Pilots shopping the field for a high-performance retractable sometimes have one of those forehead-slapping moments when the Cessna 182 RG is mentioned.
For reasons probably related to the Skylanes rep as a stodgy family sedan, its not often considered in league with the likes of Bonanzas, Mooneys and even Cessna 210s.
Yet there it is. The Skylane RG has good performance, hauls a load and is a reasonable buy, although in recent years, thanks to demand, its value has spiked compared to Mooneys and Bonanzas.
Mechanically, the 182RG is somewhat of a mixed bag. The landing gear has a troublesome history and although it performs we’ll if maintained, its simply not the equal of systems found on Bonanzas and Mooneys. Ignore maintenance on a Skylane RG and you’ll pay for it sooner or later.
History of the Line
Cessna put folding legs on the redoubtable Skylane relatively late in the GA came. The first models arrived in 1978 and the model faded by 1986, along with the rest of Cessnas piston line.
Only 2000 RGs were built in both turbo and normally aspirated variants, which explains why you don’t see many of these on the ramp. (By comparison, there are nearly four times as many J-model Mooneys and tons of Bonanzas of various models.)
While the stiff legged Skylane has Continentals rugged O-470, Cessna switched the 182RG to the Lycoming O-540-J3C5D, at 235 HP.
The Cessna TR182RG sports the same engine, turbocharged. Aside from the engine, the only other major difference between the RG and the straight Skylane is the retractable gear. This makes use of Cessnas electro-hydraulic actuating system, which is found in the entire Cessna retractable single line.
The aircraft underwent no major changes during its eight-year production run. But Cessna made lots of small functional and cosmetic changes to fix minor bugs in the design and to improve cockpit comfort. The biggest occurred in 1979 when the troublesome rubber bladder tanks were dropped in favor of integral fuel tanks of larger capacity. The bladders had problems, collecting water in wrinkles and some leaked. The integral tanks solve both problems nicely and never need resealing or repair.
In 1980, a new door latch and pin system designed to help seal the doors better against howling winter drafts was offered, although mechanics sometimes still need to do a little rubber-mallet persuasion on the doors. Further addressing the comfort issue, the airplane got wing root ventilators which are still in use in current Skylanes, albeit with Wemac eyeballs.
Owners note that the ventilators become loose with age and occasionally leak or pop open uncommanded. Field solution: Duct tape over the wing inlets. Windshields also tend to leak: Field solution: Removal and resealing. In 1981, Cessna added improved battery access along with a new muffler for better heating to address complaints from rear seat passengers. Although its not quite as slick as a Bo, the RG will still build speed in a descent so to help control that, the 1983 models had higher flap limit speeds, up to 120 knots for the 20-degree setting.
A low-vacuum warning light was offered, as was an electric six-cylinder primer system, which is found on injected Lycoming engines using the Bendix/RSA system.
The panel also got a red gear unsafe light that shows when the hydraulic pump is running, as it is during gear transit. Given the potential trouble if the system leaks and the pump runs continuously, this is a band-aid fix with a purpose.
Gear Woes
In the 210, Cessna had a rather complex main gear door arrangement, prompting some owners to just remove the things. No problems with that in the 182: It has no main gear doors. A scan of Service Difficulty Reports shows three instances where the nosegear doors interfered with operation of the gear, however. These were redesigned in 1983 so the door skins overlap the lower cowl skin, eliminating butt joints and fit/catch problems.
The Skylane RGs got new composite fuel caps in 1984 and rear-seat shoulder harnesses as standard equipment. Also, the copilot got a standard control wheel and rudder pedals, so these controls didnt have to be purchased as options. Evidently, most owners got them anyway, for all of the Skylane RGs weve seen have full dual controls.
Resale Value
In the early 1980s, the resale value of Cessna 182RGs took the usual depreciation plunge then resumed its expected climb. Through the mid-1990s, used RGs were relatively cheap compared to Mooneys.
But airframe values can be fickle and the RG soon overtook the 201 in value, probably because despite its quirks, its easy to fly and carries more than the 200 HP Mooney.
In late 2000, an average 1980 RG sells for $123,500, according to the Aircraft Bluebook Digest. The same year 201 retails for $95,000. Just a few years ago, the Mooney cost several thousand dollars more on the used airplane market. Sex may sell, but utility does, too.
