I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
pay attention to ? Any experiences, good or bad ? Any serious maintenance
issues ?

Thanks.

Robbie.

"Robbie S." > wrote:

> I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
> pay attention to ? Any experiences, good or bad ? Any serious maintenance
> issues ?

What year?

--
Peter













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"Peter R." > wrote:

> "Robbie S." > wrote:
>
>> I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>> pay attention to ? Any experiences, good or bad ? Any serious maintenance
>> issues ?
>
> What year?

Sorry, too ambiguous. Let's try this again:

What model-year C182 are you thinking of buying?

--
Peter













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General comments on pre-buy inspections, FAA title search, check for UCC
filings on the owner and previous owners, previous owners comments (why did
they sell it, any major repairs ect), damage history/repair, corrosion, AD's
applicable to the specific airplane....etc... these apply to every airplane.

A couple specific areas that I am aware of on 182's would be to check the
firewall for damage due to pilots dropping the nose on landings, and to
check the condition/age of the rubber fuel bladders. A lot of 182 owners
with Continental O-470's have remarked about needing a top overhaul at
around 700 engine hours. Find an A&P/AI that has a LOT of 182 experience
and he will be able to tell you what to look for and what to be wary of. He
should also have an opinion on which model may be better than another within
the same price range.

I'm sure I"m missed things and that others will chime in. I flew a 1978
R182 (RG) for a few hundred hours and loved it.

Jim

1) Firewall damage. If you get a late 60's or older you want to have
had somebody wreck the firewall because then the chances are good they
replaced it with the new thicker one.

2) Engine mount. A 182 must have heat shields or the mount won't last
long at all. The shields are cheap, about $150, and eliminates mount
damage.

3) Bladders. About $1200-$1500 to replace each one but once replaced
they last a long time. Look for leaking fuel at wing root and fuel drain.

4) Air box tunnel. Check to make sure it's in good shape. Real
expensive to replace.

5) Main landing gear boxes. Check to make sure there are no cracks.
That would indicate hard landings.

6) The vertical fin attach AD. Check to make sure there are no cracks
in this bulkhead. The AD states it must be checked every 4000 hours.

The rest is nickles and dimes. Pay no attention to the gross weight of
any plane. You don't get more weight carrying ability by getting a
newer, higher gross weight plane. The newer the plane the worse they
perform. Think empty weight. Mine is a 67 and is 1740 pounds empty,
leaving a useful load of 1060. A newer plane can have a higher useful
but perform much worse because we are all using 230 HP. Stay light.

Robbie S. wrote:

> I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
> pay attention to ? Any experiences, good or bad ? Any serious maintenance
> issues ?
>
> Thanks.
>
> Robbie.
>
>

Sorry 'bout that.... I have just made up my mind that I want a 182, partly
due to my business need. I have not decided what model or year to go for.
I do have $$$ constraints as well, meaning a newer one would be out of
question at this point.

I was actually looking to pick up some words of wisdom from other folks who
have owned a 182....

Thanks.

Robbie.

"Peter R." > wrote in message
...
> "Peter R." > wrote:
>
>> "Robbie S." > wrote:
>>
>>> I am thinking of buying a Cessna Skylane 182. Any caveats that I need
>>> to
>>> pay attention to ? Any experiences, good or bad ? Any serious
>>> maintenance
>>> issues ?
>>
>> What year?
>
> Sorry, too ambiguous. Let's try this again:
>
> What model-year C182 are you thinking of buying?
>
> --
> Peter
>
>
>
>
>
>
>
>
>
>
>
>
>
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Get a copy of the Cessna Pilot's Assoc Buyer's guide
http://www.cessna.org/store/index.html

And enjoy, you're getting a great model.

"Robbie S." > wrote in message
...
>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>issues ?
>
> Thanks.
>
> Robbie.
>

"Robbie S." > wrote:

> Sorry 'bout that....

Not a problem at all.

> I have just made up my mind that I want a 182, partly
> due to my business need. I have not decided what model or year to go for.
> I do have $$$ constraints as well, meaning a newer one would be out of
> question at this point.

At one time I was in the market for a 182 and I learned that there is a
difference in what to be aware of between the older models and the newer
models. Thus, knowing what you were interested in would help to narrow the
advice you received.

> I was actually looking to pick up some words of wisdom from other folks who
> have owned a 182....

Looks like it is trickling in, too. :)

--
Peter













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Robbie S. > wrote:
> I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
> pay attention to ? Any experiences, good or bad ? Any serious maintenance
> issues ?

First, NOW, join Cessna Pilots Association... they know more
about Cessnas than Cessna does! Then you can download their
182 buyers guide with ALL the information you want to know...
and it is already organized for you.

Second, have CPA do your pre-purchase inspection, and do an
annual inspection at the same time. YOU pay for the inspection,
and YOU pay for moving the airplane. The OWNER pays for any
items required to be airworthy.

