On many occations on this forum it is said that an early 180 is a really good plane. Folks have said that they are lighter and have more forward vis and a few other points.

When is a 180 no longer an early model.

Tim

1964

They ruined the 182 when they got rid of the strimable horizontal stabilizer in 62. What did they do to the 180 in 1964?

Tim

Three side-window fuselage began.

FYI off the Stancil's site: the 180 model year changes
Matt

1953 Model 180 Comments - Serial numbers 30,000 through 30,639 (only 639 built)
The baggage capacity is 120 lbs. and this is the same in all later models. The 1953 model did not have an outside baggage door and the only access to the baggage compartment was over the fold-down backseats. Controllable cowl flaps are standard on the model 180 and a large access door is standard on each side of the cowling. Engine exhaust is through dual mufflers - one of which is shrouded for carburetor heat and one for cabin heat. (A Stewart-Warner gasoline heater was optional through 1955). Fuel gauges are direct reading mechanical type. The engine was the O-470-A.

1954 Model 180 - Serial numbers 30,640 through 31,259 (only 619 built)
Improvements and New Features
An outside baggage door was added, measuring approximately 15 x 22 in. This baggage door is standard also in all succeeding models.
The engine was changed to O-470-J near the end of 1954 production.

1955 Model 180 - Serial numbers 31,260 through 32,150 (only 890 built)
Improvements and New Features
A slower turning engine, the O-470-J, was standard, producing the same horsepower as in the previous model, but at fewer rpms.
The main wheels were moved 3 inches further ahead for improved braking and ground handling. This was done by changing the rake (forward angle) of the spring steel gear.
New heavier 1/4 inch thick windshield for better soundproofing and extra fiberglass soundproofing was added to the cabin and wing-butt areas.
Fresh air inlets were moved further out on the leading edge of the wing. This placed them outside of the propeller slipstream and lowered the noise level in the cabin.

1956 Model 180 - Serial numbers 32,151 through 32,661 (only 510 built)
Improvements and New Features
A new engine was used for the 1956 models - the O-470-K, developing 230 hp at 2600 rpm. These engines featured larger steel cast cylinder heads having thinner and more numerous fins - for cooler operation. Additional dynamic dampeners were used and these plus revised engine mounts produced a much smoother, quieter, vibration-free engine operation.
The engine cowling was redesigned by adding a carburetor airscoop at the bottom – this gives more engine power from the ram-air effect and is said to give up to 1 1/4 inch more manifold pressure at high altitude than the previous arrangement.
A new large stainless steel single muffler was used for the first time with separate compartments within the muffler for carburetor heat and cabin heat. This had a long single exhaust stack at the lower left side of the engine cowl.
The tail wheel was modified to give more steering ability.
The fuel vent to the main tanks was moved to a new position behind the left wing strut to prevent ice formation in icing conditions.

1957 Model 180 - Serial numbers 32,662 through 32,999 and 50,000 through 50,105 (only 442 built)
Improvements and New Features
The gross weight was increased 100 lbs.
The gear leg thickness increased from .650" to .700".
A fuel strainer drain control was added to the inside for ease of draining fuel without having to reach under the cowl.
Instrument panel rearranged and new electric fuel gauges used for the first time. Engine instruments used were smaller non-standard types.
A heavier door seal was used. For ease of locking, a new cam type latch was used for pulling the door in tightly on the seal. A flush long lever type outside door handle was added for ease of opening the door.
A generator-warning red light was used to replace the ammeter. This also served to warn that the master switch is on when the engine is not running.
A vacuum selector switch was used on the panel to allow checking the vacuum of either the directional gyro or the artificial horizon.
The fuel capacity was increased from 60 to 65 gallons total. This plus a modified, more economical carburetor, increased the range.
Note - it appears that the empty weight increased about 50 lbs. in the 1957 models. This is not entirely true since the unusable fuel rating was upped and this fuel included in the empty weight.

