Cessna 182 Year Model Changes 1962 to 1986
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- čas přidán 14. 11. 2021
- The differences between the model years of Cessna 182 from 1962 to 1986. Airframe configurations. Gear widths, engine models, cowlings, landing lights, fuel capacities, voltage differences. Wing leading edges. Also the similarities in these years. All have 0-470 Continental engines, all do about the same speed. All carry about the same weight, all burn about the same fuel per hour and all are 230 HP. The differences are subtle.
Fascinating. These year changes videos are far more valuable than most people realize. Far beyond just airplane geekery, you could save someone hundreds of thousands of dollars and potential misery by helping them to not inadvertently buy the wrong model of their dream plane. 👍
It's good to know this stuff BEFORE you buy a plane and not learn it BECAUSE you bought one.
I loved this this video. I fly a 182Q frequently. I absolutely love it.
Glad you enjoyed it!
Beyond interesting! Didn't stumble once. I'm a minute in and I can't stop smiling. Nicely presented. Thx Mark
Thanks. Sometimes my brain nearly explodes with useless information.
@@skywagonuniversity5023 not to us!
Nice Video! I just happened to stumble across this one today... I wish I saw it two years ago when it was originally uploaded.
I just happen to own N9317E, which is a 1984 182R and that surprised me when seeing N9317X in this video!
Cessna used N number runs with consecutive planes having consecutive numbers. Also you will see a relationship between the N number and the serial number on planes with original N numbers.
Worth the watch for a 182 fan like me..
Thank you.
I've watched this 3 times because its so well done.
Thanks.
As an airplane geek I really appreciate your airplane geekiness. No apologies necessary.
Sometimes I just can't shut up.
I’m currently flying a 1982 c182R. This video was perfect timing. I learned so much! Thanks Mark and team.
This guy has a wealth of information more than I could ever hope for. Awesome work I appreciate it.
Mark great video!
Thanks.
Mark, I'm amazed at how you can do these without missing a breath. My friend has a 182 R so I forwarded this to him. He'll probably be subscribing soon. Keep up the great work!
Thanks.
He's a walking encyclopedia of aviation knowledge, isn't he?
@@UltimateAnarchy When do I become a Nerd? Is it too late?
@@skywagonuniversity5023 A nerd is defined as "a foolish or contemptible person who lacks social skills or is boringly studious." That being said, you are far from being a nerd. Your wealth of knowledge is revered by many people in the aviation community. You also have an infectious personality. So thank you for educating us all on the many intricacies of these airplanes. I get a little smarter with every video you put out.
My '61 was a great plane.. pponk 275 hp, 3 blade McCauley, pponk gear saddles, 8.00 mains, stol wingtips, 4 position manual flaps, and an oldie but goodie panel, ifr cert'd.. it just leapt off the ground with that engine, clawing at the sky.. 8628T was my dream.. and I lived it for awhile. Was at Red Bluff, serviced by Dave and Melinda Hall, DMK Aviation.
Glad to have the videos back again! Thanks Mark!
Absolutely fantastic to watch you go through different planes. Keep up the great work Mark
Thanks for watching.
Always love these, Mark had forgotten more detail than I'll ever know its a great channel.
Thank you.
Such great knowledge, thanks Mark!
Thanks.
My now sold 1974 Cessna 182P had the same paint scheme as 70938. Hope to get an R model one day and paint it like that!
Once again, well done sir.
I appreciate that
Incredibly interesting, thanks for sharing your knowledge.
Great information! My father had a 1958 182. He told me is was faster than the later 182s. Flew many hours and all over the place. Went from the Cessna 182 to the Beechcraft Staggerwing. A much loved replacement!
Yes, the 1960 and 1961 182's are the fastest if all else is equal.
For some reason these year model change videos are super interesting. Thanks for posting, impressive presentation! They answer all the questions you're left with after spotting vintage Cessnas at the local airfield I suppose, we have a few of them here. Nearby we have a 182A still being used to carry skydivers, and the first time I saw it I couldn't tell what it was. Later I got checked out in a 1972 182P myself, which I thought looked much newer on the outside (with a new paintjob).
Thanks. It's good to dispel the myths of the different years so people can understand them and buy them in an educated way.