These two things ALONE saved me over $12,000 when I purchased
my Cessna-206.

Best regards,

Jer/ "Flight instruction and mountain flying are my vocation!" Eberhard

--
Jer/ (Slash) Eberhard, Mountain Flying Aviation, LTD, Ft Collins, CO
CELL 970 231-6325 EMAIL jer'at'frii.com WEB http://users.frii.com/jer/
C-206 N9513G, CFII Airplane&Glider, FAA-DEN Aviation Safety Counselor
CAP-CO Mission&Aircraft CheckPilot, BM218 HAM N0FZD, 222 Young Eagles!

Robbie S. wrote:

> Sorry 'bout that.... I have just made up my mind that I want a 182, partly
> due to my business need. I have not decided what model or year to go for.
> I do have $$$ constraints as well, meaning a newer one would be out of
> question at this point.
>
> I was actually looking to pick up some words of wisdom from other folks who
> have owned a 182....
>
The only words of wisdom I can come up with is that I have been there myself.
I found that I could not afford anything newer than a run-out 1970-ish model
with real old avionics. So then I bought a Comanche. It has nearly the same
payload and its alot faster... its just older and a lot less money.

Basically you need to do a LOT of looking. there are some good ones out there
but you may have to spend alot just to bring it home which is really just
increases the cost of the airplane overall. Good lucj and keep us informed
on your progress.

Well, Peter TRIED to help you by asking what year, and you said you didn't
know, that you had a $$$ constraint. Well, then take that dollar constraint
to the TradeAPlane blue book and give us a RANGE of years. Some expensive
ADs come with some years and not others. You will get good information
based on the information YOU provide.

You MIGHT consider a rather elderly one so that you can park in the classic
spot at Oshkosh and (if you live in California) pay no personal property
tax.

Jim

Robbie,
I bought a 1968 Skylane with Cessna Radios for 59K. It had 180hrs on an
overhaul and 1380 total time. I painted it, put an interior in it, 2 Nav
Coms and a Garmin GPS155XL approach GPS. I flew it 1100 hrs in 4.5 yrs and
sold it for 73K to a guy that put a new engine in it. I put 3 cylinders on
it and a starter adapter over the course of 4.5 yrs. I got my instrument
rating in the 182 and I don't think that it was bad on maintenance at all.
Moved on to a twin or I never would have sold the 182. Get the 182 buyers
guide from CPA and find an A&P that knows about 182s to do the pre-buy
inspection. Old paint doesnt make it a bad airplane and pretty paint doesnt
make it a good airplane.

Mark Manes
N28409
WC5I


"Robbie S." > wrote in message
...
>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>issues ?
>
> Thanks.
>
> Robbie.
>

Dear God, stay away from the retractable ones!

I owned a 1974 P model from 1979 to 1986. It was a real good airplane. The
main trouble I had was water in the fuel system. Water was found in the fuel
tank on every pre-flight inspection. My present 1974 M model 172 has never
had any water found in the fuel system.
My 182's wings didn't have much dihedral and the fuel tank bladders had
wrinkles in the bottom and would prevent the water from effectively draining
to the drain sumps. An advisory was issued to preflight the fuel system by
jacking each wheel up one side at a time while having the tail tied down.
This was to help move the fuel toward the drains. The gascalator was not in
the lowest position of the fuel system. One time, after a two hour flight,
the engine quit on final and lots of water was found in the gascalator. An
advisory came out also to have the wrinkles in the tank smoothed out by
openning the fuel cap panel area and rub out the wrinkles. And a change in
the fuel cap design came out during those years, too. Other 182 owners I
talked to during those years never had this problem.
A job change was the reason I sold my 182. I should have figured out a way
to keep it.
Tom
"Robbie S." > wrote in message
...
>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>issues ?
>
> Thanks.
>
> Robbie.
>

Your main problem was the water getting in. I have never seen water in
my nearly 7 years of ownership. You must have the original flush caps
removed. I have the small rasied Cessna caps. The other option is the
hideously ugly Monarch caps.



Tom Cummings wrote:

> I owned a 1974 P model from 1979 to 1986. It was a real good airplane. The
> main trouble I had was water in the fuel system. Water was found in the fuel
> tank on every pre-flight inspection. My present 1974 M model 172 has never
> had any water found in the fuel system.
> My 182's wings didn't have much dihedral and the fuel tank bladders had
> wrinkles in the bottom and would prevent the water from effectively draining
> to the drain sumps. An advisory was issued to preflight the fuel system by
> jacking each wheel up one side at a time while having the tail tied down.
> This was to help move the fuel toward the drains. The gascalator was not in
> the lowest position of the fuel system. One time, after a two hour flight,
> the engine quit on final and lots of water was found in the gascalator. An
> advisory came out also to have the wrinkles in the tank smoothed out by
> openning the fuel cap panel area and rub out the wrinkles. And a change in
> the fuel cap design came out during those years, too. Other 182 owners I
> talked to during those years never had this problem.
> A job change was the reason I sold my 182. I should have figured out a way
> to keep it.
> Tom
> "Robbie S." > wrote in message
> ...
>
>>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>>issues ?
>>
>>Thanks.
>>
>>Robbie.
>>
>
>
>

"Robbie S." > wrote in message
...
>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>issues ?
>
> Thanks.
>
> Robbie.


