Cessna · 1966–1968
Cessna 182J/K/L Skylane (1966-1968)
Specifications
Performance
Cruise
140KTAS
Range
620nm
Climb
980fpm
Ceiling
18,900ft
Fuel Burn
12.5gph
Fuel Cap.
60gal
MPG
12.9mpg
Stall (Vs0)
49KIAS
T/O roll
690ft
Ldg roll
590ft
Size & weight
Seats
4
Useful Load
1120lbs
Full-fuel payload
760lbs
Max gross
2,800lbs
Wingspan
36ft
Length
29ft
Engine
Engine
Continental O-470-R
Power
230hp
TBO
1,500hrs
Overhaul
$48k
Owning it
Hull insurance
$1k/yr
Parts
excellent
Mechanics
universal
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,680 lbs
- Max fuel weight
- 360 lbs
- Height
- 9.3 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,295 ft
- Landing over 50 ft
- 1,335 ft
Paperwork
- Type certificate
- 3A13
- Certification basis
- CAR 3
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$85k
Range
$58k – $125k
Annual all-in
~$27k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (12.5 gph)
- $8,125
- Engine reserve
- $3,200
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $900–$2,150
- Hangar
- $6,264–$15,660
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $26,787
- Per flight hour
- $268
- Miles flown / year (at cruise)
- 16,111 mi
- Cost per mile
- $1.66/mi
- Time in the air
- 2 hr 09 min
- Fuel burned
- 27 gal
- Out of pocket
- $272
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
Strengths
Weaknesses
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: $42,000–$54,000. 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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