| 182H | 423 | 417 |
| 182K | 413 | 411 |
| 182L | 410 | 406 |
| 182B | 406 | 398 |
| 182G | 391 | 386 |
| 182E | 380 | 375 |
| 182N | 336 | 332 |
| 182F | 293 | 291 |
| 182C | 282 | 279 |
| 182D | 270 | 267 |
| T182 | 58 | 58 |
| CESSNA F182Q | 7 | 7 |
| 182RG | 5 | 5 |
| J182T | 4 | 4 |
| CESSNA FR182 | 2 | 2 |
| 182F 460 | 1 | 1 |
| 182G 460 | 1 | 1 |
| 182H 460 | 1 | 1 |
| 182K460 | 1 | 1 |
| Total | 13,950 | 13,792 |
The list price is only the entry fee
After the purchase the airplane wants fuel, an engine fund, an annual inspection, insurance and somewhere to sleep. Only some of those have a published number worth printing.
Fuel
Plane and Pilot's specification table for the 1979 TR182 gives 14.2 US gal/hour at 75 percent power and 12.4 US gal/hour at 65 percent. That is one retractable turbo from one model year, not the whole family, and we have no published burn for the other Skylanes, so the calculator leaves that box for you to fill in. A full 88 US gal tank at the higher burn is about 6.2 hours of flying before reserves.
Turn the burn into money with your own fuel price. At an example $6.00 a gallon, the 1979 TR182 burns $85.20 of fuel an hour at 75 percent power. At $9.00 it is $127.80. Those prices are examples chosen to show the arithmetic, not market data.
The engine
Lycoming's service instruction covers the IO-540-AB1A5 in the 182S and 182T. It allows 2,600 hours for the first run after factory-new or factory-rebuilt delivery, 2,000 hours after an overhaul and, separately, a limit of 12 calendar years. The turbocharged TIO-540-AK1A in the T182T gets 2,000 hours on both counts. The instruction carries conditions, and the engine's history and configuration decide which line applies, so read it before relying on the headline.
The Continental O-470 that powers the 182 through the 182R is not covered. Continental's current overhaul schedule sits behind an account login we could not use, so we publish no interval for it. Ask the shop that would do the work. The engine is the line item that arrives all at once.
To turn an interval into a monthly reserve, divide your overhaul quote by the hours. We have not invented a quote for you. Overhaul prices swing with the shop, the engine's condition and what gets replaced.
The rest
The FAA describes an annual inspection interval of 12 calendar months for ordinary US personal aircraft ownership. Insurance, hangar or tie-down fees, labour rates and loan terms depend too much on the owner, the airfield and the airplane for one published number to mean anything, so this page prints none. Add your own quotes to the fuel and engine figures above and you have a budget that belongs to you. More on the wider costs of owning an aircraft sits in our ownership section.
Renting is the benchmark your own figure has to justify. Our guide to how much it costs to rent a Cessna 172 shows the other side of the ledger for a smaller airplane.
Show the fuel tables
| Model year | Power setting | Fuel burn | Source |
|---|---|---|---|
| 1979 TR182 | 75 percent power | 14.2 US gal/hour | Plane and Pilot spec table; retrieved 2026-10-14 |
| 1979 TR182 | 65 percent power | 12.4 US gal/hour | Plane and Pilot spec table; retrieved 2026-10-14 |
| Model year and power | $5.00/gal | $6.00/gal | $7.00/gal | $8.00/gal | $9.00/gal |
|---|---|---|---|---|---|
| 1979 TR182 75 percent | $5.00/gal: $71.00 | $6.00/gal: $85.20 | $7.00/gal: $99.40 | $8.00/gal: $113.60 | $9.00/gal: $127.80 |
| 1979 TR182 65 percent | $5.00/gal: $62.00 | $6.00/gal: $74.40 | $7.00/gal: $86.80 | $8.00/gal: $99.20 | $9.00/gal: $111.60 |
What the accident files record
Every entry in the NTSB files is a real event, and the counts are all this page claims to know about them. The NTSB lists 1,494 accidents involving 182-family aircraft from 2000 through 2025. Of those, 320, or 21.4%, were fatal, and 605 people died in them.