The Maintenance issues are a big it depends.

Depends on the engine and airframe, the age, the condition, the pilot skill,
and the mechanical interest of the owner. Okay, not much help, but here is
some more to chew on:

If you don't like using a wrench, there is a limit to how old, and what
models you should buy.

I don't know your budget, but unless you take a serious interest in the
maintenance and do much of your own, you might take a look at a nearly new
model (S or T). If you really do want to get seriously involved, older is
fine, and you will be a better pilot. If you only want to know and do a
limited amount, newer is better. If you want to toss the keys and say "fix
it" you should buy new or a fractional.

Nearly new or new is 2 to 3 times the price, but not that much more cost to
own and operate, especially in a partnership. Also, there is nothing like
having a warranty still left on a plane that you can have everything fixed
on before it lapses. Then, you can save nearly what you are paying in
interest payments on maintenance.

As I have said before, folks on this board are not the norm or average.
There are guys here that can and do fly seriously cheap. There are more
hear who don't keep track of all the bucks. There are likely very few of
the "fix it" types, but thank God for them, or where would we get the used
planes!

Robert M. Gary wrote:
> Dear God, stay away from the retractable ones!

Mostly, stay away from ones with engines; they can stop running.

"Doug Carter" > wrote in message
m...
> Robert M. Gary wrote:
> > Dear God, stay away from the retractable ones!
>
> Mostly, stay away from ones with engines; they can stop running.

Or the ones with tires; they can go flat, or worse, blow out when touching
down. I recommend skies or skids as in a helicopter.

I have some more info now.... I have found a 1966 182J..... Any good/bad
things of note on this model.....

Thanks.

....Robbie.


"Robbie S." > wrote in message
...
>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>issues ?
>
> Thanks.
>
> Robbie.
>

("Matt Barrow" wrote)
>> > Dear God, stay away from the retractable ones!

>> Mostly, stay away from ones with engines; they can stop running.

> Or the ones with tires; they can go flat, or worse, blow out when touching
> down. I recommend skies or skids as in a helicopter.


I'd stay away from the helicopter skids, which at ANE must be landed on
the yellow carts.

http://www.kstptv5.com/article/stories/s6096.html


Montblack

Cessna 182's prior to 1979 used a rubber bladder to line the fuel tank. This
bladder suffered from the problems described (water was easily trapped in
wrinkles in the bottom, requiring what was called a rock and roll preflight
to try and move any water to the sumps). From 1979 onwards, a wet wing fuel
tank was used which didn't suffer from the problem (and useable fuel
increased to 88 gals). The other main issue with water contamination is what
are called "killer caps" - the original Cessna fuel caps were notorious for
letting water into the tank - this problem is so well known in the it is
hard to believe there are still some 182's out there with the original caps.

Join the Cessna Pilots Association and buy their "Cessna 182 Skylane Buyers
Guide", this has everything you need to know about this plane.

I've had my 1980 182Q for 2 years, and I love it. It is forgiving to fly as
long as you keep the nose up on landing, carries plenty of weight (1150 lbs)
and goes a long way (7Hrs @ 75%) at a reasonable speed of 140 TAS. I've done
my IFR rating in the plane and most of my Commercial training.

-Brenor

"Tom Cummings" > wrote in message
nk.net...
>I owned a 1974 P model from 1979 to 1986. It was a real good airplane. The
>main trouble I had was water in the fuel system. Water was found in the
>fuel tank on every pre-flight inspection. My present 1974 M model 172 has
>never had any water found in the fuel system.
> My 182's wings didn't have much dihedral and the fuel tank bladders had
> wrinkles in the bottom and would prevent the water from effectively
> draining to the drain sumps. An advisory was issued to preflight the fuel
> system by jacking each wheel up one side at a time while having the tail
> tied down. This was to help move the fuel toward the drains. The
> gascalator was not in the lowest position of the fuel system. One time,
> after a two hour flight, the engine quit on final and lots of water was
> found in the gascalator. An advisory came out also to have the wrinkles in
> the tank smoothed out by openning the fuel cap panel area and rub out the
> wrinkles. And a change in the fuel cap design came out during those years,
> too. Other 182 owners I talked to during those years never had this
> problem.
> A job change was the reason I sold my 182. I should have figured out a way
> to keep it.
> Tom
> "Robbie S." > wrote in message
> ...
>>I am thinking of buying a Cessna Skylane 182. Any caveats that I need to
>>pay attention to ? Any experiences, good or bad ? Any serious maintenance
>>issues ?
>>
>> Thanks.
>>
>> Robbie.
>>
>
>
>

