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| In 1953 Cessna introduced a more powerful partner for the Model 170: using the same wing and flap system as the Model 170B, the new Cessna Model 180 featured a completely new fuselage and tail unit, plus an additional 60kW delivered by the 168kW Continental O-470-A flat-six engine. At. the same time a fully adjustable tailplane was introduced, obviating the need for elevator trim tabs. Most significantly, the additional power available for the Model 180 permitted an increase in maximum take-off weight from 998 to 1157kg with the same wing area of 16.16m2. In the late 1970s the Model 180 was available in two forms: the basic Model 180 Skywagon, and the improved Model 180 Skywagon II with a factory-installed avionics package. During 1981 production of the Model 180 ended after well over 6,000 had been built.
In July 1960 Cessna flew the prototype of the Model 185 Skywagon. This was in most respects similar to the Model 180 apart from the provision of extra power in the form of a 224kW Continental IO-520 engine. Like its predecessor the Model 185 was a six-seater, and was made available in basic form as the Model 185 Skywagon, and in more advanced form as the Model 185 Skywagon II. Greater versatility is conferred on the two Model 185 versions by their ability to carry under the fuselage a detachable glassfibre Cargo-Pack, capable of carrying some 136kg. The Model 185 Skywagons can also be fitted with Sorenson spray-gear for agricultural work, and like the Model 180 Skywagons can be fitted with alternative ski or float landing gears.
By February 1980, 4,000 Model 185 variants had been delivered and when production ceased, in mid-1985 4,356 Skywagons had been built, including 497 U-17A/B/C military versions.
In 1971 Cessna introduced an extremely versatile version of the Model 185 in the form of the AGcarryall. This was designed principally for the agricultural role in the widest possible sense, being able to demonstrate spraying procedures, ferry people and equipment, serve as an agricultural pilot trainer, and act as a backup spray aircraft in peak periods. It failed to attract sufficient sales and production ended in 1979 after 108 had been built.
During 1962 the USAF sought a suitable light utility aircraft for supply to countries eligible for MAP aid. Cessna's Model 185 was selected and ordered under the designation U-17, more than 450 being supplied. These comprised the U-17A with a 194kW Continental IO-470-F flat-six engine, followed by the U-17B with a 224kW Continental IO-520-D. The final U-17C production version had a Continental O-470-L engine which had a carburettor instead of fuel injection.
| MODEL | Model 185 |
| ENGINE | 1 x Avco Lycoming IO-360-A1B6D flat-four piston engine, 149kW |
| WEIGHTS |
| Take-off weight | 1520 kg | 3351 lb |
| Empty weight | 769 kg | 1695 lb |
| DIMENSIONS |
| Wingspan | 10.92 m | 36 ft 10 in |
| Length | 7.81 m | 26 ft 7 in |
| Height | 2.36 m | 8 ft 9 in |
| Wing area | 16.16 m2 | 173.94 sq ft |
| PERFORMANCE |
| Max. speed | 286 km/h | 178 mph |
| Cruise speed | 274 km/h | 170 mph |
| Ceiling | 5455 m | 17900 ft |
| Range | 1576 km | 979 miles |
| Scott Boyd, e-mail, 07.02.2010 05:47 I had a cylinder head do the same thing on a 210. The injection line kept it from falling all the way off.
I flew 180's and 185's back in the 70's, both the IO-470 and IO-520 versions of the 185. If you could get the doors shut, in the cabin and the cargo pod,it could carry pretty much anything.
We used to fly of a gravel strip at the top of Lake Powell and in the summer time cowl flaps were an important item. With a heavy load you could climb about 400 fpm with them closed and about 200 open. A lot f time we would takeoff and descend off the end of the strip into the canyon to build speed and fly up river under the bridge trying to gain altitude. reply | | Verne Lietz, e-mail, 28.01.2010 07:32 I've had a 1954 Cessna 180 for 26 years and it's never let me down except for dragging it in for 55 miles when a cylinder head cracked half way off. It's been to Alaska and back about five times, 400 miles up to Canada for fishing trips a dozen times and Washington state to Minnesota numerous times, all with no problems. It cruises at 145 mph on 12.5 gph. It's easy to fly, except has to be landed carefully in a cross wind. They are great planes for carrying a heavy load and for rough fields. I hate to give it up, but at age 86 and no where to go, it's time to quit.
I also made a mistake and bought a 1955 C-180 on amphibian floats, a TSIO 520 engine derated to 265 h.p. by Pponk, vortice generators, etc. It's a nice plane, but don't have much use for it with the high cost of gas in the past few years, all the Canadian regulations, fees including $25 to take in a shotgun or rifle and I'm not about to go into wilderness without one. Those handicaps and US border crossing have made fishing trips less fun. Cruises 125 mph on 13.5 gph. I was surprised how easy it is to land with four wheels and would love to keep it if I had enough use to justify the cost of ownership. reply | | John, e-mail, 27.01.2010 19:48 Best looking and friendliest flying machine made. My 180 saved my life and gave up its own by not stalling in a desperate no-power in the woods landing. Neither the 180 or the 185 ever had a four cylinder engine, as claimed in the intro specs. Acft could legally carry its own weight.
I owned a '61 185 #1850049 after the 180; flew them b oth all around the country. reply | | Jock Williams Yogi 13, e-mail, 23.04.2009 15:39 I flew charters in the 185 for Grand Centre Airways in Cold Lake Alberta when the "oil patch" was opening up. It was a magnificent airplane! By day I flew the CF5 and during time off I flew the 185 -and it was a great combo.
unfortunately the one 185 that the company owned crashed on takeoff about 2 years after I started flying it -apparently due to frost on the wings -although my friend who was flying it at the time said that isn't so...
One great thing about it was that the tailwheel gear kept the tail up almost in the level flight condition -which made out the front visibility way better than average in the early takeoff and late landing phases.
It was a great performer and load carrier!
Jock Williams Yogi 13 reply | |
| | jeff huckabee, e-mail, 29.05.2008 18:50 The 1961-1963 185's came w /a IO-470f.In 1963 Cessna offered
the IO-520 which became standard '64 and after.
I regurely fly a '61 185 w /the IO-470.Great speed,economy
and load carrying w / todays fuel prices.
Truley the best all-around G.A. aircraft ever made. reply | | RT, e-mail, 14.05.2008 14:53 Engine is wrong. 180 has an o-470 the 185 has a 0-520? reply | | Dick Hall, e-mail, 30.04.2008 19:54 Amen, Ron! I soloed in a 185 and, frankly, I'd do it differently now. It seemed to spoil me for almost everything else I flew--except for the Beaver!!!!--Seems that almost everything else I climbed in suffered by comparison! Bummer! reply | | Ron, e-mail, 15.01.2007 01:56 Wish Cessna was still building them......... reply |
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