C182 for sale

[murphey]

Disclaimer: it's not my airplane and I get nothing in return. Please do not reply to me, contact Jerry at his email below.

Friend of mine has decided now that she's retired, she wants to to be full-time volunteer/teacher in other places. She just came back from an extended say in Central America and is leaving for Ghana (2 months) today (thursday). Rather than mothball the 182 (or leave it to become a hangar queen) she's decided to sell it.

CESSNA 182D PRICED FOR QUICK SALE: $39,500. Well maintained and always hangared Cessna 182 with new Hartzell Prop and Chrome Spinner, bubble windows, aux fuel tank (18 gallons usuable), new fuel bladders, new upholstery, Bass harnesses, IFR ready, two digital radios, 4 place intercom. Owner moving outside U.S. See complete details at http://www.bva-sales.com/home/Home/1961Cessna182D.aspx or call Jeff 303 641-9694 or email jeff@bva-sales.com

 

[gprellwitz]

You know, if it were IFR certified... Yeah, we're not ready to go into debt for an airplane...

 

[murphey]

You know, if it were IFR certified... Yeah, we're not ready to go into debt for an airplane...

It is IFR-ready but may need the pitot/static check. I didn't notice what the last date was. But it's got the old transponder - that I didn't notice when I flew in it (a few years ago). But I did notice the "not the 6-pack" arrangements of the instruments (and the very old turn coordinator).

 

[ejensen]

Hangared about 6 rows down from me. Not exactly a reduced price given the market. I hope she sells it. I know she's been trying for awhile. Maybe the broker will help.

 

[dmccormack]

Over 1700 SMOH, ancient panel....

So... why $40k again?

 

[Palmpilot]

Just curious: Does anyone know what the advantage and/or rationale of bubble windows is?

 

[denverpilot]

You lean your head over and can see straight down really easy. Cool view. Great for SAR, pipeline/power line/fiber optic anti-backhoe patrol, counting animals, any of those "gotta look down" jobs.

Often used on helicopters doing a lot of long-line lifts too. Can see your load easier unless it swings way under the helo to the rear or the other side. Or so I've heard.

 

[Bravo3]

Over 1700 SMOH, ancient panel....

So... why $40k again?

I am greener than green on this whole plane-buying thingy, so can I ask what you think a plane like this is worth? I have to admit that, at first glance, I went "NAAAH!!" then I took a closer look.

It's far below my price range yet it seems to have everything I need. I can deal with an ancient panel as long as the steam gauges are working and the panel is relatively modern (as far as I can tell). I would wait until after I get my IFR ticket to get it certified IFR, but would get a Garmin 696 for puttering about the SW in the meanwhile.

I don't like the rockabilly yokes. Can those be updated?

Could I put big back-country tires on the plane?

Is the 1700 SMOH a problem? What am I looking at spending to get it current?

I appreciate your feedback and any others' who might like to chime in. Although I had my heart set on a 70s-era 182P, I've learned that when the Universe puts a fork in the road sometimes it's best to take the detour. :wink2:

 

[dmccormack]

I am greener than green on this whole plane-buying thingy, so can I ask what you think a plane like this is worth? I have to admit that, at first glance, I went "NAAAH!!" then I took a closer look.

It's far below my price range yet it seems to have everything I need. I can deal with an ancient panel as long as the steam gauges are working and the panel is relatively modern (as far as I can tell). I would wait until after I get my IFR ticket to get it certified IFR, but would get a Garmin 696 for puttering about the SW in the meanwhile.

I don't like the rockabilly yokes. Can those be updated?

Could I put big back-country tires on the plane?

Is the 1700 SMOH a problem? What am I looking at spending to get it current?

I appreciate your feedback and any others' who might like to chime in. Although I had my heart set on a 70s-era 182P, I've learned that when the Universe puts a fork in the road sometimes it's best to take the detour. :wink2:

You will get all sorts of advice. Sure, some engines go 2500 hours before needing an Overhaul, but they are typically flown-every-day workhorses.

1700 hours is quite a few on a typical GA airplane. So realistically its the purchase price plus an overhaul to get you a reliable airplane.

The old panel means gyros, lines, elbows, and everything else are old.

