How Far Can A Cessna 182 Fly? If you are looking for the cessna 182 horsepower. Suppose you want to know the cessna 182 range instead. Then this article is what you need.
In 1958 general aviation was growing as businesses began to see the value of using small airplanes to better serve their clientele. That year Cessna introduced the Skylane, a deluxe version of its popular 182 series.
In 1958 general aviation was growing as businesses began to see the value of using small airplanes to better serve their clientele. That year Cessna introduced the Skylane, a deluxe version of its popular 182 series. Improvements included a bungee-type rudder trim system, wheel pants, a full instrument panel, and the relocation of the exhaust pipe exit to the right side of the lower cowl. Appearance changes included a three-color overall paint scheme—earlier 182s schemes used paint for trim accents over bare aluminum. Cessna sold 802 of the models that year at a base price of $14,350 for the 182 and $17,095 for the Skylane version.
cessna 182 horsepower
How Far Can A Cessna 182 Fly
The 182 has been a mainstay of the Cessna single-engine line since its introduction. Many consider it the best all-around general aviation airplane ever made. To illuminate the progress made during the past 50 years, let’s look at the tools that were available for pilots in 1958 for planning and flying a 593-mile cross-country, and compare these with the tools that are available for planning and flying that same flight today. This 593-nm cross-country proceeds from the Medford airport in damp and mountainous southern Oregon to the balmy sun-soaked Avalon Airport on Catalina Island in California. The wonder of aviation is that both of these airplanes—a 1958 model and a new 2008 model—can make this trip in less than four and a half hours if the winds are cooperative.
Older and heavier
Six-cylinder, magneto-ignition, avgas-fueled engines power both the 1958 Skylane and the 2008 Cessna 182. Continental Motors Company, later Teledyne Continental Motors (TCM), supplied its robust O-470 series engines for the 182 line from 1956 through 1986. Then Cessna suspended production of its single-engine line until the General Aviation Revitalization Act (GARA) was passed in 1994. By the time that Cessna re-introduced the 182 line in 1999, Textron had acquired both Cessna—the airframe manufacturer, and Lycoming—TCM’s competing airplane engine manufacturer. Since Cessna restarted its single-engine line, a Textron Lycoming IO-540 series engine has powered the 182. Cessna also offers a turbocharged version of the new 182 and it’s selling better than the normally aspirated version. The 2,400 takeoff rpm and the shorter blades of the standard three-blade propeller on the 2008 model 182 result in low propeller blade tip speeds—a major noise-reduction factor. The longer-disc diameter of the two-blade propeller and 2,600 takeoff rpm of the earlier Continental O-470-equipped 182 models.
The 1958 Skylane had a maximum gross takeoff weight of 2,650 pounds and a typical empty weight of 1,720 pounds. Subtracting the weight of a full load of fuel (65 gallons with 55 usable) resulted in a payload of 540 pounds. The new 182T has a MTOW of 3,100 pounds and an average empty weight of 2,032 pounds. The whopping 92-gallon fuel capacity (87 useful) results in a full fuel payload of 516 pounds. The empty weight gain of 300-plus pounds in 50 years seems like quite a leap, but it must be remembered that while early Skylanes were well appointed for their day, what was regarded as an upgrade in 1958 can only be viewed as minimalist today. The Volkswagen Beetle—a minimalist design if there ever was one—was introduced to North American motorists in the late 1950s. One need only compare the 1950s-era Beetle to the most economical car of today to appreciate the comfort gains made during the past 50 years.
As the Cessna 182 line matured, Cessna incorporated major airframe changes that increased interior cabin space, swept the tail 35 degrees, replaced the bag-like fuel bladders with a 92-gallon capacity wet wing, and upgraded from flat landing gear legs to tubular gear legs. These changes, and the installation of more cabin comforts, resulted in a steady increase in empty weights, causing a slow decline in service ceiling numbers. The service ceiling of the 1958 Skylane is 19,800 feet. By 1985, when the 182 was powered by a high-compression O-470U engine, the service ceiling had fallen to 14,900 feet. Textron Lycoming has trimmed weight off the IO-540 engines, added roller camshaft followers, and re-worked the crankshaft counter-weight system to produce a smooth-running engine. Because of these upgrades, and the larger displacement of the 540 engine over the 470 series engine, the lagging performance evident in the last of the TCM-powered 182s is no longer an issue. Performance-wise the 1958 and 2008 airplanes are remarkably similar. The 1958 Skylane had a top speed of 165 mph (143 knots). The 2008 model 182T is advertised as having a top speed of 150 knots.