- 2000
- 87
- 2005
- 2010
- 2015
- 2020
- 532025
Counts only. The NTSB does not record how many hours the family flew, so these bars are not rates.
The count peaked at 87 in 2002 and stood at 53 in 2025. That is a drop in the number of accidents. It should not be read as a change in risk, because the data holds no flying hours to divide by.
The first coded phase is the one attached to the first event in the NTSB's sequence for each accident. Accidents without a coded sequence, or with unmapped codes, sit in separate rows of the full table.
Landing leads by a distance. 34.1% of accidents begin there, and takeoff adds 10.7%. Together that is 44.8% of the record, all of it at the two ends of a flight. Enroute comes second on its own, at 12.7%.
The NTSB's own findings point at people and machines together. Of the 779 accidents with causal findings in its current coding, 79.1% involve personnel issues and 74.5% involve aircraft issues. An accident can carry several findings, so the shares overlap and do not add up to the whole.
Show the NTSB tables
| Year | Accidents | Fatal accidents |
|---|---|---|
| 2000 | 62 | 16 |
| 2001 | 83 | 15 |
| 2002 | 87 | 18 |
| 2003 | 83 | 20 |
| 2004 | 77 | 20 |
| 2005 | 59 | 12 |
| 2006 | 62 | 15 |
| 2007 | 73 | 17 |
| 2008 | 56 | 7 |
| 2009 | 55 | 12 |
| 2010 | 53 | 7 |
| 2011 | 64 | 13 |
| 2012 | 49 | 9 |
| 2013 | 45 | 8 |
| 2014 | 41 | 7 |
| 2015 | 61 | 18 |
| 2016 | 57 | 13 |
| 2017 | 52 | 5 |
| 2018 | 50 | 10 |
| 2019 | 40 | 13 |
| 2020 | 45 | 12 |
| 2021 | 50 | 15 |
| 2022 | 48 | 10 |
| 2023 | 38 | 14 |
| 2024 | 51 | 9 |
| 2025 | 53 | 5 |
| Phase of flight | Accidents | Share of all accidents |
|---|---|---|
| Landing | 510 | 34.1% |
| Enroute | 189 | 12.7% |
| Takeoff | 160 | 10.7% |
| Approach | 157 | 10.5% |
| Maneuvering | 96 | 6.4% |
| Cruise | 92 | 6.2% |
| Initial Climb | 55 | 3.7% |
| Taxi | 50 | 3.3% |
| Prior to Flight | 34 | 2.3% |
| Descent | 26 | 1.7% |
| Standing | 21 | 1.4% |
| Climb | 16 | 1.1% |
| Emergency or uncontrolled descent | 12 | 0.8% |
| Other, unknown or not coded | 76 | 5.1% |
| Total | 1,494 | 100.0% |
| Group | Accidents | Share of all | Share of coded subset |
|---|---|---|---|
| Aircraft | 580 | 38.8% | 74.5% |
| Personnel issues | 616 | 41.2% | 79.1% |
| Environmental issues | 198 | 13.3% | 25.4% |
| Organizational issues | 7 | 0.5% | 0.9% |
| Not determined | 71 | 4.8% | 9.1% |
| Group | Accidents | Share of all | Share of coded subset |
|---|---|---|---|
| Aircraft/Environment | 360 | 24.1% | 65.2% |
| Human Performance | 504 | 33.7% | 91.3% |
| Direct Underlying Factors | 49 | 3.3% | 8.9% |
| Indirect Underlying Factors | 2 | 0.1% | 0.4% |
| Manufacture band | Accidents | Share of all |
|---|---|---|
| Year of manufacture 1956 to 1960 | 87 | 5.8% |
| Year of manufacture 1961 to 1968 | 129 | 8.6% |
| Year of manufacture 1969 to 1976 | 93 | 6.2% |
| Year of manufacture 1977 to 1995 | 140 | 9.4% |
| Year of manufacture 1996 to 2000 | 10 | 0.7% |
| Year of manufacture 2001 to 2025 | 58 | 3.9% |
| Unknown year of manufacture | 977 | 65.4% |
| Family aircraft in different manufacture-year bands | 0 | 0.0% |
What to take from the numbers
- Pick a generation before you pick an airplane. In our sample the median ask runs from $137,500 for the early 182 to $459,000 for the 182T, with the 182P and 182Q near $225,000 and the 182S at $315,000.
