Cessna · 1967–1970
Cessna 182 Skylane (1967-1970)
Specifications
Cruise
140KTAS
Range
620nm
Seats
4
Useful Load
1120lbs
Full-fuel payload
730lbs
Fuel Burn
12.5gph
Fuel Cap.
65gal
MPG
12.9mpg
Stall (Vs0)
49KIAS
T/O roll
690ft
Ldg roll
590ft
Power
230hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$85k
Range
$58k – $125k
Annual all-in
~$15k/yr
All-in estimate at ~100 flying hours a year — fuel, annual inspection, engine reserve, insurance, and hangar. It scales with your actual hours, and insurance and hangar vary most by region and pilot.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel and the engine reserve do.
- Fuel (12.5 gph)
- $8,125
- Engine reserve (toward overhaul)
- $2,133
- Fixed (insurance, hangar, annual, subscriptions)
- $4,242
- Total per year
- $14,500
- Per flight hour
- $145
- Miles flown / year (at cruise)
- 16,111 mi
- Cost per mile
- $0.90/mi
Estimate, not a quote — insurance and hangar (the fixed bucket) vary most by region and pilot. Anchored to our model figure at 100 hrs and $6.50/gal.
Strengths
- Upgraded O-470-R engine with excellent parts availability and reliability track record
- 140 KTAS cruise with 1,120 lbs useful load—strong four-place performer
- Omni-Vision cockpit and modern electrical (60A alternator) for the era
- Mogas STC eligibility (87+ octane premium auto fuel) for cost savings
Weaknesses
- Electric flap motors now 55+ years old—verify full-range operation during pre-buy
- 1967 182J was first O-470-R production year—confirm all service bulletins complied
- Alternator retrofit wiring on some examples may be non-standard—verify STC approval
- Wingtip type (square-cut vs. drooping) must match airworthiness certificate on 1969–1970 models
Overview
The 1967-1970 Cessna 182 (182J, 182K, 182L) introduced the upgraded Continental O-470-R engine -- still 230 HP but with improved accessory configuration, better parts support, and slightly higher TBO reliability than the O-470-L it replaced. Beyond the engine, this era saw progressive interior and electrical refinements while retaining the fastback fuselage geometry of the Omni-Vision era.
Approximately 3,800 examples were produced across 182J, 182K, and 182L combined. These airframes share the best-supported O-470 variant (the R), the modern Omni-Vision cockpit, and the 2,800 lb gross weight that defined the 182 through 1980.
Why the O-470-R Matters
The O-470-R upgrade from the O-470-L was an internal evolution with several practical benefits:
- Better magneto installation: Easier maintenance access, more reliable timing retention
- Improved oil system: Reduced oil consumption at high power settings
- Stronger parts ecosystem: O-470-R remained in production through 1986, so parts availability today is excellent
- Slightly better TBO retention: Higher percentage of engines actually reach 1,500-hour TBO before requiring overhaul
The engine swap is unique to model-year 1967 forward; 182H (1966) and earlier use O-470-L. For buyers, the O-470-R is the preferred engine for long-term ownership.
Variants & History
| Variant | Years | Engine | HP | Gross | Key Changes |
|---|---|---|---|---|---|
| 182J | 1967 | O-470-R (new) | 230 | 2,800 | First year of O-470-R. Pneumatic stall warning replaces electric horn. 60A alternator replaces generator. |
| 182K | 1968 | O-470-R | 230 | 2,800 | Refined cowling. Improved cabin ventilation. |
| 182L | 1969-1970 | O-470-R | 230 | 2,800 | Enlarged rear windows. Ground-adjustable rudder trim. Conical cambered "drooping" wingtips (1970). |
Performance
140 KTAS cruise (slight improvement over 182H due to refined cowling), 980 FPM climb at 2,800 lbs gross, 12.5 GPH. Useful load: ~1,120 lbs -- robust four-place capability.
Real-world cruise: 134-140 KTAS at economy settings (65% power), 11.5-12.5 GPH. Range with reserves at standard 65-gallon tanks: ~620 NM.
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Maintenance & Support
230 HP, six-cylinder horizontally-opposed, air-cooled. TBO 1,500 hours. Field overhaul: $28,000-$36,000. Used on every 182 from 1967 through 1986 (and the early-1996 restart 182S used the IO-540 instead, so the O-470-R is the definitive "classic 182" engine).
The O-470-R runs on 100LL avgas and is eligible for Petersen Aviation mogas STC (87+ octane premium auto fuel) -- a meaningful fuel cost savings for high-utilization owners.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $45,000-$60,000 |
| Flying but tired | $58,000-$80,000 |
| Well-maintained | $75,000-$105,000 |
| Restored / upgraded | $100,000-$140,000 |
This era trades $5,000-$15,000 above the O-470-L era (182C-H) due to the preferred engine and progressively modern airframe details. 182L specifically (1969-1970) commands a small premium over 182J/K because of the larger rear windows and (1970) drooping wingtips.
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ADs & Common Problems
Universal Cessna 182 pre-buy concerns apply. Era-specific:
- First-year O-470-R (182J): 1967 was the first year of the O-470-R installation. Verify all service bulletins addressing initial-production issues are complied with.
- Alternator vs generator: 182J introduced the 60A alternator. Earlier 182s with retrofitted alternators may have non-standard wiring; verify installation matches an approved STC.
- Drooping wingtip (1970 182L): Some 1969 182Ls have square-cut tips; some 1970s have drooping tips. Verify tip type matches the airworthiness certificate.
- Flap motor condition (1965+): Electric flap motors from this era are now 55+ years old. Operate flaps through full range during pre-buy.
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