Thanks, Mark. Great review, especially since I'm in the market for a P/Q!
Thank you. Those are good years.
Great video! When I was still flying 182s I had all the differences down pat, courtesy of the Cessna Pilots Association guide. Thanks for reminding me. It’s been a while.
Glad it was helpful!
I’ve been wondering when a new video would drop. Keep them coming, Mark!
Thanks.
Good job Mark!
Love these videos Mark!
Thank you.
I absolutely enjoyed this! Thank you!
Glad you enjoyed it!
Well done videos. I knew my 182N was the last model to have the lights in the wing, didn't know about the land-o-matic change to the P model. Thank you!
Glad it helped
Thanks for the video! Our flying club is just beginning our search for 182!
What year will you buy?
We are interested the Q- the one you had in a previous video- N1416M or a M- like N70938 in this video.
Very interesting the video Mark. It's very didactic and I really learned a lot about the pre and post models that I am currently working on. Here in the air force in Argentina we have most of the J and N models manufactured here under license between 1966 and 1971.
This video was very useful to me, Thank you very much !!!
Greetings from Argentina.
Thanks for watching it. I sold a 67 182 to a guy in Argentina many years ago,
Love this! Thanks Mark!
Glad you enjoyed it!
Appreciate the info
That 1979 with the Horton STOL Kit has a nice panel
I like the numbers, facts and information type videos. I learned a lot with this video.
We are glad it was helpful!
This is a really good video!
Thanks, Ditto!
Awesome, I love knowing about the details of these planes.
Glad you like them!
Well done! Excellent information!
Glad it was helpful!
First your knowledge off the cuff of the differences in model intricacies is amazing. Second, just bought a '76P. One more note that is of interest is when they went to the high compression, engines (2400 RPM/230HP), they lost the ability to run MOGAS.
For Mark, do you would you use 'mogas?'
@@ackack612 I'd use it in the 76 and older engines with the lower compression as long as it was real mogas and not some ethanol based california blend that eats the seals in the engine.
I was thinking of getting a 182. Now I am more confused about what to look for. Thank you for your work.
Remember that they all do the same job, so buy the best version of one that you can afford, even if it is a 1956.
Always good info- thanks.
Thank you.
I'll have to bring my 1960 182C for your next demonstration. 19,800 service ceiling ;-) Great video!
Hi Steve. I heard it was a great plane from Randy.
Great videos Mark. I’d love to see a review of seaplane floats and rigging.
Wow, excellent presentation.
Another fun fact is that the 182 skylane, the newer ones at least are 9inches longer than the cessna 206 stationair, 29 feet for the skylane , and 28.3 feet for the stationair.
Interesting. Why longer?
Good question.@@skywagonuniversity5023
Thank you for sharing this.
I just joined a flying club and will be flying a 1975 CESSNA 182P a lot in my future. Appreciate your videos.
(Now, do i win a free kitten?)
Always interesting!
Interesting? Definitely! Good stuff. Thought I knew most of that, turns out I learned a ton. Thanks Mark.
Thanks.
Mark you explain it so well and easy to understand and digest, your show should be called GENERAL AVIATION 4 DUMMIES 👍🙂👏
Hope to run into you in the near future, please keep us educated... tks
I'll do what I can. Thanks.
Always interesting.
Awesome!
I'll echo what a lot of other folks are saying. This was an excellent video! Yes, lots of words and numbers but they are interesting words and numbers. Doesn't matter to me if you fly one or any of them. Yes, the flying is interesting but the breakdown of the evolution of these machines is more interesting. Keep 'em coming!
Thanks.
Come on , Mark, give us the detail! :) Love it.
Nice presentation. Although you refer to other videos, I was hoping to find one of yours on the RG version
There are several on the RG, gear swing, turbo-normalizing, differences between the 79 and 80 etc.
@@skywagonuniversity5023 Thank you, I expect to spend the weekend catching up on your older videos
Really informative video. Ive seen some companies that do plane rebuilds throw the kitchen sink at all models to bring them up to new plane specs. 70's with 540s and Triblades and amphibs and glass Garmin dash. Tornado damage and wing swaps landing lights in cowl and in wings. Wild solid paint schemes and I have no idea what year it is unless I ask the guy.