There’s no comparison between the cabin appointments, safety features, and cabin comfort of the 1958 Skylane and a new 182. The 2008 Cessna 182 is a very comfortable and safe airplane with luxurious interior appointments such as leather seats, sound-dampening carpets, and safety features such as 26-G impact seats and inertia reel and airbag-equipped seat belts. A typical equipment list includes a dual axis autopilot, a factory installed oxygen system, back-up alternator and battery, and a sophisticated integrated avionics system.
Today’s pilot thrives in a world of battery powered laptop computers and almost universal access to the Internet. This access coupled with sophisticated flight planning software provides almost everything a pilot could desire in the way of weather information, flight planning tools, and flight plan filing convenience.
AOPA’s Real Time Flight Planner (RTFP) is a great example of the tools available to today’s pilots. Flight planning in 1958 days consisted of two options. Pilots could obtain a briefing and file a flight plan over the telephone, or they could walk into one of the Aviation Communication Stations (ACS) located at many airports to study weather prognosis charts and get a face-to-face briefing before filing a flight plan with one of the attendants. In 1960 these stations were renamed Flight Service Stations (FSS).
The most commonly used tools for flight planning chores in the late 1950s were plotters, which were used to measure distances and determine headings with reference to printed charts, and mechanical calculators, most common of which is the E-6B style. Experienced pilots often carried a pocket-sized circular version of the E-6B that they called “whiz wheels.” These calculators enabled pilots to derive true airspeeds, density altitudes, leg time, fuel burn, as well as convert statute mile to nautical miles, Celsius to Fahrenheit, and feet to meters. No batteries were required but it took time to work through a set of pre-flight calculations and fill out a navigation log.
Today, pilots need only to enter the starting and ending airport identifiers, the cruising altitude, and if the owner’s aircraft profile is up to date, the flight planner instantly produces a complete flight plan with preferred routing, a navigation log with identifiers, minimum en route altitudes, time between stations calculations, a colored route chart, and FAA-format flight plan. Another click of a button files the plan.
The ease of route planning doesn’t end at the computer. In addition to preferred routings, standard instrument departures (SID)s and standard terminal arrivals (STAR) are on the databases of many GPS navigators, easing the transitions into and out of en route preferred routings. The airways system has grown so organized that where yesterday’s pilots joked that IFR meant, “I follow roads, or railroads,” today’s pilots say that IFR means, “I fly routings.”
In response to the Grand Canyon crash of 1956, huge changes in the national airway system were implemented at a cost of more than $450 million. One of the most beneficial changes for GA pilots was the replacement of the aging, very high frequency omnidirectional range (VOR) facilities from maintenance-intensive tube-type mechanically driven equipment to more dependable solid-state equipment.
Instrument landing systems (ILS) that provided precision vertical and lateral guidance to airports were much easier to use and much safer than the Adcock low frequency ranges they replaced. As late as 1956, VFR charts were still depicting Adcock range installations. In spite of the rush to upgrade the national airway system, the changes that make today’s instrument flying the safest in the world—nationwide radar coverage and satellite-based navigation systems—were far in the future.
In 1958 approach and departure radar control systems were available at major airport locations but en route radar coverage was still spotty. GA pilots who flew instruments in the late 1950s were required to make position reports on VHF radios as they progressed along their flight plan. Reports were required at compulsory reporting points—such as over VORs—and followed a pattern in which the pilot reported his altitude, time over the station, the name of the station he was over, the name of, and the time he would arrive over the next compulsory reporting point in the flight plan, and the name of the reporting point after the next one.
