I’m getting ready to inspect and pickup (if all goes well) a 180K model. They’re in general heavier, 24 volt, no flat baggage. As BigRenna has pounded into my head, the H model is the best. However it seems like they are few and far between and I’d rather be flying than checking barnstormers every morning. What are your thoughts on the K with 520, float kit and 3190 gross? am I buying a heavy clunker or will it work fine after the MT, jump seats, Sportsman?

I would not turn down a nice K model. I fly my '79 frequently and fly Dad's '65 occasionally but enough to know that is does fly really nice(way nicer than my '79 but don't tell her). That said, I've crawled out of many canyons in CO, MT, ID, NM and even TX in my PPonk '79. It's very capable even with a stock airframe like mine and I don't think you'll be disappointed. If the unicorn super straight H model comes along, you won't have trouble getting rid of your K model.

Nothing wrong with a GOOD K model 180. Perfection CAN be the enemy of GREAT!

If it’s a good one, buy it, you’ll love it.

MTV

There are some advantages to the later models. If you found a nice K model that is well maintained and priced reasonably you'll be happy. I like the way the early models fly and feel but there are many advantages of the later model Skywagons. Useful load being one of them - MGTOW of 3190 lbs would be nice and makes me jealous because mine is 2650. You will get used to the way it flies even with a heavy feel. You can spend a long time looking for the right airplane and not be flying. Hopefully this one will be a winner on the pre-buy inspection. Post some photos when you can.



Josh

I fly a K and love it. It is on the heavier side with the float kit, nice interior and IFR package but it is wonderful to fly. I may not win any STOL competition with it but landing short isn't a problem. You definitely won't regret getting it.

To me, the 28V electric system (on all but the first year 1977 model) is a minus,
as are the wet wings (vs bladders) they used the last few years.

Does the one you're interested in already have a 520?
If not, the 470U in a K might be a good thing,
you can run a 90" seaplane prop for pulling power.
Or, there is a mod (Texas Skyways 470-UTS) to bump up the rpm to 2600ish & the horsepower to 250+.

https://backcountrypilot.org/forum/texa ... u-ts-12569

https://www.txskyways.com/services

Yup, it does have a 520. They just did some mediocre break in procedures that worries me. 9 hours in 4 months on mineral oil. We will see though. Either way, I’m excited for the move to a 180.

The Cessna 180/185 Skywagon is one of the only airplanes that cannot be upgraded from. From the earliest 180 to the last 185 off the line, you will be stoked. All of us who are stewards of ANY of these fine machines are very fortunate.

That said, the 24V electrical system is unnecessary and can become a real PITA out in the sticks with a compromised battery. I would research modern battery options and a backup jump pack as a priority if getting a 24V ship.

I have never once been in my 67H wishing I was in a different model, and you will probably discover the same thing in the 180K.

What was cessnas reason for switching to 24v? Found some nice but expensive jump start batteries on amazon. I have one for my 12v now too. Necessary tool to carry.

ington6 wrote:What was cessnas reason for switching to 24v?

The primary motivation is to cut the wire sizes down by half, which might amount to some significant weight savings on an aircraft with very long runs. On a Cessna single, however, the additional weight of the battery doesn't wash the wire sizing gains out. Especially in the age of LEDs.

There was a strong push to try and standardize aircraft voltages across aircraft and equipment during the seventies. A lot of the equipment manufacturers started making 24V accessories. Most new airplanes use 24V systems. It works well, but in the backcountry/bush, it makes self reliance and improvisation a little more difficult.

ington6 wrote:What was cessnas reason for switching to 24v? Found some nice but expensive jump start batteries on amazon. I have one for my 12v now too. Necessary tool to carry.

The reason for the 24 volt systems were more than likely standardization amongst Cessna models. The 180 eventually became what amounts to (but not quite) a 185, and that bigger engine can benefit from a 24 volt battery and system. Also, understand that the older avionics and systems that these planes were equipped with were often power hogs, and as the years progressed, pilots buying these things wanted two of everything......etc.

But, 24 volt systems a "problem"? I disagree. I spent almost thirty years and several thousand hours flying 24 volt equipped Cessnas around some pretty remote areas of Alaska, including a lot of overnights, and many of those in places where there are no electrical outlets, and never once did I wish I had a 12 volt system in one of those planes.

Now, if you're inclined to leave the master switch on while you're camping, that's a habit you probably should break, whether you're flying a 12 volt or 24 volt system. My method to deal with that is I NEVER turn off the rotating beacon or strobes. So, if I crawl out of the plane with the master on, presumably I'll notice those strobes pinging away, and deal with it. Simple, doesn't cost a thing. You're welcome.

There are things that break on airplanes. Some of those things are fairly easy to prevent. If your airplane's battery is five years old, CHANGE IT. Install a new one....that's owner maintenance. Only batteries I've EVER had a problem with were ones that were well past their useful life.....oh, well, there was that miserable excuse for a battery that Aviat installed in Huskys for a while, but we changed those out to Odyssey batteries.

I have never carried a "Jump pack" in any of the airplanes I operate. Even an IO-520 CAN be hand propped, BTW. Learn how--it's not easy.

And, I also am a fan of wet wings.....forgive me.

MTV

Scolopax wrote:The Cessna 180/185 Skywagon is one of the only airplanes that cannot be upgraded from. From the earliest 180 to the last 185 off the line, you will be stoked. All of us who are stewards of ANY of these fine machines are very fortunate.