1958 Model 180A - Serial numbers 50,106 through 50,355 (only 249 built)
Improvements and New Features
The engine exhaust outlet was changed to the right side on all models to route the exhaust stain down under the fuselage - on earlier models there was some tendency for exhaust stains to accumulate on the left side of the fuselage due to slip-stream effects.
New seal put around windows for reduction in wind noise.
New instrument panel and new lighting console. The tachometer and m.p. gauge went back to standard size.
A new ratchet-click mechanism added to the elevator trim wheel to prevent creeping.
Lock with key for opening added to baggage door.
An 18-gallon aux. baggage compartment fuel tank was a factory installed option.

1959 Model 180B - Serial numbers 50,356 through 50,661 (only 305 built)
Improvements and New Features
New heavier door hinges.
New instrument panel.
New adjustable fresh air vents for the rear seat area. (optional)
Optional pilot and co-pilot 3- position tilting seats.

1960 Model 180C - Serial numbers 50,662 through 50,911 (only 249 built)
Improvements and New Features
Fuel cells changed to incorporate flush gas tank caps on the upper surface of the wings to replace the original counter-sunk caps.
Seat backs made adjustable with optional headrests.
New smaller, streamlined wing fillets (flap area).
The airscoop was removed and the airscreen flush-mounted on the front of the cowl. The net effect of the cowling redesign was to produce slightly more airspeed, although Cessna never advertised this.
New stabilizer-elevator down spring to improve longitudinal stability.
Increased headroom in the third and fourth seats due to a redesigned bulkhead and skin on top of fuselage.
First year for the O-470-L engine.

1961 Model 180D - Serial numbers 50,912 through 51,063 (only 151 built)
Improvements and New Features
Cowling was changed to incorporate cam locks for holding it on.
"Shower of Sparks" Bendix mags were used for easier starting. A special switch was used under the instrument panel to supply primary current to the mag coils without engaging the starter to allow hand cranking of the engine.
A new lever-type cowl flap control with mechanical position notches.
New generator - 50 amp, as standard equipment - all.

1962 Model 180E - Serial numbers 51,064 through 51,183 (only 119 built)
Improvements and New Features
New fuel tank outlets added, so that each wing tank has two outlets (one forward and one aft) rather than only one per tank. This gives a less unusable fuel rating.
New optional long-range wing tanks, increasing capacity to 84 gallons.
New O-470-R engine.
New wing tips and position light mounts.

1963 Model 180F - Serial numbers 51,184 through 51,312 (only 128 built)
Improvements and New Features
New magnesium cast rudder pedals.
Magnetos changed to the impulse coupling type replacing the "Shower of Sparks".
Instrument panel lighting controls in overhead panel.
Semi-reclining front seats.
First year for 10 degree flaps.

1964 Model 180G - Serial numbers 51,313 through 51,445 (only 132 built)
Improvements and New Features
New instrument panel, new heavy-duty axle and new third window on side.
Dive speeds (red line) increased to 192 mph I.A.S. on all models from the previous 184-mph red line speed. Flap lowering speeds increased to 110 mph.
Gross weight increase of 150 lbs. with more useful load.
Changed to 185 landing gear.
Third window added to fuselage.
Manual tail wheel lock.
Cleveland dual piston brakes.
Generator replaced by 52 amp, 14V alternator.

1965 Model 180H - Serial numbers 51,446 through 51,607 (only 161 built)
Improvements and New Features
185 firewall used, making 180 and 185 airframes identical.
Redesigned instrument panel to accommodate center stack radios.
Open view control wheels.
Improved fuel strainer.
Integrated engine instrument cluster.
Redesigned doors on engine cowl.

1966 Model 180H - Serial numbers 51,608 through 51,774 (only 166 built)
Improvements and New Features
Improved door latches.
Front seat legroom increased.

1967 Model 180H - Serial numbers 51,775 through 51,875 (only 100 built)
Improvements and New Features
Pointed propeller spinner increases length 3 inches.
Extended baggage area in aft cabin.
Aeroflash rotating beacon.
Optional auxiliary door on left side.
60 amp alternator.
Individual center passenger seats.
Split bus electrical system.
Cleveland brakes standard.

1968 Model 180H - Serial numbers 51,876 through 51,993 (only 117 built)
Improvements and New Features
New baggage door.
Fuel strainer cable relocated to oil filler door.

1969 Model 180H - Serial numbers 51,994 through 52,103 (only 109 built)
Improvements and New Features
Skywagon name used for the first time with Model 180.
300/400 ARC avionics available.
Fresh air vents restyled.

