Glass cockpit vs steam gauges for low time PPL (and getting into a fast aircraft early on)

The Continental powered 182 is carburretted and can in theory operate on Mogas – but not sure how good Mogas is at higher levels.

But you are buying an older, albeit well supported, type. You can also open both windows on the ground and the high wing provides shade.

Yes, C182 is a very good choice.

If I can speak obout my little experience :
I got my PPL summer 2014, began to seek a plane in september, have flght tests with C182, SR20 and SR22.
With little experience, I found C182 better for me and seek one. I had only 100 hours flying including PPL formation.
At this time I haven’t got any opinion about GFC700, WAAS, synthetic vison, TAS etc… I only knew that I wanted a « modern » glass cockpit.
I found a late 2008 C182T, being helped by a professionnel and get it in the beginning of 2015. It as all these equipments.
I read all the books (POH, G1000 reference manuel) and began to fly with it.
With about 100 more hours, I began IR rating on my plane and got it with exactly the mandatory 40 hours (done in 3 weeks spread in 2 months). My instructor told me my very good knowledge of G1000 was critical to get IR rating so quickly.

Right now, with about 700 hours, I really love my C182 and the only thing she doesn’t have is a turbo.
I use it for short and long flights from my base in France (LFRN) (gone to la Gomera in the canaries via Morocco, Greece, Spain).

High wings is a real plus : shadow under the sun, umbrella under the rain, it seems to be few things but it’s huge in my opinion.

SEP and tricycle undercarriage is not a real problem over water, please read this : http://www.equipped.org/ditchingmyths.htm Myths 6 and 10…

For sure it could be faster, but until LVL90 she goes 140kts, not bad.

You can land almost everywhere.
All meccanics in the world knows the Cessnas.

For me G1000 is not an issue, it’s the contrary: you’ve got everything on your screen. How separate screens and old 6 packs should be better for situational awareness ?

G1000 is largely sold, everything is « line repaceable ». What is the matter ?

… written at Elba where I flew yesterday with my spouse and last son…

Fortunately, I haven’t any problem with the G1000.
I only had a DME failure which needed a replacement (standard exchange)

I had insufficient knowledge to consider it.
But for now, if I had to choose I would buy a turbocharged one : for IFR it’s a real plus.
What I read on POH is that it begins to be better above LVL90-100.

I have flown C182s in various versions from FG via RG to Katmai in Europe, Africa and the US and they are, IMHO, the ‘Swiss Army Knife’ of GA. Lionel above has already enumerated several key points, one more which is important for travel with family or friends is the view. Because of the high wing, backseaters also get to see the world from above. And yes, you can land these things pretty much anywhere. I’ve flown them into big int’l airports as well as into remote dirt strips in Africa. There are not a lot of things a C182 cannot handle.

I wouldn’t necessarily go for a turbocharged one, though. The turbo only becomes effective (and important) once you are approaching O2 territory. I doubt your family would love to fly with cannulae up their noses. Also, where you are based and where you will be flying there aren’t any serious mountains, so high-altitude performance isn’t really the big issue (as opposed to, say, someone living in Switzerland or Austria, or, indeed, here in the western US). Turbocharged engines add a level of complexity you don’t need, especially as you live in a country where maintenance is an issue. The more recent ones also come with glass cockpit and can be outfitted with a BRS parachute system, see article here. You could even install tip tanks to become less dependent on Avgas in Greece, see here.