- Compare a turbo with a non-turbo of the same age. The headline medians hide it. Within the 2001 to 2008 band the T182T asks $366,500 and the 182T $357,000.
- Treat an asking price as an opening line. These are what sellers want. The sample cannot see what buyers pay.
- Ask for engine time since overhaul, not only airframe hours. Lycoming's schedule counts engine hours, and the airframe medians in our sample run into the thousands, such as 4,079 for the 182P.
- Do not read a valid registration as a clean bill of health. Status V is paperwork, not an inspection.
- Budget with your own quotes. At 14.2 US gal/hour and an example $6.00 a gallon, a 1979 TR182 burns $85.20 of fuel an hour, before the engine fund, the annual inspection, insurance and storage.
Questions buyers ask
How much does a new Cessna 182 cost?
Textron lists a new 2026 182T Skylane at $772,000 MSRP and the turbocharged T182T at $871,000 in its Fact Book. Real quotes vary with options and dealer terms.
How much does a used Cessna 182 cost?
In a one-day sample of asking prices on Controller.com, the median ask was $225,000 for a 182P, $315,000 for a 182S and $459,000 for a 182T. Those are asking prices, not sales.
What is the difference between the 182T and the T182T?
The T182T is the turbocharged version. It has a 235 hp Lycoming TIO-540-AK1A against the 182T's 230 hp IO-540-AB1A5, and Textron lists it $99,000 higher.
How many Cessna 182s are there?
The FAA register lists 13,950 aircraft in the 182 family, 13,792 with a valid registration. The 182P is the most common label, with 2,099 records.
How many Cessna 182 accidents has the NTSB recorded?
The NTSB files hold 1,494 accidents from 2000 through 2025, 320 of them fatal. These are counts, not rates, because flying hours by model are not published.
What does it cost to fly a Cessna 182 per hour?
It depends on the model. Plane and Pilot gives 14.2 US gal/hour at 75 percent power for a 1979 TR182, which is $85.20 an hour at an example $6.00 a gallon. Engine reserve, insurance, storage and inspections come on top, so price them with your own quotes.
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Sources and how the numbers were made
Data through: FAA 2026-10-12; NTSB 2026-09-30; asking sample 2026-10-14.
How the numbers were made: We counted matching FAA registrations and showed valid registrations (status V) separately. We combined the NTSB files, counted each accident once and excluded incidents. Used prices are summaries of advertised prices. Fuel cost examples multiply published fuel burn by example fuel prices.
Privacy: No personal data is used in the published results. No owner, seller, crew, operator, narrative or individual accident record is published.
- Federal Aviation Administration. Releasable Aircraft Database. Retrieved 2026-10-13. The registry supplies fleet counts by model, build year, registrant type and state.
Source SHA-256:ad4497553c4b71a14e7a0768b2e9c66974998ced50177a963b7942eabc259dec - Federal Aviation Administration. Aircraft Registration Database Description. Retrieved 2026-10-13. This document explains registration status and registrant-type codes.
- National Transportation Safety Board. Aviation accident data: avall. Retrieved 2026-10-13. The later accident file supplies counts, fatal outcomes, phases of flight, findings and manufacture years.
Source SHA-256:bc74fefb1b39e1b86700a4be82b8ff6014bb1f6d81008524de73f2ddbd38b052
Database SHA-256:c891b8a6fe55651294a0cb0fa328e5648833caf5ac62b1c21d6caf3ea5e99bb7 - National Transportation Safety Board. Historical aviation accident data: Pre2008. Retrieved 2026-10-13. The historical accident file supplies earlier counts and its own phase and finding categories.
Source SHA-256:89e2df6d848e7ab3b42e7d7c7a03ff403303057a26ca04c95b3ea67201c3ce74
Database SHA-256:c2102e7e9f6773ab25c5564904db9b02d0a6d58ad8e73b3e9accda349ea85b9a - National Transportation Safety Board. Aviation data dictionaries. Retrieved 2026-10-13. Each file's dictionary defines the accident codes used here.
- National Transportation Safety Board. Aviation data download directory. Retrieved 2026-10-13. The directory gives the accident files' release dates.
- National Transportation Safety Board. Aviation database release notes. Retrieved 2026-10-13. The release notes explain file coverage and how causes and contributing factors are marked.