Few GA pilots flew instruments in the late 1950s. Hal Shevers, in addition to being the founder of Sporty’s Pilot Shop, directed instrument refresher courses for AOPA in the early days. “There weren’t many instrument ratings in the late 1950s,” remembers Shevers. “They became more common in the middle ’60s.”
The navigation and communication radios that were available in the 1950s were capable enough, but did require a lot of attention to tune frequencies. Narco’s Mk II Omnigator, weighing 18 pounds, had 27 VHF transmit frequencies that radiated out on five watts of power, a marker beacon receiver, a VOR receiver with a course-deviation and to-from indictors, and a crystal-calibrated VHF communications receiver. The VHF receiver had to be calibrated before use.
A five-position knob had to be set to “CAL” for calibrate, a rotating knob was then turned until the desired reception frequency was aligned with a pointer—then the knob was moved slowly to tune the receiver. A steady whistle heard in the headphones indicated an on-frequency setting. After this “whistle-stop” tuning was complete the five-position knob was moved to the COM position.
There was no distance measuring equipment in GA airplanes in 1958, so pilots used dead reckoning and time-to-station rules of thumb such as, “For every 10 seconds it takes to make a 10-degree change between VOR radials off the same VOR, you are one minute from the station.” DME, en route radar coverage, and the widespread acceptance of GPS have made position reports a historical footnote.
By comparison, positional awareness over the ground on electronic versions of VFR and IFR charts, airport taxi diagrams, as well as traffic information or advisory services (TIS or TAS), and terrain information via a terrain awareness warning system (TAWS) can all be displayed on the full-color multifunction display screen that’s permanently mounted on the 2008 Cessna 182 instrument panel.
The Garmin G1000 integrated avionics system also consists of a second 12-inch screen situated in front of the pilot. This screen, called the primary flight display (PFD), shows the pilot all the flight instruments that are required for safe flying under the most extreme conditions, as well as wind direction and velocity, true airspeed, distance and time to next waypoint and destination, and a storehouse of other flight data. This system, which is standard equipment in the 2008 Cessna 182, also includes one of the best light aircraft autopilot systems ever built. These avionics have changed the way modern pilots fly. It’s now possible to fly hundreds of miles without touching the control yoke and never vary from the desired track or cruise altitude.
Neither the 1958 Skylane nor the 2008 Skylane had any problem climbing out of Rogue River Airport in Medford to the 11,800-foot minimum en route altitude (MEA) required to head south over the Siskiyou Mountain Range, which rises up to mark the southern boundary of Oregon.
To present a fair comparison, let’s have both pilots cruise at 10,000 feet msl as they fly south over VORs at Red Bluff, Sacramento, Paso Robles, San Marcus, and on across the 54-nm over-water leg from the Ventura VOR to the final VOR at Santa Catalina Island.
This routing covers 593 nautical miles. Figures from the 1958 owner’s manual show a true airspeed of 135 knots while burning 11.9 gallons per hour. Setting aside 10 gallons for fuel reserves from the 55-gallon usable fuel results in a full-fuel range at this power setting of three hours and 48 minutes, or 510 nautical miles.
The pilot of the 1958 airplane elected to land at Sacramento for lunch and fuel after being aloft for an hour and 40 minutes.
The 2008 182 pilot’s operating handbook (POH) revealed that pilots could select power settings as high as 85 percent at 10,000 feet. For a more even comparison, let’s compare the new 182 when it’s being flown at the same power setting (71 percent) as the 1958 airplane. In this case it would fly at 141 knots TAS and burn 12.9 gallons per hour. Setting aside 12 gallons for reserves yields a full fuel range of 819 nautical miles after five hours and 50 minutes aloft.
In the last 50 years the world has changed, the flying environment has changed, and even the smallest steps in every flight have changed. Paralleling all the changes are the improvements Cessna has incorporated into the 182. Based on this winning formula, there are pretty good odds that an AOPA Pilot editor may well sit down to write an article about the new 2058 182 in 50 more years.
