Great Video Jim thanks for sharing. I am a 180/185 fan. I met a lot of 180/185 pilot owners through out the years and was able to hook up with them and fly them which was exciting and had a lot of fun. I had received my PPL in a tailwheel aircraft which was a plus.Iam going to fly as along as I can your never to old.Aviation is in my blood i've been in it my whole life.Jim this is what i like to watch.
When I was 13 YO My brother and his wife and I went fishing for silvers from Lake Hood, in Anchorage AK to the Deska river in a '59 C-180 on floats. In 1964 the limit was 18 fish each and we were there for 6 days camping on an island in the middle of the river. We all had caught our limit twice over (the bush pilot came by and picked up our first limit after 3 days and took it all to the cannery. At the end of 6 days we packed up all our gear and we had in big plastic bags, 54 mor coho salmon )big ones)! I was surprised at how much a Cessna 180 could carry. We flew back to Lake Hood, no problem with all that load!!! What a plane!!!
What a great memory you have of a wonderful fishing trip, which was made even more special by the Cessna 180 and a competent float pilot. I envy you; I have yet to go fishing in Alaska ! Thanks for watching. Jim
After my solo flight in 1967 in a Piper PA 28 (Cherokee 140), I got brave and accepted a friend's invitation to fly his 180 from Tulsa to Wichita and back. Stretched what landing skills I had, coupled with no experience in a tail dragger. I remember that episode to this very day...
@@joshc7091Actually no. Although as a kid, 12 to 15 yrs old, I spent most of my summers at Harvey Young. This flight originated from Tulsa Riverside (ILS).I worked on the weekends as a line boy at Cannon Aviation to pay for my flying lessons at the time.
I went up on a one hour sight-seeing tour in Lindsay, Ontario , Canada. After ten minutes the Pilot let me take the wheel for a minute. Wow...where the Controls ever sensitive in that noisy bird.! I was thrilled. The only other Float/ Airplane I was aboard a single-engine Otter up in Geraldton, Ontario I was a Junior Ranger in 1974....my fondest years !! I enjoy my flying games on CPU & love the dream of flying. Great Video, Captain ! Be well, Sir
Firstly, I enjoyed your videos of the Alaska trip! I'm a big fan of the 180 and own an early, lightweight example. Two observations, I have never seen a 180 with an autopilot and second those are the smallest tires I've seen on a 180 in years! My avatar is my airplane on a gravel bar in the Knik River.
The autopilot came in real handy, especially on the long flights. With the Garmin GFC 500 the airplane flies like it is on rails, and it shoots a mean approach as well. VFR flights under an hour, you don’t need one, but, single pilot, long haul, very nice to have. The “8”s I have on are all I will ever need. I like faster cruise speeds and I do not need “off airport’ tires to get into the places I like. Yes, gravel bars and rocky air strips, GO bigger on the rubber ! Thanks for watching.
My father owned a 180 on floats on the BC north coast in the early 1970s. I flew it for a couple summers. He always wanted "22 squared" manifold and tach. I tried to climb at 24 inches once, and he subtly pulled it back to 22 inches from the right hand seat. Never tried it again!! Great memories.
I always say, operate the engine as if you paid for it. Sounds like your dad felt the same way I do. However, these engines were designed to run at full throttle all day, hence the low redline. My initial climb outs with the O-470 were always 25 squared and that was a habit I picked up from operating a 210 with a IO-520. Now a days , I climb at Full Throttle and 2500. I dream about flying a floatplane, but that’s not practical for an Arizona guy. Thanks for watching. Jim
Jim, Very nice video, with the history made it more interesting. I fly a 185 and do indeed love it. Fly to many remote Maine fly fishing spots. One suggestion, if I may. Never take you right hand off the power during takeoff.
@@skywagon55y47 Thank you for sharing! I fly out of KOGD, I’ll watch for an immaculate red and white (and a little bit of blue) Skywagon from now on in case you stop here to refuel during your north/south migration. If I see you, I’ll stop and say hello, or at the very least, give you a hello over the radio. Watching your Alaska and Idaho videos even prompted me to pick up my old fishing pole this morning, and I haven’t used it in years. Keep living (and videoing) the dream and God bless!
