Piper · 1963–1973
Piper Cherokee 180 (1963-1973)
iSpecifications
MOSAIC eligiblePerformance
Cruise
119KTAS
Range
630nm
Climb
740fpm
Ceiling
15,700ft
Fuel Burn
9.5gph
Fuel Cap.
50gal
MPG
14.4mpg
Stall (Vs0)
47KIAS
T/O roll
720ft
Ldg roll
600ft
Size & weight
Seats
4
Useful Load
1170lbs
Full-fuel payload
870lbs
Max gross
2,400lbs
Wingspan
30ft
Length
23.5ft
Engine
Engine
Lycoming O-360-A4A
Power
180hp
TBO
2,000hrs
Overhaul
$45k
Owning it
Hull insurance
$1k/yr
Parts
excellent
Mechanics
common
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,230 lbs
- Max fuel weight
- 300 lbs
- Height
- 7.3 ft
- Wing position
- low
Obstacle performance
- Takeoff over 50 ft
- 1,620 ft
- Landing over 50 ft
- 1,170 ft
Paperwork
- Type certificate
- 2A13
- 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
$62k
Range
$38k – $95k
Annual all-in
~$20k/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 (9.5 gph)
- $6,175
- Engine reserve
- $2,250
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $900–$1,800
- Hangar
- $4,230–$10,575
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $19,978
- Per flight hour
- $200
- Miles flown / year (at cruise)
- 13,694 mi
- Cost per mile
- $1.46/mi
- Time in the air
- 2 hr 31 min
- Fuel burned
- 24 gal
- Out of pocket
- $243
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
- Excellent 1,170 lb useful load for era and price point
- Robust Lycoming O-360 engine with strong reliability record
- Now MOSAIC light-sport eligible (effective late 2024)
- Stable-to-appreciating value; ~8,000 built ensures parts availability
Weaknesses
- Hershey bar wing slightly less efficient than later tapered designs
- Single right-side cabin door limits emergency egress options
- Aluminum fuel cells prone to corrosion; seam inspection critical
- Older avionics and interior typical for 1963–1973 production
Overview
The 1963-1973 Piper Cherokee 180 is the original 180 HP Cherokee -- the PA-28-180 -- representing the entry of Piper into the 4-seat fixed-gear single-engine market. The Cherokee 180 succeeded the smaller Tri-Pacer and competed directly with the Cessna 172 and Beechcraft Musketeer for the family/training/short-cross-country market.
Approximately 8,000 Cherokee 180s were built across the 1963-1973 production -- one of the most numerous PA-28 variants. The Cherokee 180 was succeeded in 1974 by the PA-28-151/161 Warrior (160 HP) and PA-28-181 Archer II (1976-onward 180 HP redesigned) as Piper modernized the line.
MOSAIC Eligibility
Cherokee 180s are MOSAIC light-sport eligible with the new FAA MOSAIC rule (effective late 2024). At 2,400 lbs gross weight, they fall within the 3,000 lb LSA category, opening sport pilot operations under the new rule.
Variants & History
Variant Letters
| Variant | Years | Engine | HP | Notes |
|---|---|---|---|---|
| Cherokee 180 | 1963-1967 | Lycoming O-360-A2A | 180 | Original |
| Cherokee 180B | 1965-1967 | Lycoming O-360-A2A | 180 | Refinements |
| Cherokee 180C | 1966-1967 | Lycoming O-360-A2A | 180 | Refinements |
| Cherokee 180D | 1968-1969 | Lycoming O-360-A4A | 180 | New engine variant |
| Cherokee 180E | 1969 | Lycoming O-360-A4A | 180 | Refinements |
| Cherokee 180F | 1970-1971 | Lycoming O-360-A4A | 180 | Refinements |
| Cherokee 180G | 1972 | Lycoming O-360-A4A | 180 | Refinements |
| Cherokee Challenger 180 | 1973 | Lycoming O-360-A4A | 180 | Last carbureted Cherokee 180 |
The Cherokee Challenger (1973) is the final and most refined Cherokee 180. Some Challenger 180s sold into 1974 as Piper transitioned production to the Warrior.
The Hershey-Bar Wing
The Cherokee 180 (and the entire pre-1974 PA-28 line) used a constant-chord rectangular wing affectionately known as the "Hershey bar" wing. The Hershey bar wing has distinct characteristics vs the later tapered wing (1974+):
- Easier construction (lower manufacturing cost)
- Slightly less efficient at cruise
- Different stall characteristics (more pronounced stall break)
- Slightly slower cruise (~5 KTAS slower than tapered wing equivalent)
The Hershey bar wing is purely a Cherokee identifier -- the later tapered wing on the Warrior/Archer II is aerodynamically superior. However, Cherokee 180s with the Hershey bar wing have a distinctive vintage look that some buyers prefer.
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Performance
- Cruise: 119 KTAS at 7,500 ft (75% power)
- Climb: 740 FPM at gross
- Fuel burn: 9.5 GPH cruise
- Range: 630 NM with reserves at 50 gal fuel
- Useful load: 1,170 lbs
The Cherokee 180's 1,170 lb useful load is excellent for the era -- often comparable to the Skylane at lower acquisition cost.
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Valuation Factors
| Variant | Condition | Price Range |
|---|---|---|
| Cherokee 180/180B/180C | Flying but tired | $38,000-$55,000 |
| Cherokee 180/180B/180C | Well-maintained | $55,000-$75,000 |
| Cherokee 180D/E/F/G | Well-maintained | $50,000-$80,000 |
| Cherokee Challenger (1973) | Well-maintained | $60,000-$95,000 |
Cherokee 180s have stable to slightly appreciating value -- popular for training, family flying, and as second airplanes for ag pilots.
ADs & Common Problems
- Lycoming O-360 cylinder condition: Borescope all four cylinders. O-360 is robust but mid-time cylinder issues common.
- Hershey bar wing spar inspection: AD 2020-26-16 mandates spar inspections on certain serial numbers; verify compliance.
- Cabin door operation and seal: Single right-side cabin door; verify hinge condition and seal integrity.
- Fuel bladders or fuel cells: Most Cherokee 180s have aluminum fuel cells (not bladders); inspect for corrosion at seams.
- Stabilator trim: Cherokee uses stabilator; verify trim drum operation and proper rigging.
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