Performance
Since the Skylane RG is most often compared with the Mooney 201 (not Bonanzas, for some reason), worth noting is that the J-model Mooney will probably outrun the 182RG in full-power run at low altitude. But barely.
Owners report true airspeeds in the 150 to 160-knot range, at mid altitudes and burning about 12 to 14 GPH at higher power settings. Some 201s actually run a little slower than that, but on less fuel. In a side-by-side flyoff by The Aviation Consumer between the two aircraft (when both had two aboard and about three-quarters fuel), the Cessna showed itself to have the better climb rate and to be more adept at getting into and out of airports than the Mooney, especially on rough or turf fields, since the 182 sits high and has more prop clearance.
The Cessna also hauls more, both in weight and in volume. The piper is paid, of course, in higher fuel burn and marginally greater maintenance costs.The turbocharged version of the 182RG is, of course, significantly faster on the same fuel burn, since it will ascend into the low teens without breathing hard. Owners tell us it can be counted on to deliver 165 knots between 9000 and 13,000 feet, with speeds approaching 180 knots at higher altitudes.
With 235 HP, the RG also climbs well. Full power is available on the turbo all the way to 20,000 feet. One turbo pilot told us he got a 1000-FPM climb to FL 200. Said another, I have climbed through 14,000 feet with an inch of ice at 900 FPM, and Im here to tell you this is the true value of a strong turbocharged engine.
With plenty of fuel aboard, the 182RG has respectable range, among the best in this class of aircraft and better than early Bonanzas and Mooneys. It has 88 gallons usable on 1979 and later models, which is easily enough for six hours at high cruise speeds.
At lower power settings-say 55 to 60 percent-the airplane can motor along far longer than your bladder can stand. The Connecticut state police use the 182RG for traffic, prisoner transport and admin duty and one pilot claimed that if the weather turns bad over his home state, he can fly to Chicago. Thats hardly an exaggeration.
Handling, Cabin
This aint no Bonanza. Like the straight-leg model, the 182RG is heavy in pitch, so much so that pilots of small stature complain about the tug it takes to flare one for landing. (The trick is to trim correctly.) Said one owner: I lift weights for a hobby, but still had trouble holding full aft control wheel in a full stall.
A common source of damage is nose-first landings because the pilot didnt have the juice to haul the nose up. This can be avoided but is still a pitfall of the design and something Mooney and Bonanza drivers don’t have to contend with.
Hard to land? No. Unforgiving? Definitely. Our review of accidents shows that many pilots lose control of the RG on the runway, land it hard or prang the nosewheel. This cant be overstated. Get lazy in the flare or leave your feet on the floor in a crosswind, and the Skylane may bite. As in other Cessna models, pitch-up moment with flap deployment must be trimmed off, especially if a go-around is contemplated. More than one Cessna pilot has watched in horror as the nose pitches up with application of full power on a go-around. Then again, we know of several pilots who have earned private ratings in this airplane, so its hardly unmanageable.
Compared to a Mooney or even a Bonanza, the RGs cabin is commodious. There’s plenty of leg and shoulder room for both front and rear seat occupants. Having two doors and a generous, low-to-the-ground baggage door also helps. And the windows on most models open, which aids in hot-weather taxi comfort.
But there’s a downside to that, too. With age, Cessna doors tend to fit poorly-if they ever fit we’ll at all. This occasionally creates drafts that are a nuisance in winter weather. Watch for rain ingress in baggage doors, too.
Cessna seats are hardly industry award winners. Owners complain about cheap plastic and fabric and theyre neither the most nor the least comfortable. They tend toward an upright seating position with a good view over the glareshield. Theyre adjustable in both height and seatback angle with lots of parts and pieces; watch for broken adjustors.
Payload
Cessnas have and deserve a good reputation for payload. But you may have to adjust the fuel load to get the most out of it. The 182RGs gross weight is 3100 pounds, with empty weights in the 1800 to 1900 pound range, for a useful load of 1200 to 1300 pounds, tops. Fill the tanks and you can typically carry about 700 pounds, or four FAA-approved people and an overnight bag. Thats one more person than a Mooney 201 can manage on full tanks.
Leave an hour of fuel with the FBO and you can carry generous baggage and still have more than five hours of fuel for a still-air range of 900 miles to dry tanks. Not bad.
