Cessna 180 Skywagon (180J)

Cessna introduced the 180 in 1953 as a four-seat taildragger built on the 170 fuselage but with the Continental O-470 engine at 225 horsepower (later 230 hp). The 180 was designed for utility operations: bush flying, float operations, agriculture, and any mission that needed more capability than the 170B's 145 hp Continental could deliver. Cessna also offered the 180 with float and ski options from the factory, which made it one of the few four-seat singles with manufacturer-supported float operation.

Production iterated through variants from 1953 (180 with O-470-A) through 1981 (180K with O-470-U) with steady refinements. The major change over the production run was engine: starting with the O-470-A at 225 hp, moving through the O-470-K, -L, -R, -S, and ending with the O-470-U at 230 hp with longer TBO. Other refinements included improved interior, modernized panels, and detail improvements to the cargo area and seating configurations.

Production ended in 1981 along with the rest of Cessna's piston-single lineup. The 180 was effectively replaced by the 185 (Continental IO-520 at 300 hp), which delivered higher performance for the same utility mission. Total 180 production was about 6,200 aircraft. The fleet remains active and parts and shop support are reasonable through the International Cessna 170 Association (which covers the 180 as part of the broader vintage Cessna utility-aircraft community) and Cessna Pilots Association.

The Cessna 180 cruises at about 140 KTAS at 75% power, burning 13.5 gph of 100LL. At long-range cruise (65%), the airplane drops to about 125 KTAS on 11 gph. The 180 is meaningfully faster than the 170B (which it succeeded) and slower than the 185 (which succeeded it). The O-470 engine delivers strong climb performance and good high-altitude capability. Service ceiling is 17,700 ft on paper.

Useful load on a 180J is about 1,250 pounds. Full fuel (84 gallons usable on most variants) leaves about 750 pounds for people and bags. That's four adults plus full bags, or two adults with substantial camping gear for backcountry operations. Range with reserves is about 800 nm at long-range cruise. The 180's utility envelope is the airplane's defining advantage. Short-field performance, float capability, and the cargo-friendly cabin make the 180 work for missions that no fixed-gear tricycle Cessna can serve.

The Continental O-470-U is the engine on later 180s (180J and 180K). It's a six-cylinder, horizontally opposed, direct-drive piston rated at 230 hp at 2,600 RPM. Continental's published TBO is 2,000 hours (2,200 hours for serial number 1006000 and later) per Continental Service Information Letter SIL 98-9E. The O-470-U is one of the most-produced Continental engines and has extensive parts and shop support.

Earlier 180s use the O-470-A, K, L, R, or S variants with shorter TBOs (1,500 hours per SIL 98-9E). The O-470 family has been in production for over 70 years and remains one of the most-overhauled Continental engines in fleet operation.

Field overhauls at Western Skyways, Gann Aviation, or other reputable Continental shops run $38,000 to $50,000 per engine in 2026 prices. The O-470 is more expensive to overhaul than the four-cylinder O-360 or IO-360 due to the six cylinders and the larger displacement, but it's also one of the most reliable engines in the GA fleet when operated and maintained reasonably.

Plan on $180 to $260 per flight hour at 100 hours a year of utilization, all-in. The 180's operating economics reflect its larger engine, taildragger configuration, and utility mission. Fuel and oil run about $80 to $100 per hour at 13.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $19 to $25 per hour based on a $38,000 to $50,000 overhaul amortized across the 2,000-hour TBO. Airframe maintenance reserve is $20 to $35 per hour, higher than tricycle Cessnas because of tailwheel-specific items and (if applicable) float maintenance.

Annual fixed costs (hangar, insurance, annual inspection) add another $60 to $110 per hour at 100 hours a year of utilization. Tailwheel insurance is meaningfully higher than tricycle insurance. First-time tailwheel owners pay $3,000 to $7,000 a year typically. Established 180 pilots with 200+ hours in type pay $2,000 to $4,500.

Acquisition cost in mid-2026: Earlier 180s (1953-1972) with mid-time engines and original panels trade $80,000 to $130,000. Later 180Js and 180Ks (1973-1981) with O-470-U engines and modern panels run $130,000 to $180,000. Float-equipped 180s command premiums of $20,000 to $50,000 over comparable land aircraft. Aircraft with documented STC engine upgrades to O-470-R or O-470-S variants trade at modest premiums.

Float operation adds substantial cost. Float overhauls every 5 to 10 years run $25,000 to $50,000 depending on saltwater versus freshwater operation. Float-equipped aircraft also have higher hull insurance and additional inspection requirements. International Cessna 170 Association covers 180 ownership including float-specific guidance.