Look -- I love old airplanes (mine was built in 1940!), but you have to know what you're getting into. This airplane won't be a daily flier for a mere $39k.

 

[Bravo3]

You will get all sorts of advice. Sure, some engines go 2500 hours before needing an Overhaul, but they are typically flown-every-day workhorses.

1700 hours is quite a few on a typical GA airplane. So realistically its the purchase price plus an overhaul to get you a reliable airplane.

The old panel means gyros, lines, elbows, and everything else are old.

Look -- I love old airplanes (mine was built in 1940!), but you have to know what you're getting into. This airplane won't be a daily flier for a mere $39k.

So, am I better off sticking to my $60-80K target range for a 70s 182P and keep looking? Frankly, the `61 has the vintage fuselage look that I'm not crazy about but the price makes it magically "charming".

Any ballpark numbers on what it would take to get this old dame up to snuff if I were to stick with this wild hare of mine? Thx for the input.

 

[AuntPeggy]

If it were for me, I'd want to upgrade the avionics (autopilot, G-530 waas, rearrange 6-pack) to a tune of at least $50,000. The engine has nominally 300 hours left, but no guarantee on that. A serious student/hobby pilot will put ~100 hours, so it will be another 3 years (give or take) before you need to spend the $20,000 - $30,000 for an engine overhaul. Expect the first annual to cost somewhere in the neighborhood of $5,000 because a new mechanic always finds lots of stuff to fix.

Does it have a constant speed prop? I didn't notice any knob. That is one of the reasons for buying a 182.

 

[alaskaflyer]

Does it have a constant speed prop? I didn't notice any knob. That is one of the reasons for buying a 182.

It's the black knob next to the throttle?

 

[flyingcheesehead]

If it were for me, I'd want to upgrade the avionics (autopilot, G-530 waas, rearrange 6-pack) to a tune of at least $50,000.

Yup. The 182 is a great travelling machine when so equipped - But hand-flying and all that is gonna wear you out a lot faster. Autopilot + Garmin = good.

Also, Bravo3, you probably want to get the panel re-arranged into a standard "6 pack" configuration *before* your instrument training. It's an arrangement that's easier to fly, and since it's standard you'll be able to fairly easily jump into any plane and fly it IFR. Re-using the same instruments, I've heard quotes of ~$3,000 to cut a new panel and rearrange the instruments.

The engine has nominally 300 hours left, but no guarantee on that. A serious student/hobby pilot will put ~100 hours, so it will be another 3 years (give or take) before you need to spend the $20,000 - $30,000 for an engine overhaul.

It's worse than that. The Continental O-470 on the older 182's has a TBO of 1500 hours, not the 2000 that most other engines have. So this one is already 200 hours over TBO.

Also, when we replaced ours, the bill came to $47,000. About $2K of that was optional. But, the overhaul alone costs $26,000. Add to that the labor for removal and reinstallation, the cost of the new accessories, etc. and you're going to be north of $40K. So, without doing anything else, suddenly this turns into an $80,000 airplane instead of a $40,000 airplane. And it's still old and has a crappy panel.

Bravo3, this bird is NOT a bargain. It's just cheap. Pay now, or pay later.

 

[Bravo3]

Hmmmmm . . . suddenly this plane looks fuggly again.

Back to the search engines I go.

Thx all for the input.

I'm really wishing I had pulled the trigger on that `73 C-182P for $60K sold a few weeks ago. It had all the things I want (clean panel w/ standard 6-pack, new transponder, long-range fuel, nice leather interior, good paint, low frame & engine times, and a dry climate history).

I primarily planned to get the IFR ticket as a get-out-of-dodge tool to keep from getting stranded at some distant x-country locale. If the weather doesn't look "fun" I don't care to fight it and since I'm not gonna do any business flying--no "gotta get there" flights. I also don't see myself flying lots of multi-hour trips, and everything I hear about the 182 is that you can cruise for hours just nudging the rudders (that's what I did on my recent dual x-countries in the 172). So, the autopilot is low on my list. I do want a dependable engine and above-average avionics (steam gauges fine) with an IFR cert or ready-to-be cert'd panel. Glass cockpits don't interest me.

