5 thoughts on “The New Economics Of Flying

  1. I am currently refurbishing a 1974 182P. Of course I started my update before some of these new systems were announced, so I am stuck with the certified items, mainly the STEC autopilot. When I am done, will have about $240,000 total investment, but everything will be new, top to bottom, front to back and side to side (wings getting refurbished also) Not going to find a new 182 for that. I am excited about the new avionics and instrumentation that is starting to make its way to the market. Will have to integrate into my project. Some call me crazy and stupid to update such an old aircraft, but if you want a new airplane, and don’t want to spend upwards of $600K, I believe the used market update is the best route.

  2. Nice article, but I am afraid age class. distribution of GA pilots (i.e. more old folks than young) , changes in how disposable income is spent, still means GA is and will remain a small segment of the aviation economy. Just glad i am a part of that economy.

  3. Greetings all,
    Not to rain on the parade here as the 182 is a fairly nice, nose heavy and very thirsty flying machine. Not to mention slow. Putting numbers to what I’m talking about fuel consumption at modest power (65%) will show 13 gpm and perhaps 130 knots, day in, day out. This I know from being the Chief Pilot of a G model for quite some time.

    Now, for about the same money you could fly a V tail Bonanza with a Fuel injected Continental IO 520 also at 65% but do so at 170 knots and 11.5 gpm. You do the math!!! 🙂

  4. Been truing out at 140 knots and around 13/14 gph. The Bonanza is a nice bird. One with the same kind of low time and nice paint as mine… you’re paying 40-50k more for. Once you’ve plunked down that dough, I agree. The numbers are great. I also like the 182s useful load, rough field capability and short strip capabilities.

Leave a Reply

Your email address will not be published. Required fields are marked *