Kenmore Air's 3190# gross weight increase STC for the later model Cessna 180s is an attractive modification, and probably increases the resale value of the airplane beyond the cost of installation. It requires the installation of a 185 vertical stabilizer for STC compliance. I have found a vertical stabilizer that is suitable for this STC and figure that I better scoop it up, as they are increasingly rare on the used parts market.

I was talking with a very experienced skywagon guy, and he mentioned that the 185 vertical makes the plane handle noticeably less favorable in crosswind conditions. This is the first that I have heard of this. Can those of you with 185 experience share your thoughts on the crosswind handling characteristics and limitations with big fin airplanes on wheels?

Scolopax wrote:Kenmore Air's 3190# gross weight increase STC for the later model Cessna 180s is an attractive modification, and probably increases the resale value of the airplane beyond the cost of installation. It requires the installation of a 185 vertical stabilizer for STC compliance. I have found a vertical stabilizer that is suitable for this STC and figure that I better scoop it up, as they are increasingly rare on the used parts market.

I was talking with a very experienced skywagon guy, and he mentioned that the 185 vertical makes the plane handle noticeably less favorable in crosswind conditions. This is the first that I have heard of this. Can those of you with 185 experience share your thoughts on the crosswind handling characteristics and limitations with big fin airplanes on wheels?

I dont have any firsthand experience comparing the two but I would suppose yes it would some. There is more surface area trying to weathervane the plane.

But how many times have you heard a 185 guy wishing he had a 180 for crosswinds?

i cant imagine it being a big deal

Thats bs except (I think) you can maybe feel more on taxi. High winds -(30mph+) Even then, when you lay the whip to it- gone.
IF theres a felt difference its minimal. I think theres a little better stability at cruise but again, minimal.

Put the big tail on and get the gross wt!
Thats about the best $ per return of any STC out there.
You'll be glad you did.

I have flown both and there is a bit more attention required in Xwnd landing with the 185 fin. The closer to 90 degrees the more effect obviously. Showed up most with need to so one wheel touch down and roll out.

I would also add the tail wheel lock for take off as Cessna did for the 185
Probably implies a good reason for it.

My old brain recalls the 185 fuselage being a bit shorter than the 180,
so 180 would be more effected. Theoretically at least.

Keep it safe
Trim

Horse pucky.

I installed a 185 VS on my 180 for the Kenmore GW+. I have put 500 hrs on it that way and found no significant deficiencies. ALso never really found myself wishing I had a TW lock either.

I would grab it if you can... They are getting very expensive now. Make sure its a 3 bolt as you can not use the 4 bolt. Super easy mod to install BTW.

FWIW... the 180 and 185 have the exact same fuz length.

BS is right.

I got a few thousand hours in both the C180 and C185 and never much preferred one over the other in big crosswinds. Both are extremely capable, and actually one of my favorite crosswind airplanes.

Like Trimtab says, plant the upwind wheel and stick it on the ground, and roll it out till you stop when landing. And on takeoff, especially if light, there's not much ground run to be fighting the wind.

Gump

Bigrenna wrote:I would grab it if you can... They are getting very expensive now. Make sure its a 3 bolt as you can not use the 4 bolt. Super easy mod to install BTW.

It is indeed a 3-bolt. I will be picking it up for sure.

There is a bit of difference on floats taxing in the wind but not much, at least not enough to be concerned about. Put it on and don't look back.