I hope that's not too much to ask for without breaking the budget or getting into a flying money pit.

I don't know jack yet, but I'm starting to get a feel for what I'm looking for and what I'm not. Wish me luck. [Yeah, yeah . . . I'll need it.]

 

[qmdvss]

The 182D (1961) was the last of the really good 182's. In 62 they were 4" wider and they got rid of the trimable horizontal stabilizer. If you have never flown a 180, early 182 or 185 in slow flight with that fully trimable horizontal stabilizer, you have no idea of what you are missing.

By the way, all 182's have a constant speed prop.

tim

 

[flyingcheesehead]

Hmmmmm . . . suddenly this plane looks fuggly again.

Back to the search engines I go.

Hey, that's part of the fun.

I primarily planned to get the IFR ticket as a get-out-of-dodge tool to keep from getting stranded at some distant x-country locale. If the weather doesn't look "fun" I don't care to fight it and since I'm not gonna do any business flying--no "gotta get there" flights.

It's also highly useful even for fun trips, though - It's VERY rare for me to cruise in IMC - I rather like a good view - but I go on LOTS of trips where I'll take off, punch up through a few thousand feet of crud, and cruise on top. At the other end, descend into the muck, shoot an approach, and call it a day.

I would caution you to not think of it only as a "get-out-of-dodge" tool because if that's all you ever use it for, it'll be very difficult to retain the proficiency you'll need to use it safely when you do need it... I try my best to fly as much actual IMC as I can, because I would much rather GO somewhere and do something to get my "6 in 6" than put a hood on and shoot approaches that I know like the back of my hand.

I also don't see myself flying lots of multi-hour trips, and everything I hear about the 182 is that you can cruise for hours just nudging the rudders (that's what I did on my recent dual x-countries in the 172). So, the autopilot is low on my list.

Meh... It's very stable - But unless you somehow manage to trim it PERFECTly, altitude will drift over time, and heading will too. I find it much nicer to set the autopilot and enjoy the view and check up on it once in a while.

Plus, if you change your mind - Autopilots are prohibitively expensive to install. If you're ever going to want one, get a plane that has it already. In addition, the plane will be easier to sell if it has one.

I hope that's not too much to ask for without breaking the budget or getting into a flying money pit.

Not at all. 60-80K should get you a pretty decent bird.

Here's a nice-looking one - Panel isn't much to write home about, but it's a 1975 with a VERY nice paint job: http://www.controller.com/listingsdetail/detail.aspx?OHID=1168225

 

[murphey]

So, am I better off sticking to my $60-80K target range for a 70s 182P and keep looking? Frankly, the `61 has the vintage fuselage look that I'm not crazy about but the price makes it magically "charming".

Any ballpark numbers on what it would take to get this old dame up to snuff if I were to stick with this wild hare of mine? Thx for the input.

Contact Jerry (the broker) and ask for additional details such as what's been replaced/upgraded/overhauled in the past 5 years. Ask details about the log books.

As for replacing the yokes or moving instruments around to make it the standard 6-pack - all it takes is money.

 

[jhausch]

Not at all. 60-80K should get you a pretty decent bird.

Here's a nice-looking one - Panel isn't much to write home about, but it's a 1975 with a VERY nice paint job: http://www.controller.com/listingsdetail/detail.aspx?OHID=1168225

That does look like a nice one. Those avionics seem a bit elderly, but very serviceable. If the AP is OK that could be good family bird for a while.

 

[jason]

I would caution you to not think of it only as a "get-out-of-dodge" tool because if that's all you ever use it for, it'll be very difficult to retain the proficiency you'll need to use it safely when you do need it... I try my best to fly as much actual IMC as I can, because I would much rather GO somewhere and do something to get my "6 in 6" than put a hood on and shoot approaches that I know like the back of my hand.

I agree 100%

Meh... It's very stable - But unless you somehow manage to trim it PERFECTly, altitude will drift over time, and heading will too. I find it much nicer to set the autopilot and enjoy the view and check up on it once in a while.

Plus, if you change your mind - Autopilots are prohibitively expensive to install. If you're ever going to want one, get a plane that has it already. In addition, the plane will be easier to sell if it has one.

Also very true...