I don't think anyone is putting Lycomings in 1956 to 1986 182's. That is the 540. They do put in the Continental 520's and 550's though.
Oh mark you are badly mistaken it was very interesting and informative and I did take notes thanks for sharing some of your vast aviation knowledge skywagon university rules the sky 👍
Thanks Mark, that was great information and enjoyable to watch.
Also just for perspective and scale, how tall are you ?
I'm 5 ft 11.
Interesting thanks
You are welcome
G,day Mark at Skywagon University from Sydney, Australia.
Great your back and educating about Cessna modifications to models.
Quick question.
Would (one piece) spring steel wheel support be more durable than the straight steel options?
🤔
You mean one-piece from wheel to wheel? Yes that would be stronger. A bit heavier though.
I watched the whole thing! Fabulous plane nerd stuff.
Chevy didn't make a 327 in '55, the 327 didn't come out till '62. And it wasn't offered in the Bel Air with a four-barrel carb till '64. However, in 1964, the correct ignition timing would be four degrees before top-dead-center.
I'm not sure what this has to do with the 182 model year differences. Interesting though.
@@skywagonuniversity5023 I was just drawing a parallel between your incredibly detailed plane knowledge to the car knowledge of Mona Lisa Vito in My Cousin Vinny. Love the detail in your videos Mark.
Thank you.
Always great content Your opinion please…. I have a 65 C210E I am repainting next year Re do factory ? Or update ?? Thanks Mark
All I could think about was all the testing that had to happen with each of those changes.
A lot of the changes are parts from other Cessna's.
Mark, I'm a really tall guy and after trying out a dozen different airplanes to train in for my PPL, I finally sat inside a 1970 Cessna 182 recently and absolutely loved the legroom and space between front seats! It is FAR more than a 172 or PA-28 which most flight schools (around here) use. I really like the faster cruise speed and much longer range as well. My plan is to buy one within the next year or so. That being said, do you see any disadvantages to me learning to fly in this airplane versus the standard trainers most people train in? (I see the constant speed prop as an advantage)
I always say that you can learn in a 182 and then keep it afterwards and during the learning you will by default, get a high performance rating (over 200 HP) and learn how to use a constant speed prop, AND very importantly, get "time in type" for your solo insurance after you have got your license. Insurance will be more for the first year than a 172, but not a lot because 172's are worth a lot now. Once you have got your license, you have a plane that you are very familiar with that is very capable at going cross country, over mountains and carrying weight. If you learn in a 172, and want a 182, you have to sell one, buy the other and relearn a bit more and put up with the higher insurance and get the check-out etc. The 172 after you have learned will limit you if you want to go over 130 Kts and carry more than 1000 lbs and 84 gallons etc. Buy a 182 and learn in it.
@@skywagonuniversity5023 Very much appreciate the feedback, sir. Cheers.
Bring back the intro fanfare
@Alan Barley - *sigh*. We had more complaints about it than compliments, so we took it out. I'm glad you liked it though! - Don the Camera Guy.
Can you put a spring uc as a replacement for a tube uc as a mod ?
Thanks I thought 1964 was first year of widebody I was wrong. We do have an anniversary edition medallion on the instrument panel though
Yes, 60 and 61 are the last of the narrow ones. 62 and 63 have the strange rear window.
@@skywagonuniversity5023 we must have a 63 because we have that window but I think the registration calls it a 64
The original straight tail straight back is the fastest with the same O-470. Lighter and narrower, when they put the windows in the back they slowed them down, and rudder less effective.
So which of all the 182s has the widest cabin? Is there an STC so that we can turn the RPM up to 26 or 2,700 RPM, get the extra horsepower out of the motor? Does the addition of a stol kit slow the plate down?
All 182's from 62 to current are the same wide cabin. 5 inches wider than the 56 to 61. The RPM wind up on the U engine to get more HP is a Texas Skyways STC.
Any idea on the total production numbers for this popular series of Cessna aircraft?
According to the first and last serial numbers, 1956 to 1986 there were 35,650 made in those thirty years.
Love my 1976 182P with the STC for the same max gross as the Qs. Full fuel, we have 850 lbs for butts and bags! Is there another GA four seater that can do that?