That said, the 24V electrical system is unnecessary and can become a real PITA out in the sticks with a compromised battery. I would research modern battery options and a backup jump pack as a priority if getting a 24V ship.

I have never once been in my 67H wishing I was in a different model, and you will probably discover the same thing in the 180K.

I used to think that. But there's been no flights I've done in my 206 where I wished I was back in my 180. Yes I miss the TW and the looks of the 180, but my 206 is more capable in almost every way. It will be my forever airplane, especially with my 4 kids that all love flying.

A1Skinner wrote:

Scolopax wrote:The Cessna 180/185 Skywagon is one of the only airplanes that cannot be upgraded from. From the earliest 180 to the last 185 off the line, you will be stoked. All of us who are stewards of ANY of these fine machines are very fortunate.

That said, the 24V electrical system is unnecessary and can become a real PITA out in the sticks with a compromised battery. I would research modern battery options and a backup jump pack as a priority if getting a 24V ship.

I have never once been in my 67H wishing I was in a different model, and you will probably discover the same thing in the 180K.

I used to think that. But there's been no flights I've done in my 206 where I wished I was back in my 180. Yes I miss the TW and the looks of the 180, but my 206 is more capable in almost every way. It will be my forever airplane, especially with my 4 kids that all love flying.

^^^ X 2

MTV

A1Skinner wrote:I used to think that. But there's been no flights I've done in my 206 where I wished I was back in my 180. Yes I miss the TW and the looks of the 180, but my 206 is more capable in almost every way. It will be my forever airplane, especially with my 4 kids that all love flying.

My comment was kind of tongue in cheek. We all know that mission and preferences
Trump all else in these discussions.

I have a lot of 206 time and really like them as well. Especially the turbocharged models. With four or more passengers on board, the 206 is choice.

My 1700 pound 180 will carry my family all over the backcountry and has very respectable XC performance on significantly less fuel. When flying solo, I can operate from rough river bars at weights less than any 206 I have flown weighs empty with more prop clearance. Short, soft and rough fields - I’ll take the 180.

Regarding the 24v electrical system: I didn’t say it would be a problem, but I know of no light airplane operators who prefer it over the 12V system. There is really no practical advantage over the 12v.

The ONLY problem with a 180K is that it isn't a 185. Operationally, that bird with a big motor may as well be a 185. Anecdotally I've heard that quite a few 180Ks were delivered with the 185 stab, so the only structural difference left was the struts.

Scolopax wrote:

ington6 wrote:What was cessnas reason for switching to 24v?

The primary motivation is to cut the wire sizes down by half, which might amount to some significant weight savings on an aircraft with very long runs.

Say what now???

AEROPOD wrote:

Scolopax wrote:

ington6 wrote:What was cessnas reason for switching to 24v?

The primary motivation is to cut the wire sizes down by half, which might amount to some significant weight savings on an aircraft with very long runs.

Say what now???

Power equals voltage multiplied by current. If you double the voltage, half the current is required to supply the same power. This means that the wire gauge can be cut down by half. This turns in to meaningful weight savings when you have a bundle of wires running the length of a fuselage or a wing, as you might in an airliner. In a Cessna, you won't save too much wire weight by doubling the voltage.

Given that the newest 180 out there is 40+ years old, if you find a good one you should get it. If the opportunity comes along to get a better one, then trade up.

I've had a 180K for the past 11 years and it has been (and continues to be) a fantastic personal airplane. It's been everywhere from Leadville, Colorado and Happy Canyon to Disney World and New York City. We've flown it to 41 states and I plan to get it to the other eight, plus the Bahamas and the Maritime provinces in Canada.

I'm still running an O-470U, which does fine for my mission. It's a stable IFR platform, good cruiser at 135 KTAS with six hours of gas, and with the 3190 STC will carry around 1400 pounds (although it is a pig at that weight with an O-470). I run it on 8.50s and they are plenty for the places I want to go. I take it into shorter places (say 1200') with plenty of margin for error, but I don't try to work it as short as some others do. MY ONLY CRITIQUE IS THAT IT MUST BE ATTENDED TO IN A CROSSWIND.

I hope the deal goes through for you and you have many happy experiences with your 180. I am fortunate to have mine. Let me know if you have any other questions.

Slowmover posted: “ My only critique is that it must be attended to in a crosswind.”

I’d say that’s a fair statement, except you might want to change it to all capitals….

MTV

mtv wrote:Slowmover posted: “My only critique is that it must be attended to in a crosswind.”

Edit made!

I have wonderful thoughts on the 180K, every day!
180K - O-470U Aerocet 3400 driver, here. Almost always at max gross in Wisconsin & Michigan (1,000' MSL). If you know-how, you can do it. If not, it just takes more time on the ground/water. Climb is climb and '47K doesn't have it. This plane is wanting a PPonk in the worst way but I'm extremely happy with what I have. Engine logs say it's time but engine performance and oil consumption says why now? I would not shy away from this platform and if you can grab one with 520 cylinders already mounted and the prepurchase throws no big flags, jump!

Also, thank you all. I've been a long-time viewer of the site and have learned a lot from your experience and wisdom. There's also been some entertainment, too!

Ington6 - Good luck and share your experience.

MSS