Skylane Cessna 182 -

The Cessna 182 has an excellent safety record, which is a key reason for its popularity. According to an AOPA Air Safety Foundation study, the Skylane has the lowest rate of engine-failure-induced crashes among its peer group. The study found that only about 10% of Skylane accidents are attributed to mechanical problems, with the overwhelming majority (approximately 80%) being caused by pilot error, a statistic that highlights the aircraft's inherent reliability.

It is highly regarded for its ability to operate out of shorter, unimproved airfields.

Its high-wing design offers excellent stability and downward visibility, making it a favorite for both cross-country travel and specialized missions like skydiving. Landing Gear:

The original 1956 Skylane featured a straight tail, a low cabin roof, and a carbureted Continental O-470 engine. It offered a significant step up in speed and space compared to the Cessna 170 and 172 models of the era. The "Omni-Vision" Era (1962–1986) skylane cessna 182

Assuming you want a descriptive text about the aircraft (since "Skylane" is the model name for the Cessna 182), here are a few options depending on the context you need:

For pilots who live in the Rocky Mountains or cross the Sierra Nevadas regularly, the is a revelation.

: The first 182 models featured a 230 hp Continental O-470-L engine and a gross weight of 2,550 lbs. The "Skylane" Name The Cessna 182 has an excellent safety record,

Operational costs are higher than a Cessna 172 due to the constant-speed propeller, cowl flaps, and an average fuel burn of 11 to 14 gallons per hour (GPH). However, insurance companies view the fixed-gear, predictable 182 favorably, keeping premiums lower than retractable-gear competitors like the Beechcraft Bonanza or Piper Comanche.

or "Skylane RG") were produced to improve cruise speed and fuel efficiency. Popular Variants Skylane RG (R182):

A wingspan of 36 feet 1 inch, a length of 29 feet, and a height of 9 feet 4 inches. It is highly regarded for its ability to

You can buy a 1970 182K for $70,000, but can you afford to fly it?

If you transition from a 172 to a 182, the first thing you’ll notice is the . That constant-speed prop at full throttle creates a very different, guttural roar. The second thing is the pull —the takeoff roll is half as long, and the climb angle is dramatically steeper.