It's the Chevy Tahoe of the air. Everyone can fly, maintain, insure a 182. They carry everything a family needs. Great planes.
Are you still planning to do the Meyers 200D?
Yes. We have to get it here but Yes. Also a very interesting PZL.
Do you have a 172 year model changes video?
Good idea, I need at least three planes though.
👍👍
I will take the pa28-235 / Dakota, same speed, 1300lb payload, and the 2000 hr tbo Lycoming o-540 72-84 Gal of fuel depending
The Dakota was Piper's answer to the 182, 540 in an Archer. Pity they did not put a 540 in an Arrow too. Just not enough were made. They are very popular.
I’d like to get my hands on a Jet-A/diesel model 182.
Someday…
I sold an SMA diesel 182 to a guy in Denmark. He came to California and bought it and flew it back to Denmark over the Atlantic with no extra ferry tanks because it was so economical. 92 gallons and 5 gallons per hour on Jet A. He was home in a week.
@@skywagonuniversity5023 that’s awesome!
Thanks for sharing that.
A side note that I take a lot of flack for: As previously mentioned, I once owned a beautiful 64’ straight tail Cessna 150, so I’m versed with the push-pull throttle found on just about all Cessna SE aircraft, but I like and prefer, like the look and feel of T-handle handle throttle, as found on the diesel model SE Cessna aircraft.
If an STC existed to add one to a non diesel powered, SE 172, 182, 206, etc … I would definitely be adding one.
I remember when I first started shopping around for CFI’s 20+ years ago, one of them, I’m guessing in his mid-20s at the time, made it a point to tell me that he gave lessons in a Beach Skipper that had a lever throttle and that he thought it was pretty cool vs. the push-pull vernier type throttles. I didn’t really get it then, but I do now.
Anyhow…
I wonder if the more modern looking cowling nose can be applied in place of any of the older nose cowlings?
That modern cowling is on there and is a different shape because there is a Lycoming 540 under there in the 1997 and newer planes. Not a Continental.
Pre 87 182rg had Lycoming 540s
Yes, they were RG's. There were also 123 182 Turbo fixed gears built in 1980 to 1981 and 67 are left on the US Register. They had the Turbo Normalized Lycoming too.
👍
Would the 1972 be a 182P or a 182M?
1970 is an N, 1972 is a 182P. (they skipped the letter O)
Great videos! I'm not sure what type of camera you are using, your white balance is way off, and your footage it grainy and somewhat blurry. This is a bit of a distraction from the quality of what you are producing.
@HookedOnUtah - This was a hard one to balance out. The sun was early morning light through a cloud layer and it kept changing. I found what I thought was a middle ground, but color correction is not my strength. The resolution was reduced for our upload, since the Caldor Fire has crippled our internet to a slow crawl. It was the only way to get the video posted. Previous attempts went for 3 days and then failed. - Don the Camera Guy
@@skywagonuniversity5023 I would recommend using one of the presets in your camera, either sun, shade, or auto , that will give you the very best overall results. If you are setting a custom WB be sure to use your WB cards as you set the WB for best results. Love your videos, keep up the great work. I fly a 1980 182Q.
All three are for sale
The 63 182 was the fastest model
If the spring steel gear is stronger why is there no ways to raise the gross weight with those models? 200 plus pound raise would be great.
STC's generally are applied for to the largest group of a type. The P , Q, and R models is the biggest group. They all could carry the weight.
How about a "facts" video like this that discusses the purpose for each Cessna single engine model (other than company profit ha).
Where is F-182Q??
The F model is the 1963, through several other letters to the Q's in 1977 to 1980. Then R to 86. Is that what you were asking?
With all the current talk of Inflation in prices here is what happened to the 182.
In 1976 I purchased a new 182 with basic avionics (IFR / Wing leveler autopilot) and paid $38,000 and change. I'm told that a 2021 Cessna 182 could go as high as $400,000. With wizz-bang glass panel some say $500,000.
Back in the day $38,000 was not chicken feed BUT it was not 1/2 Million.
Things change, but not always for the better. Aviation is getting out of reach for the average guy today.
That is true. All Liability makes them so much new now.
Your phones ringing
It isn't easy being so popular. My fans, my agent, the studio ... all want a part of me.