Clearly then, the Cessna 182 RG fits in a tiny niche between the load champion 210s and Saratogas and the stingier Mooneys and Bonanzas. Unlike the Bo, the Cessna is not cranky about CG. You have to work to load it outside the envelope.
Maintenance History
If the 182RG has an Achilles heel, this is it. The Skylane RGs are plagued with a number of problems that merit buyer attention. Heres a list gathered from owner reports and FAA Service Difficulty Reports:
Landing gear malfunctions. Despite claims by Cessna and owners groups that the landing gear isn’t that bad, problems with the folding legs lead the list of maintenance woes. However, recent reports from owners contain few complaints about the gear, leading us to conclude that its shortcomings can be managed.
Most SDR problems on various airplane models can be tallied in singles or perhaps tens of occurrences. Gear SDRs on the 182RG run into the dozens. And remember that only a fraction of problems find their way in the SDR database.
Examples: Main landing gear actuator bolts loose, broken or sheared; chafed hydraulic line failed, pilot unable to lower gear and lock; rudder cable rubbed hole through emergency hand pump gear down line; control cable to carb heat rubbed through hydraulic line to power pack; nose landing gear actuator hose ruptured in flight; downlock actuator leaking, found piston rod assy. scored; relay became intermittent, causing landing gear to fail to operate either up or down; landing gear failed to extend due to screw missing from gear motor circuit breaker…and on and on.
Shimmy dampers: Problems were legion, involving broken clamp pins, broken attach bolts, worn bellcrank bolts, cracked barrels, etc. At least one Cessna Service Bulletin (80-67) was aimed at correcting the problem with a modification kit. Two pilots, however, said they found a cure to nosewheel vibration by increasing tire inflation to 55 PSI.
Balky throttles: At least five different service bulletins and mod kits were put out to cure the problem. Any used RG should have them installed.
Instrument panel eyebrow lights that flicker out. Multiple replacements seem to be the rule. Said one owner, I buy them by the dozen. If anyone can figure out a fix, Ill happily buy the STC. Cabin air and water leaks: Service bulletins address the chronic Cessna problem of leaks around the windshield and wing roots.
Other problems noted included turbos leaking oil, vacuum pump drive shafts shearing, aileron hinge cotter key holes badly aligned, Bendix starters failing, exhaust stacks cracked and alternator mounting bolts worn.
In short, the 182RG has a greater list of maintenance bugaboos than average. Any owner should know that going in, especially during pre-buy inspections.
ADs of Note
Despite the SDR list as long as the proverbial arm, the Cessna 182RG has managed to escape the AD list from hell.
Most of those that have been issued are of the shotgun variety that affect a wide variety of airplanes due to common components.
Much-publicized ADs called for inspection of fuel tank caps for leakage, and for inspection of bladder fuel tanks on 1978 RGs for wrinkles and installation of quick drains-the famous rock & roll AD.
Fortunately, it only affects 1978 models, which account for about a quarter of all 182RGs built. Others required inspection of aileron hinges for the correct location of cotter pins.
AD 87-10-6 requires inspection of the rocker arm assemblies and 82-27-2, inspection of the prop shanks.
Mods, Club
Given the large number of both straight-leg and retract 182s, the model has spawned a number of aftermarket modifications and improvements. Some mods apply only to the straight-leg versions, some apply to both RGs and fixed gear models.
Bush Aircraft Conversions makes a STOL kit and flap gap seals, contact them at P.O. Box 431, Udall, KS 67146, phone 800-752-0748. Horton has been in the STOL and speed mod business for many years. Reach them at 421 NW Road, Wellington Airport, Wellington, KS 67152, phone 800-835-2051.
Monarch Air and Development, Inc. also offers a range of Cessna mods (not just 182s), contact them at P.O. Box 419, Oakland, OR 97462, phone 541-459-2056.
For ongoing support of any Cessna-singles and twins-we recommend the Cessna Pilots Association as an unparalleled source of competent technical advice and help. Contact www.cessna.org or 805- 922-2580.
Owner comments
Six months ago I purchased my first aircraft, a 1979 TR182. I wanted rock-solid safe airplane able to carry two to four adults and pretty much full fuel and go to the mountains with a little power reserve. I also wanted it to be relatively inexpensive to maintain and operate.