Cessna · 1963–1981
Cessna 180 Skywagon (1963-1981, 6-seat)
Specifications
Performance
Cruise
Not verified
Range
Not verified
Climb
—fpm
Ceiling
—ft
Fuel Burn
Not verified
Fuel Cap.
60gal
MPG
—mpg
Stall (Vs0)
—KIAS
T/O roll
—ft
Ldg roll
—ft
Size & weight
Seats
6
Useful Load
Not verified
Full-fuel payload
—lbs
Max gross
2,800lbs
Wingspan
35.8ft
Length
25.8ft
Engine
Engine
Continental O-470-L/R
Power
230hp
TBO
2,000hrs
Overhaul
$48k
Owning it
Hull insurance
$2k/yr
Parts
excellent
Mechanics
common
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Height
- 7.8 ft
- Wing position
- high
Paperwork
- Type certificate
- 5A6
- 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
$210k
Range
$150k – $280k
Annual all-in
~$19k/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 — fixed costs only
No handbook figures for this airplane give a fuel burn or a cruise speed, so the fuel, per-hour and per-mile estimates cannot be computed. What follows is what ownership costs before you fly it — these do not change with hours.
Fuel, maintenance and the engine reserve are on top of this and rise with every hour flown — on a comparable airplane they typically exceed the fixed costs at around 100 hours a year. The page above says which document would supply the missing figures.
Strengths
- Premier backcountry performer with wide cabin and removable rear seats for cargo
- Proven 230-hp Continental O-470 engine with excellent reliability record
- Tailwheel configuration enables unprepared-field operations and pure flying enjoyment
- Good cross-country range on 60+ gallon tanks at reasonable cruise speed
Weaknesses
- Tailwheel configuration limits market appeal and adds training/proficiency requirements
- No cruise speed or useful load data available in reference content
- Utility-category limits restrict aerobatic capability
- Noise and tailwheel operation unsuitable for business/commuter roles
Overview
The wide-body Cessna 180 adopted the Cessna 185's fuselage, wings, and landing gear (minus the 185's reinforced firewall and larger engine) starting with the 1964 180H, giving the 180 a wider cabin and the option of a fifth and sixth seat for the first time. This is the shape most people picture when they think "Cessna 180" today, and it carries the "Skywagon" name officially from the 1969 180J onward.
The 180J and 180K extended the line to 1981, with the final 180Ks (1979-1981) receiving an 88-gallon (84 usable) long-range tank — the largest fuel capacity ever offered on a 180.
Variants & History
| Variant | Years | Engine | HP | Max Weight (landplane) | Usable Fuel | Serials | Share |
|---|---|---|---|---|---|---|---|
| 180G/180H | 1963-1968 | Continental O-470-L/R | 230 | 2,800 lb | 60 gal | 973 | 51.5% |
| 180J | 1969-1974 | Continental O-470-R/S | 230 | 2,800 lb | 56-60 gal | 485 | 25.6% |
| 180K | 1975-1981 | Continental O-470-U | 230 | 2,800 lb | 56-84 gal | 433 | 22.9% |
Figures are FAA TCDS 5A6 Rev. 68's own per-section numbers (see
data/vault/raw/tcds/cert-cessna180base-5a6-rev68-2026-09-08.md). The 180K's
own fuel capacity changes AGAIN within itself, late in its own production run
(56 gal usable through S/N 18053000, then 84 gal usable from S/N 18053001,
1979 on) — a buyer shopping specifically for the big-tank 180K should check
the serial number, not just the model letter.
Performance
No performance figures on this page are sourced to a handbook. A free
1977 180K Pilot's Operating Handbook exists (aeroelectric.com) but it
describes Section VI — the 180K specifically, a different engine
(O-470-U) and different fuel system from this page's 180G/180H majority — and
using it here would repeat the exact wrong-variant error this pass exists to
fix. A dedicated search for a 180G/180H-specific handbook was not completed
in the time available this pass.
What IS certificate-sourced: 2,800 lb landplane gross weight, 60-gallon usable fuel (the 180G/180H standard, before the 180J/180K's later fuel changes), and the landplane airspeed limits (Vne 167, Vno 139, Va 111, Vfe 96 KIAS, stated directly as TIAS).
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Payload & Range
Not sourced this pass — no handbook was read for the 180G/180H majority variant. The certificated basics: 2,800 lb landplane gross weight, 60 gallons usable fuel (360 lb) for the 180G/180H majority, rising to as much as 84 gallons usable (504 lb) on late-production 180Ks — a real difference in range and payload trade-off across this page's own 1963-1981 span.
Mission Suitability
| Mission | Score | Rationale |
|---|---|---|
| Flight Training | 3 | Tailwheel endorsement training only. |
| Backcountry / Bush Flying | 9 | Premier backcountry aircraft; the wider cabin adds real gear-hauling room over the narrow-body page. |
| Business Travel | 4 | Tailwheel configuration and noise keep this from being an ideal business machine despite IFR capability on well-equipped examples. |
| aerobatics | 2 | Utility category allows limited maneuvers only. |
| Cross-Country Flying | 6 | Good range on the 60+ gal tanks, reasonable speed. |
| Cargo Hauling | 7 | The wider cabin and 6-seat capability (rear seats removable) give this variant a real edge over the narrow-body page for bulk cargo. |
| Local Fun | 8 | Tailwheel flying is pure joy. |
| surveying | 6 | High wing, stable platform. |
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Valuation Factors
| Era | Typical Price Range | Notes |
|---|---|---|
| 1953-1962 (narrow body) | $100,000-$180,000 | See the 4-seat page. |
| 1963-1974 (180G-180J, wide body) | $150,000-$280,000 | Most popular era. 185-style fuselage, 6 seats. This page's majority. |
| 1975-1981 (180K) | $180,000-$395,000 | Last production, O-470-S/U engines. Premium for last-of-type, especially the 84-gal long-range tank. |
None of these bands are independently re-sourced this pass — carried from the existing page's own era-segmented estimates. A dedicated Vref/Bluebook pass (runbook rule 27) was not performed.
For sale (0)
No listings for this model right now.
Also worth looking at
What buyers usually weigh against the Cessna 180 Skywagon (1963-1981, 6-seat) — aircraft flown for the same kind of mission.