50 years and 4,733 hours later
A 1958 Cessna Skylane, N4054D, had the honor of being the first airplane to grace a cover of The AOPA Pilot magazine. N4054D has upheld the Cessna 182’s reputation as one of the best airplanes ever built by filling roles as a star in Cessna company advertising and in search-and-rescue missions in and around Idaho’s mountains. It has been sold seven times, has hangared in Missouri, Illinois, North Carolina, Oregon, and Idaho, and is still going strong.
Cessna flew 54D for nearly 300 hours in research and development projects, and featured her in advertising pamphlets before a flying club in Missouri purchased her for $11,417 in 1959. The club later upgraded the avionics with two Narco Mk II Omnigators and a Tactair autopilot. During the late 1960s 54D changed hands three times. In November 1977 the FAA cited the owner for failing to sign and submit an updated, “Aircraft Registration Eligibility, Identification, and Activity Report,” and revoked the certificate of registration. The airplane was re-registered and FAA records show a January 1979 sale to an individual in North Carolina. Less than a year later 54D moved west after being sold to a new owner in Hines, Oregon. The new owner installed a new “T” configuration instrument panel, an alternator, and a stack of new radios. 54D flew the western skies for its new owner for eight years before being sold in May 1987 to its present owner, who took it home to Lewiston, Idaho. The current owner, Tom Rogers, installed many modifications such as a STOL kit, an extended baggage compartment, and an FM transceiver to assist in search-and-rescue missions for the Nez Perce County Air Posse and the Civil Air Patrol. In January 2008 there were 4,733 hours on the airframe. The Cessna has never had accident or incident recorded against it.
cessna 182 range
Privacy, time savings and unparalleled comfort are just some of the perks of flying via a private jet.
Cozy sleeping areas, contemporary showers, lavishly appointed board rooms, and plush seats with an abundance of legroom – these are the additional features you can enjoy depending on the private aircraft you are using.
Whether you are planning to buy your own business jet, or you wish to charter one, it is best to know which type will suit your needs and preferences to ensure a comfortable and enjoyable travel, every time.
1. Very Light Jets
The smallest type of private jet, Very Light Jets (VLJs) are cost-effective to operate and maintain in contrast with standard light jets. These are ideal for short-haul distances or up to a maximum of three hours of flight time.
Also known as Compact Light Jets, these can use shorter runways and fly into areas that are often inaccessible to commercial airlines. These jets typically accommodate four to seven passengers and carry a reasonable amount of luggage, but they have no room for a cabin attendant.
Popular types of VLJs include Embraer Phenom 100, Eclipse 500 and HondaJet HA-420.
|Aircraft||Embraer Phenom 100||Eclipse 500||HondaJet HA-420|
|Passenger Capacity||4 to 7 people||4||5 to 6 people|
|Range||1,211 nautical miles||1,294 nautical miles||1,223 nautical miles|
|Baggage Capacity||70 ft3||16 ft3||66 ft3|
|Facilities||Enclosed rear lavatory||Leather seating||Rear lavatory|
|Small forward galley||Work/dining table||Foldable table|
|Complimentary snacks and refreshments||LED upper lighting||Optional cabin management system|
2. Small Light Jets
Offering better passenger capacity, small light jets can comfortably seat up to eight people, making it widely popular among business travelers. These jets also have a higher average flight distance, ranging from 1,400 to 2,500 nautical miles with a maximum speed of 500 miles per hour. These capabilities make them ideal for two- to three-hour flights, even for intracontinental routes.
Like their smaller counterparts, small light jets can access small airports and runways, giving business travelers more flexibility and freedom to use less busier airports instead of crowded commercial airports.
