A 182 for under 65K?
You get what you pay for.

Thanks for the advice, Mox. Do you know of anything particular about these old 210s, e.g. was there an engine problem, design flaw, etc...? Is the 260 motor too underpowpered for a 6 place airplane?

Thanks

Thanks for the help. I appreciate it. I've got enough money to buy, but not to waste!


Brad

If your really want an airplane that will hold its value and will last you for the rest of your aviation career definitly but a 182! They are wonderful airplanes! My whole life i have been a cessna fan--no affence-- The durability of cessna aircraft is amazing. You will always beable to get parts and there are so many flying today. That proves my statement that they are durable!

I'm considering getting a 1980ish 182RG, Does anyone know of an AD list or whether it has time limited parts?
Thanks

Stay away from an older 210.  1973 and up is ok.  1982 and up is excellent.  I have a 1982 and is a terrific airplane.

Still no answer to my question; will a 182 make it out of Leadville in the summertime with three or four adults and enough fuel for Kanab or Las Vegas? DA today would be 10,200. I imagine some days in summer it would clear 12,500.

Any Skylane owners make that trip often? I'm beginning to think I ought to give it up and concentrate on something smaller for shorter trips at lower altitudes.

Steve C.

Brad

Your post is a little old, but I'll toss in my 2 cents anyway.

I bought a 1969 C-182 with good paint and interior in January this year. It has a Garmin 530 (no WAAS) coupled to an STEC-50. It was at my home airport, so I got to fly it a couple of times before I made the decision. A full Annual was in the deal. I had to repair the transponder and rebuild the DG for about $500, which weren't caught in annual. I suggest having an avionics shop look at it before you pull the trigger. 

I paid $52k for it as it had been on the market for a while. The owner wanted more, but I presented him with Vref (paid program) prices which showed that the value was decreased because of the time on the engine and airframe.

Take note of the hours remaining on the engine. An overhaul will cost you $28k and TBO is only 1500 hours. Mine has about 400 hrs left. 

As far as performance, The 1969 model has a ceiling of 18k, but the charts go to 20k. I'm told it will climb to 20k without any problem. When I'm IFR rated (hopefully this month) I'll try to venture into Class Alpha for the first time.

I've only had her loaded with 4 passengers once. There was plenty of power for take off with 10deg flaps at 95F and 5000' elevation (Grand Junction). The performance hit was noticeable on climb out and landing. This was pushing the weight with full fuel and I probably won't do this again in the summer. 

I've been to Gunnison (7800') twice with one passenger, and fly regularly to Denver Centennial through Marshall Pass, which I cross at 13,000'.

OTOH, the flight schools in Grand Junction fly mostly 160hp 172's and give lessons all summer long. They don't fly into Leadville in the summer, though. You can find lots of lift in the mountains on most days to go most anywhere you want. Getting off the ground underpowered is another problem, though.

As part of his sales pitch, the new owner who bought a 210, told me that the new airplane didn't go faster or have better performance, but it did let him carry 2 more passengers and helped him burn more fuel.

Hope some of this helps.

Ken

I have a 210N.  The odd time I dont get a gear down light.  I cycle the gear again and get it.  Any experience on that.  I am fairly confident that it is an indication issue.  The switches are all set properly and clean....