1970 Model 180H - Serial numbers 52,104 through 52,175 (only 71 built)
Improvements and New Features
Conical camber wing tip decreases wing span 4 inches.

1971 Model 180H - Serial numbers 52,176 through 52,221 (only 45 built)
No major changes made.

1972 Model 180H - Serial numbers 52,222 through 52,284 (only 62 built)
No major changes made.

1973 Model 180J – Serial numbers 52,285 through 52,384 (only 99 built)
Improvements and New Features
"Camber lift" wing with bonded leading edge.
Revised instrument panel with rocker switches.
Dual cowl mounted landing and taxi lights.
Split rocker master switch.
Padded control wheels.

1974 Model 180J - Serial numbers 52,385 through 52,500 (only 115 built)
Improvements and New Features
Optional cabin door bubble observation windows.
Optional skylights and lower door panels.
Optional rudder pedal extensions.
Vertical fin attachment redesigned.

1975 Model 180J - Serial numbers 52,501 through 52,620 (only 119 built)
Improvements and New Features
Engine changed to O-470-S, horsepower remained 230 hp.
Improved cabin heat valve.
The optional float plan kit includes the C-185 vertical fin to the end of production.

1976 Model 180J - Serial numbers 52,621 through 52,770 (only 149 built)
Improvements and New Features
Primary airspeed indication in knots.
Flush folding 5th and 6th seats.
Flap extension speed increased to 120 knots.
McCauley main wheels and brakes.
Last year for auto fuel STC.

1977 Model 180K - Serial numbers 52,771 through 52,905 (only 134 built)
Improvements and New Features
Engine changed to high compression O-470-U. Horsepower remained 230 hp but at 200 rpm less.
Vernier mixture control.
Heater plenum relocated to firewall.
Strengthened tail wheel.
Basic flight instruments in "T" configuration. More holes and lowered control yoke 1 1/2". Went to smaller yokes for knee clearance.
First year for McCauley tail wheel and stronger tail wheel gear spring tube (1 1/8").

1978 Model 180K - Serial numbers 52,906 through 53,000 (only 94 built)
Improvements and New Features
"Skywagon II" referred options package available.
28-volt electrical system, avionics master switch.
Polyurethane paint standard.

1979 Model 180K - Serial numbers 53,001 through 53,115 (only 114 built)
Improvements and New Features
New design optional wheel and brake fairing.
Bladder tanks were discontinued. (Wet wings). 88 gallons total, 84 gallons usable. 1979 to 1981 models.

1980 Model 180K - Serial numbers 53,116 through 53,167 (only 51 built)
Improvements and New Features
Improved audio panel.

1981 Model 180K - Serial numbers 53,168 through 53,203 (only 35 built)
Improvements and New Features
Improved avionics cooling system eliminates exterior ram scoop.

Last 180 completed (SN - 18053203) rolled off the production line September 10, 1981. Total production was 6,193

over achiever.

lowflyin'G3 wrote:over achiever.

Man of few words

Tim

I've been searching lately myself between 180's and 185's. I think I've finally settled on a 180. I feel as though it has turned into a bit of a buyers market in comparison to three or so years ago. Fairly excited about having a skywagon again.

lowflyin'G3 wrote:I've been searching lately myself between 180's and 185's. I think I've finally settled on a 180. I feel as though it has turned into a bit of a buyers market in comparison to three or so years ago. Fairly excited about having a skywagon again.

Allright G3,

If I flew more than 50 hours a year and could stay on top the tail wheel game I would get one again in a heartbeat. Everytime I see a 180 I think back to the one I had. Was a good bird. Light, nimble, and a joy to fly. I have a line on a nice "61" 185. Mid time engine, IO -470. Flown in it a couple times. It flew just a bit heavier then my 180, but close in all other aspects.

Hows the Chopper work coming?

