Hi all,

Just wondering about the 182 turbo. Why did cessna stop making them? Are they good performers? Are they complex to upkeep or overhaul? Just want to learn about them.

Rgs,

Patrick

My guess is that they did it either due to market demand or to encourage people to step up to the turbocharged 206 (the only current engine option on that model).

Manufacturers don't make those kinds of decisions based on maintenance issues unless it's also a warranty issue for them.

The 2000 model T182Ts are nice and the Lycoming engines, in my experience, are much better than the 6 cyl continentals. We have a flight school that I fly out of at KHEF and they had one on line for about 7 years without much problem.

Years ago I got to fly a turbo 182RG and it was pretty nice *but* it was just a flight versus maintaining one or knowing the school that owned it.

A few years ago 2015 Cessna launched a new 182 turbo that had a JetA engine. At that time, they discontinued the AVgas version. I’m not sure if they actually delivered any of the new JetA ones as they had some issues. I don’t think they ever brought back the AVgas model..

That'd be turbo diesel then, wouldn’t it Geoffrey?

Not necessarily. Just about all the diesel engines I've heard of that run Jet-A are modified to do so. Probably to the point that they won't run on diesel anymore.

I bought a new T182T in 2008. Nothing wrong with the airplane IMO. Certainly no critical flaw that stopped production. The diesel that never was, as described above, was the cause.

Could some things be better? Sure, just like any of them.

Cessna reduced the power output to 230, kept the service ceiling low, and limited the useful load, to encourage buyers to move to the 206 which I eventually did.

I used mine to fly around in the Rockies so performance was a big deal.

If I were buying today.... I would find an S or T 550 conversion and make the panel what I needed it to be. Those options were not possible when I bought the T182T.

For example, I would rather have this than a brand new one:

https://www.controller.com/listing/for- ... e-aircraft

Not necessarily. Just about all the diesel engines I've heard of that run Jet-A are modified to do so. Probably to the point that they won't run on diesel anymore.

Wonder what the TAS of that plane is?

Only two flights since October 2020.

Wow...
This thing is incredible
315 HP in a 182.
I would love to have this. I think that the 182 is one of the best swiss army knife of aviation.
Add that kind of power to it, and you increase the range of usefulness a lot more.
Specially if you get it outfitted with the large tanks.
But for long trips I would love to add wheel pans, which would be tough with those wheels.

I fly a 1981 T182 one of a very few that was ever made (I was told 32). It is basically a 182RG with fixed gear it actually still has the area under the engine for the nose gear to retract into. We put the Wing-X STOL kit on it last year and removed the factory A/C and Oxy Systems.

Makes one of the best back country load haulers you can find in my opinion while still allowing cross country at high altitude and decent TAS. I have a portable Oxy System that I take on long cross countries and have been up to 16,500 with it a few times.

Funny story about it. When we acquired it the flight manual was in shambles. We called Cessna to get an updated one and the said "We never built that airplane." After talking to a few different people we finally got what we needed but I got a chuckle out of it.

Yes, I believe it was the Continental turbo diesel, but I honestly don’t remember so I didn’t put specifics since I like to be a factual person. I used JetA to generically describe the engine Textron was working on at the time. It was a compression ignition turbocharged engine.

I think they had an off airport landing due to the loss of a turbocharger, or hose, or something and it didn’t have enough power to stay aloft. It was posted here, possibly in the crashtalk channel.

I talked to a Cessna rep in detail about this incident (take that with a grain of salt). Aside from the off airport landing the design issue that couldn't be overcome was the difficulty of restarting, especially at altitude, so not just a one time mechanical failure.

The SMA and Thielert/Austro engines all run on either Jet-A or Diesel, as does the Continental. Is there some significant aero diesel that I'm missing?

2007 T182T G1000 with a GFC 700 AP. Great simple airplane. Very comfortable. Really hits a sweet spot for most of us. Any mechanic can work on it and not mess it up. Fully supported. A get in and go airplane.

The turbo and factory O2 opens up a nice chunk of sky from 8-18k if you want it or need it.