Although most small light jets do not have room for a cabin attendant, they can be outfitted with a lavatory, unlike most VLJs. Hawker 400 XP, Cessna Citation CJ2 and Dassault Falcon 10 are some of the popular jets in this class.
|Aircraft||Hawker 400 XP||Cessna Citation CJ2||Dassault Falcon 10|
|Passenger Capacity||6 to 8 people||6 to 8 people||6 to 8 people|
|Range||1,400 nautical miles||1,530 nautical miles||1,520 nautical miles|
|Baggage Capacity||53 ft3||74 ft3||41 ft3|
|Facilities||Enclosed lavatory||Leather interior||Executive seating with fold-down center|
|Galley and refreshment bar||Private lavatory||Rear bench seat|
|Rear luggage section||Galley and refreshment bar||Lavatory|
3. Super Light Jets
Super light jets offer enhanced size, range and comfort compared with the small light jet class. With a more spacious cabin and luggage compartment, super light jets can accommodate an average of eight passengers in guaranteed comfort.
Though larger in size, super light jets can easily navigate short runways at private airstrips and small airports, so travelers who want to avoid the crowds at major airports can have alternative options for departure and arrival.
Notable aircraft in the super light jet class include Gulfstream G100, which can up seat up to nine people, and Embraer Phenom 300, which can carry a maximum of 11 passengers.
|Aircraft||Gulfstream G100||Embraer Phenom 300||Citation XLS|
|Passenger Capacity||7 people||6 to 8 people||8 people|
|Range||2,550 nautical miles||1,692 nautical miles||1,687 nautical miles|
|Baggage Capacity||64 ft3||74 ft3||80 ft3|
|Facilities||Full enclosed lavatory||Executive seating with fold-out table||Refreshment center|
|Mini galley||Refreshment center||Inflight conference room|
|Power outlets||Lavatory||Lavatory and sink|
4. Midsize Cabin Jets
Mid-size private jets are the optimum choice for travelers who require longer flight capacity. With an average range of 2,200 nautical miles – or around five hours of non-stop travel – mid-size jets can easily manage short-haul and long-haul flights, ensuring transcontinental capacity.
Because it comes with a bigger cabin, it is ideal for passengers who want more headroom, full standing capacity and additional space for luggage. Mid-size jets also offer more stylish interiors and can provide utmost comfort and convenience for five to 10 passengers.
Mid-size jets generally have enough room for two pilots, a flight attendant, a service galley and an on-board lavatory, while some can even be outfitted with an enclosed shower and fold-out divans. Equipped with Wi-Fi and phone capabilities, mid-size jets are perfect for those who prefer to stay connected and productive during flights.
Mid-size private jets can still use smaller airports and are more cost-efficient to operate in comparison with heavy jets. If you are eyeing a mid-size private jet for your next travel, take a look at Gulfstream 150, Cessna Citation Latitude and Learjet 60.
|Aircraft||Gulfstream G150||Cessna Citation Latitude||Learjet 60|
|Passenger Capacity||7 people||7 to 9 people||7 to 8 people|
|Range||2,760 nautical miles||2,700 nautical miles||2,250 nautical miles|
|Baggage Capacity||80 ft3||127 ft3||55 ft3|
|Facilities||Fully enclosed lavatory||Spacious lavatory and baggage compartment||Business-class leather seating|
|Fully galley||Expanded refreshment center||Rear modern lavatory|
|Entertainment system||Stand-up flat-floor cabin||Executive fold out tables|
5. Super Midsize Cabin Jets
Larger cabin space and greater flying capacity are the upgrades that super mid-size cabin jets hold over standard mid-size private jets. The super mid-size cabin jet class can fly up to seven hours, covering an average of 3,500 miles.
Super mid-size jets feature spacious standing and walking room and have ample space for an enclosed lavatory and service galley. Featuring enhanced avionics that enable a quieter operation, super mid-size jets provide a higher level of comfort for travelers while delivering greater speed and range.
Gulfstream 200, Cessna Citation Sovereign and Bombardier Challenge 350 are premier choices in this class.
|Aircraft||Gulfstream G200||Cessna Citation Sovereign||Bombardier Challenger 350|
|Passenger Capacity||8 to 10 people||9 to 12 people||10 people|
|Range||3,130 nautical miles||2,620 nautical miles||3,200 nautical miles|
|Baggage Capacity||150 ft3||135 ft3||106 ft3|
|Facilities||Forward full-service galley||Refreshment center||Fully enclosed rear lavatory|
|Read enclosed lavatory||Private lavatory with vanity||Refreshment center|
|Versatile cabin layouts||Centerline closet||Divan layout or double-club seating options|
6. Heavy Jets
First-class seats, more spacious legroom, and pull-out tabletops are just a few of the upgrades that heavy jets present to elite travelers. Boasting significantly larger cabin sizes, heavy jets envelop 10 passengers or more in a high level of aviation comfort and elegance, with all the privacy and exclusivity available in private travel.