 

[Everskyward]

I don't see the need for an autopilot in a small airplane unless you are going to be doing quite a bit of IFR. Sure it makes things easier at times but it's also another thing to maintain when it breaks.

 

[Brad Z]

I don't see the need for an autopilot in a small airplane unless you are going to be doing quite a bit of IFR. Sure it makes things easier at times but it's also another thing to maintain when it breaks.

I'd agree with you if we were talking about a 152, but the 182 is a "going places" airplane with a five-plus hour range. It's not absolutely necessary, but autopilot is nice to have to cut down fatigue on a long trip. Fact is, most 182s have them, it's cheaper to buy one with autopilot already installed, and it will make it easier to sell when the time comes.

 

[Bravo3]

Contact Jerry (the broker) and ask for additional details such as what's been replaced/upgraded/overhauled in the past 5 years. Ask details about the log books.

As for replacing the yokes or moving instruments around to make it the standard 6-pack - all it takes is money.

Great . . . now you guys have me rethinking the `61.

Thanks for all the advice so far. I still think I can live without autopilot, but I would consider it a selling point for any plane having it. Maybe someday I'll want a sleek IFR machine for flying around the country, but not yet.

An IFR rating would be pretty handy, and I definitely wouldn't want to spend the time and money getting it and not maintaining proficiency. Point taken.

 

[Bravo3]

That does look like a nice one. Those avionics seem a bit elderly, but very serviceable. If the AP is OK that could be good family bird for a while.

What's an AP? Autopilot?

I didn't see anything about long-range fuel tanks. Not a "must have" but a plus for me. I can't believe I missed this listing. I think the panel looks great. Old is OK as long as it works.

Checking this one out might be a nice excuse for the wifey to visit the old stomping grounds.

 

[jhausch]

Yes, AP=Autopilot. As long as that Navomatic 200 could keep the wings level and follow the heading bug that would be good enough for me.

 

[flyingcheesehead]

I don't see the need for an autopilot in a small airplane unless you are going to be doing quite a bit of IFR. Sure it makes things easier at times but it's also another thing to maintain when it breaks.

Depends what you're doing, Mari - I wouldn't put an autopilot in a Super Cub or a Decathlon or something - Those are "play-around-in-a-relatively-small-piece-of-sky" airplanes. But a 182 is a traveling airplane. Even VFR, holding heading and altitude increases fatigue. I've had some LONG flying days in the 182 VFR, and am VERY glad the autopilot was there.

Fatigue certainly becomes a factor faster when IFR, but it is still a factor when VFR. It is another thing to maintain, so that's certainly a consideration - But the 182 is good at going places, so 182 owners will tend to go places. The 182 will get very boring very quickly if all you do is short $100 burger runs (in which case a 172 might be a better choice anyway).

 

[Everskyward]

I've had some LONG flying days in the 182 VFR, and am VERY glad the autopilot was there.

I guess I have my opinion because most of the C-206s I flew had no autopilot and the C-320 had one that didn't work very well so I didn't use it except for some experimentation. I never really missed the fact that these airplanes didn't have one. In fact, until I got to the King Air I don't think I had flown an airplane with an autopilot engaged for more than about 25 (or less) hours so learning to use one properly was a challenge, which is another story.

I may be totally off base but I think that when people are looking at these older airplanes it's not so much because they like older but because they are on a budget. In that case the autopilot is one of the first things they could do without, IMHO. You can get plenty of use out of an airplane without one, even if you are traveling.

 

[TMetzinger]

Given how expensive new airplanes are, it might be a wise choice to ny the best airframe for the least money, then do any engine work and upgrade the panel. You can end up with the equivalent of a 300k airplane for 100k.

sent from my android

 

[flyingcheesehead]

I guess I have my opinion because most of the C-206s I flew had no autopilot and the C-320 had one that didn't work very well so I didn't use it except for some experimentation. I never really missed the fact that these airplanes didn't have one. In fact, until I got to the King Air I don't think I had flown an airplane with an autopilot engaged for more than about 25 (or less) hours so learning to use one properly was a challenge, which is another story.