- National Transportation Safety Board. Aviation accident database query help. Retrieved 2026-10-13. The help page explains event dates, first phases, investigation status and limits on foreign investigations.
- National Transportation Safety Board. Aviation accident database. Retrieved 2026-10-13. The database page explains the geographic limits of these accident records.
- Federal Aviation Administration. General Aviation and Part 135 Activity Survey. Retrieved 2026-10-13. The survey reports flight hours by aircraft category, which cannot support a model accident rate.
- Controller.com. Cessna 182 Skylane aircraft for sale. Retrieved 2026-10-14. The advertised prices supply model medians, ranges and airframe hours for the dated sample.
- Federal Aviation Administration. Type Certificate Data Sheet No. 3A13. Retrieved 2026-10-14. The FAA sheet supplies certified approval dates, engines, power, weights, fuel capacities and seating for the covered models.
Source SHA-256:ef592b4f51febf5b7b82d159405ff159cb9133619bb83df2c8b7729aef6b8e38
Text SHA-256:9d05834e4c2d02df409396c7e4e399cfd5a6b1a684a4982e93532070be5779bd - Federal Aviation Administration. Pilot Handbook of Aeronautical Knowledge. Glossary. Retrieved 2026-10-13. The glossary explains the annual inspection interval.
Source SHA-256:210d7cebd33f4094af682b49cb83a93505bebfe3d22e7db4de25dbdaa5476140 - Lycoming Engines. Service Instruction No. 1009BF. Time Between Overhaul (TBO) Schedules. Retrieved 2026-10-13. The service instruction gives engine overhaul schedules and their conditions.
Source SHA-256:a0e8755d288166ac64fe198791c5f6e1616e51835ac3354e33b21d2ca9f40d9a - Lycoming Engines. O-540 and IO-540 Series Operator Manual 60297-10. Retrieved 2026-10-14. The manual identifies engine applications used to check which overhaul schedule applies.
Source SHA-256:c7511f89a968fe212a946ccf98922f4ad1a27739840d1fdfcb5e71711810f382
Text SHA-256:a9ff0c12ace2dfd30503dbae6fc50ef5d6b4cfd032636d027d87babe41a15743 - Lycoming Engines. TIO-540 Parallel Valve Cylinder Heads Operator Manual 60297-23P. Retrieved 2026-10-14. The manual identifies engine applications used to check which overhaul schedule applies.
Source SHA-256:8c89686b33bbb33125cf34256a306c45efeee2022b09f406eb650f30cc8a6b84
Text SHA-256:484808f319e474da34150cc4d2424a19b8505fde83451ef57a2ec2d1e542c277 - Continental Aerospace Technologies. Service Document Master Index. Retrieved 2026-10-14. The index identifies maker service documents needed to check engine overhaul intervals.
Source SHA-256:80ce6e70cc49ba5ae2e2334e7ee237acac558559b9d9e07132b141e61aa284b1
Text SHA-256:9ff4d28352b841db92418a612d231a8d7981deb598974c95afa13447a09b2476 - Plane and Pilot. Cessna 1979 182 Turbo Skylane RG. Retrieved 2026-10-14. The specification table supplies fuel consumption for the stated model year and power settings.
- Textron Inc. Textron Fact Book 2025. Retrieved 2026-10-14. The Fact Book supplies the current Skylane and Turbo Skylane MSRP.
Source SHA-256:da8915482a3206a16a3d572899426e730be221f9fa6147b7494e2148121afd83
Text SHA-256:20d6831f2555f51b59e14fabec670ab0da2756e311f0768359031aea830fe043 - USDA Forest Service, via Wikimedia Commons. Cessna Skylane 182 with glass doors. Retrieved 2026-10-14. The opening photograph, from the USDA Forest Service Pacific Northwest Region collection. It is a work of the U.S. federal government and is in the public domain.
- USDA Forest Service, via Wikimedia Commons. Aerial survey aircraft, Cessna 182 and USDI Quest Kodiak, Sandpoint, Idaho. Retrieved 2026-10-14. The photograph beside the fleet figures, cropped, from the USDA Forest Service Pacific Northwest Region collection. It is a work of the U.S. federal government and is in the public domain.
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