Standard heavy jets can easily accommodate two flight attendants to manage full in-flight catering, while still having more than enough space for entertainment facilities, enclosed bathrooms and dedicated sleeping areas. In-flight productivity is guaranteed with convenient Wi-Fi and phone capabilities.
These king-size private jets pack in power too, with a superior flying capacity of up to nine hours non-stop and a range of 4,000 miles. Bombardier Challenger 605, Gulfstream 450 and Dassault Falcon 900 are a few top-of-the-line models in this class.
|Aircraft||Bombardier Challenger 605||Gulfstream 350||Dassault Falcon 900|
|Passenger Capacity||9 to 12 people||14 to 16 people||12 to 19 people|
|Range||3,834 nautical miles||3,680 nautical miles||3,590 nautical miles|
|Baggage Capacity||115 ft3||169 ft3||127 ft3|
|Facilities||Executive layout with divan option available||Enclosed lavatory||Spacious customizable cabin|
|Full-service galley||Entertainment center||Full-sized galley|
|Rear enclosed lavatory||Full-sized galley||Full vanity rear lavatory|
7. Ultra-Long-Range Heavy Jets
If you are looking for something even better than heavy jets, then the ultra-long-range heavy jet class is probably the right choice for you. Renowned for offering the best in private travel, ultra-long-range jets provide generous cabin space with different areas dedicated to dining, work, entertainment and relaxation.
Complete with enclosed bathrooms, lie-flat beds, full-service galley and a roomy luggage area, this segment of private jets is designed to offer the highest levels of comfort and extravagance for the most discerning travelers.
With lavishly appointed interiors and ultramodern amenities, these jets ensure a relaxing and enjoyable trip, comfortably accommodating an average of 14 to 17 passengers. Capable of flying distances of 6,000 to 6,500 miles, ultra-long-range jets are the optimum choices for long-haul travels.
If you are looking to invest in an ultra-long-range jet, these are the top models you can explore: Gulfstream V, Dassault Falcon 7X and Bombardier Global 6000.
|Aircraft||Gulfstream V||Dassault Falcon 7X||Bombardier Global 6000|
|Passenger Capacity||16 to 19 people||12 to 16 people||8 to 19 people|
|Range||6,250 nautical miles||5,950 nautical miles||5,890 nautical miles|
|Baggage Capacity||226 ft3||140 ft3||195 ft3|
|Facilities||Up to four living spaces||Three spacious lounge areas||Private stateroom|
|Full-sized galley||Forward/rear lavatories||Full-service galley|
|Separate lavatories for passenger and crew||Refreshment center||Separate crew area|
8. Executive Liners/Bizliners
The crème de le crème of private air travel, executive liners, or bizliners, are commercial aircraft modified for business travel or private use. Featuring a high level of customization, these are the most expensive private jets in the market.
From opulent and bespoke interiors, to spacious private suites, en-suite shower and on-board cocktail lounge, this aircraft class takes elite travel on a whole new level. Even with all these exclusive amenities, bizliners offer plenty of space for dining areas, conference rooms, overhead storage compartments, walk-in cupboards and full-service galleys manned by flight attendants.
As these private jets can navigate higher altitudes, they can operate in most weather conditions and cover great distances, making them the ideal choice for intercontinental flights or trips that last up to 10 hours or more without a stopover.
Depending on how the aircraft is customized, it can seat around 19 to 48 passengers in first-class comfort and pure elegance. Both Airbus and Boeing offer wide-body and narrow-body bizliners, such as Airbus ACJ380, Airbus ACJ319, Boeing B747-8 and Boeing BBJ.