Weren't you doing mapping, though? How much were you actually trying to fly in a constant, straight course? I would think that an autopilot would make flying a grid harder than it's worth - With the exception of the C182/G1000/GFC700 combo which can do search grids for the Civil Air Patrol.

I do see your point - And an autopilot isn't *absolutely* essential - But I wouldn't buy a traveling airplane without one.

 

[Everskyward]

Weren't you doing mapping, though? How much were you actually trying to fly in a constant, straight course? I would think that an autopilot would make flying a grid harder than it's worth - With the exception of the C182/G1000/GFC700 combo which can do search grids for the Civil Air Patrol.

Nowadays I think people use autopilots coupled to GPS signals to do mapping but I did it in the dark ages when it was done visually and manually. However, discounting the mapping, we still had do get back and forth to the place where we were going to do it, which sometimes involved a fair amount of X-C.

 

[flyingcheesehead]

I didn't see anything about long-range fuel tanks. Not a "must have" but a plus for me.

There is one additional advantage to long-range tanks, even if you don't use the full range: It allows you to wait and buy fuel where it's cheap. For example, there's a lot of times where I'll depart the home drome (moderately expensive fuel), go somewhere with expensive fuel that's 2-3 hours away, and return. With standard tanks, I'd have to fuel up at the expensive "away" airport. With long-range tanks, I skip the expensive fuel, return to a field that's 1/2 hour or 1 hour away on the way back with cheap fuel, and then top off with the moderately expensive fuel at the home drome.

So... Say I'm going KMSN to 6Y9 for the weekend... It's about a 4-hour trip. If I have 4-hour tanks, I'll obviously need fuel. 6Y9 has none, so I'll have to hop over to Iron Mountain and fuel up there. Price is $4.79 at the home 'drome, and $4.89 at Iron Mountain. So, I have to buy about 25 gallons at $4.89 and 17 gallons at $4.79 when I get home. Total fuel cost: $203.68.

If I have long range tanks... I'll instead go KMSN-6Y9-63C-KMSN. Fuel at 63C is $4.05/gal. I'll need about 36 gallons at 63C, and only 5 at home. Total fuel cost: $169.75, a savings of about 17%.

 

[denverpilot]

Here's a nice-looking one - Panel isn't much to write home about, but it's a 1975 with a VERY nice paint job: http://www.controller.com/listingsdetail/detail.aspx?OHID=1168225

You missed the well-used ashtray hanging from the right side gap between the window and the wall (not supposed to wedge stuff there, really) in a drink-holder and white ash residue on top of all the radios in the stack.

That thing's gonna need a new interior and smoke does bad things to avionics. In the 1975, the vacuum filter is down by your left foot and probably evey gyro and radio in the stack is full of stuff that'll kill them.

That photo makes that airplane a non-starter unless you're going to gut the interior and panel, IMHO.

$20K-$30K price hit, right there.

 

[flyingcheesehead]

You missed the well-used ashtray hanging from the right side gap between the window and the wall (not supposed to wedge stuff there, really) in a drink-holder and white ash residue on top of all the radios in the stack.

That thing's gonna need a new interior and smoke does bad things to avionics. In the 1975, the vacuum filter is down by your left foot and probably evey gyro and radio in the stack is full of stuff that'll kill them.

That photo makes that airplane a non-starter unless you're going to gut the interior and panel, IMHO.

$20K-$30K price hit, right there.

Ew. You're right, I did miss that. And you may blow $40K on new interior and radios, but you're still not gonna get rid of the smell. I would consider this plane "destroyed."

 

[denverpilot]

As one of the few remaining nicotine-addicted retards on the planet, I'm probably more attuned to noticing such things.

I swear someday someone's gonna find a genetic pre-disposition to nicotine addiction. It's a family thing on both sides in my family and I'll probably start on quit-attempt number 5 or 6 again soon.

Zyban was looking interesting as an option until the FAA banned it, and the recent attempt with nicotine vaporizer "cigarettes" was fine until it gave me skull crushing headaches. There's a small but vocal contingent of friends who tout hypnosis, but I'm not much of a "believer".

Just need to find the right motivation. And trust me, I live with an RN for a wife and I've heard all the medical stuff. I may just have to be an ass with myself and say, you puff, you don't get to fly that week. Or similar.