Brenor Brophy wrote:

> Cessna 182's prior to 1979 used a rubber bladder to line the fuel tank. This
> bladder suffered from the problems described (water was easily trapped in
> wrinkles in the bottom, requiring what was called a rock and roll preflight
> to try and move any water to the sumps). From 1979 onwards, a wet wing fuel
> tank was used which didn't suffer from the problem (and useable fuel
> increased to 88 gals).

You are confusing two issues. Water in the tank is a fuel cap problem
and is not related to the type of tank in the plane. Water not draining
is a bladder issue and the AD to which you refer is not applicable if
you have removed the original flush type fuel caps.

"Robbie S." > wrote in message
...
> I have some more info now.... I have found a 1966 182J..... Any good/bad
> things of note on this model.....
>
> Thanks.
>
> ...Robbie.

Hey, that was a good year. I've one myself.
In addition to what has been already been covered,
look especially hard for firewall damage -- this was,
I believe, the year before Cessna reduced the
nose gear extension by 2". With the nose gear
sticking out further, it tends to take rather a hammering
from pilots who tend to land "flat". Also, this model
has 40 degree flaps, so improper deployment is
likely to put greater stress on the flap attachment
brackets so check carefully there too.

You might want to verify that all AD's have been complied
with on the O470. During a tear-down after a prop
strike, I found that there'd been a counterweight AD
which had been missed for years. This probably also
applies to other model years too.

Tony Cox wrote:


>
>
> Hey, that was a good year. I've one myself.
> In addition to what has been already been covered,
> look especially hard for firewall damage -- this was,
> I believe, the year before Cessna reduced the
> nose gear extension by 2".

The stroke was shortened by 2" for 1967.


With the nose gear
> sticking out further, it tends to take rather a hammering
> from pilots who tend to land "flat".

How far the nose strut sticks out is dependant on how high you have it
pumped up. 182's started out as a plane with fairly high ground
clearance and a narrow track. As the years went by the plane was
lowered. It was never nose high like say a cherokee 6.


Also, this model
> has 40 degree flaps, so improper deployment is
> likely to put greater stress on the flap attachment
> brackets so check carefully there too.

All 182's have 40 flaps. The flaps are easy to check for damage.

"Newps" > wrote in message
...
>
>
> Tony Cox wrote:
>
> With the nose gear
> > sticking out further, it tends to take rather a hammering
> > from pilots who tend to land "flat".
>
> How far the nose strut sticks out is dependant on how high you have it
> pumped up. 182's started out as a plane with fairly high ground
> clearance and a narrow track. As the years went by the plane was
> lowered. It was never nose high like say a cherokee 6.

My nose wheel droops quite noticably in flight, but is
within spec according to my mechanic. I've always assumed
that the 2" reduction in nose strut stroke (1967+ years)
meant that for these later years the droop wouldn't be
as significant. Am I wrong?

>
>
> Also, this model
> > has 40 degree flaps, so improper deployment is
> > likely to put greater stress on the flap attachment
> > brackets so check carefully there too.
>
> All 182's have 40 flaps. The flaps are easy to check for damage.

Yes, you're right, now I look it up.

By the way, in '68 the 10 degree flap speed was increased to
120 knots, and in '83 this applied to 20 degree flaps too. Do
you happen to know if the flap system was strengthened, or
was this the result of more stringent testing?

Tony Cox wrote:

>
> By the way, in '68 the 10 degree flap speed was increased to
> 120 knots, and in '83 this applied to 20 degree flaps too. Do
> you happen to know if the flap system was strengthened, or
> was this the result of more stringent testing?
>

I don't know what, if anything, they did. I can use any or all of my
flaps at 110 MPH. I make it a practice to never use flaps until I am
below 100 MPH.

"Newps" > wrote in message
...
>
>
> Brenor Brophy wrote:
>
>> Cessna 182's prior to 1979 used a rubber bladder to line the fuel tank.
>> This bladder suffered from the problems described (water was easily
>> trapped in wrinkles in the bottom, requiring what was called a rock and
>> roll preflight to try and move any water to the sumps). From 1979
>> onwards, a wet wing fuel tank was used which didn't suffer from the
>> problem (and useable fuel increased to 88 gals).
>
> You are confusing two issues. Water in the tank is a fuel cap problem and
> is not related to the type of tank in the plane. Water not draining is a
> bladder issue and the AD to which you refer is not applicable if you have
> removed the original flush type fuel caps.
>

I didn't read were he said that the bladder let the fuel in?