See ya, Bub

It's going pretty good Bub. Up to about 25 hours (12 solo, 13 dual) now and I believe I'm starting to actually feel like I'm putting it all together now. Finally got to fly with the "Gray Eagle" of the joint the other day. I got to follow through on two "full down" autorotations. Freakin' eye full I'll say. We did one straight in from the usual 600' AGL or so and then he picked it up and heeled it over to 60 knots and about 100' AGL for a hover taxi autorotation demonstration. It feels slightly wrong the first time to drop the collective all the way down and initiate an 1800' per minute rate of descent at 100' agl! But it's what keeps you alive in the event. He added forward speed on touchdown to that one for a demo inside a demo! Plopped it on the runway at about 30, steered it straight with the tail rotor, and after about 150' of sliding on the skids, there we were! All I can say is that after many hours of flying fixed-wing helicopters are fun as hell, and they are the magic carpet ride!
Still want a 180 though, the most fun I can afford for fun. Looking at one with floats and wheel skis. Won't use the floats for a while but I could get some use out of the skis. Matt 7GCBC will have to come help me figure that one out.

Skylane wrote: If I flew more than 50 hours a year and could stay on top the tail wheel game I would get one again in a heartbeat.

Me being a zero tailwheel time pilot and thinking of a 180, What would be the minimum hrs per year to stay on top of it after the checkout. Also when was the rudder trim added to the 180. After having it on my 182 I would have a hard time living without it.

Tim

I think everyone should fly 100 hours a year in a given type averaging 2 landings per hour while doing that. Mostly because I feel cycles are as, if not more, important than hours. Do that until you've got 1000 to 1500 in type then you could probably half that as long as you did little "proficiency rides" (like ten landings in 1.5 with clear parameters such as a given distance for landing/takeoff, attention to speed control, refresher of the speeds and emergency procedures, possibly even three x-wind if the situation is available) a day or two before you took yourself into a more critical environment than usual.
Bottom line is the more current you are the more you'll "be the ball" so do all you can do. Currency is key for smoothness, proficiency, and safety. Also everyone is different some people turnit back on in five minutes, some five hours.
Like we used to say in skydiving, you can't just take a mulligan if you slice one into the woods with this hobby, it might kill you.
Now a days I personally maintain about 700-800 a year with about 1500-1700 landings in that time. At my peak I was at 1700 hours a year with like 3500-4000 landings. As long as I got rest and did little things to keep the burnout down it was really fun and the amount of awareness and feel for the plane you have when that current is fairly amazing. You just have to keep yourself in check because complacency (in weather, wind, trying wierd strips, maintenance, etc.) seems to get closer to the surface. At least I felt this and witnessed it with others that were doing the same job/hours.
I recognize that I am not current like that now but it has been an experience to feel those feelings and see those pictures. It seems as though once you have been there you can get "it" back with less time in the seat. I feel that I am getting it back now around the end of July when I've been hammering for about 400 hours. But still a bit wobbly the first load or two in the spring.
That is why I say that once you have X amount in type you can probably scale it back and still maintain a level of proficiency and safety.

qmdv wrote:
Man of few words

Tim

See I am not always right

Tim

qmdv wrote:

Skylane wrote: If I flew more than 50 hours a year and could stay on top the tail wheel game I would get one again in a heartbeat.

Me being a zero tailwheel time pilot and thinking of a 180, What would be the minimum hrs per year to stay on top of it after the checkout. Also when was the rudder trim added to the 180. After having it on my 182 I would have a hard time living without it.

Tim

Well for me Tim, flying the 180, I would say at the very least, 10 hours a month, and that would be shooting landings in all the different conditions you can get, X-wind being the most important. That 10 hours would not include any cross country or trips made. I would practice on a turf or dirt strip, very little room for error on asphalt.

I had dry spells from work that kept me from flying. Getting back in the 180 after 2 months away did not keep my skills as honed as they need to be for flying a tail wheel airplane. Since then I've changed jobs and planes 180 to a 182, and able to get out in the 182 at least every other weekend. So only getting about 50 to 60 hours a year. Not as much as I would like, but all I can afford. However with the little wheel up front I can survive a few fu%$#^& ups and not bend anything. The 180 on the other hand you better not screw the pooch or it will bite you.

Like G3 said the cycles benifit you the most. In the air the 180/182 fly close to the same. For the most part, I haven't been anywhere in my 180, that I wouldn't take my 182. Check that. There are a couple of short strips that I took the 180 into that I don't think I could take the 182 into. But that was just goofing off in the high desert and really had no business in there anyway.

See ya, Bub