Scott, I used to fly out of Hill in the early 80s, so I know your area. Fly fishing is a good way to spend a day. I just came back for Moose Creek, ID on the Selway River. Cutthroat Trout are fun to catch, but it was a little too hot for them that day. Thanks again for watching and God Bless you sir. Jim @@user-ik9dg9kk1v
@@skywagon55y47 I remember that Hill was transitioning from the F-105 to the F-16 in the early 80s. You probably were there when they did the huge formation fly over of about 2 dozen F-105s before they sent them to Davis Monthan. I used to have a video of that flyover on “Beta” tape. Can’t play that tape anymore. Glad you are enjoying the fishing. I think you’ve convinced me to replace the fly line on my pole and start practicing casting. Have a great day and God bless.
Thanks for the nice video. What a great use of time in flight. One bit of trivia to add is that the constant chord, single strut wing was first used on the 140A, then found to be superior to the old wing and continued on the 150 and 170/172/180/182/185. I fly a 140 though and while the glide and flaps are better on the new style wings, the stall characteristics of the old 140 wings are super soft and mushy and forgiving. Not sure if the newer wing has more span or what, but it has a sharper stall to it. Oh and I bet you lose 8 knots without the leg and brake fairings. At least that is what Ken Snider told me happened to his plane when he took the leg fairings off. Cheers, Karl
Karl, very interesting info on the wing design and the Snider testimonial ! Any way you look at it, Clyde and his engineers did a great job. Thanks for commenting . Jim
Nice stabilized approach! I have never flown a conventional gear airplane. Flying with the CAP here in PA, I did a LOT of 180hp 172N flying. My favorite was an older 182 RG with the 230 HP 6 cylinder engine. Old 20T was one sweet flying airplane. Slowing down for landing was easy - just lower the gear. Also, as a 6'5" 250lb guy, the extra room in the 182 was appreciated and the heavy nose was never a problem. Unfortunately I never won the lottery so I could never by any airplane much less a good, well maintained 182RG.
Yes GA flying is expensive ! I wanted a 210 or a T-182RG, but the my mission did not justify the expenditure. My 180 gets me into more backcountry strips than those two models, and it trues at 150Kts so cross countries times are just a little bit longer that the 182RG. If you get a chance find a local grass airport where you can get a couple of hours of dual in a tail dragger. I thing you will thoroughly enjoy the experience. Thanks for watching. Jim
@@skywagon55y47 At 76 w/Type 2 and had a heart attack, my flying days are behind me. My favorite thing to do with the Civil Air Patrol was providing orientation flights to both our and college ROTC cadets. One of "my" cadets flew U2s for the AF and another is a CG Academy graduate and flys helos for them.
Franklin in a 170? Think that was an STC. Every 170 I have had and or workd on from straight 48 to the B had a Continental C 145 Or O 300. Nice ship though good looking 180 you have.
My whole life I’ve distinguished 185 from 180 by the number of windows, I thought the 185 had the 3blade and extra cabin window??? One of my favourite types, always imagined I’d own a 185 one day
The original engine was a IO-470 with 260HP swinging a two blade prop. Things evolved, and Cessna went to an IO-520 with a two blade prop. Later the three blade was offered. Thanks for watching. Jim
You said the C-172 had a Franklin engine. I had a 1959 model and it had a Continental engine, 140 hp. I'm not a Cessna historian but I don't think any 172's had Franklin engines. Enjoyed your video.
I was in error. The Cessna 170 had the Continental C-145 flat six engine. Therefore the first 172s had the same engine. Thanks for correcting my mistake. Thanks for watching. Jim
My parents live in Apache Junction. Do you snowbird in the warmth then Jim? I'd love to see your plane, there's just something about the Cessna 180H that I like. Such a great flying, controllable and comfortable aircraft! You can fit my 6'1" height and broad shouldered body right into the seat, lol.
Mark, my airplane is based at KFFZ in Mesa. It is in the hangar at Falcon from October to June every year. Send me a message when you want to see it. JimKimmel72@Gmail.Com… 6’1”” is no problem, but the 180 is the same width as the older model 170…cabin width is 40.5”….Jim . @@markhill9912
Hello Jim. I'm transitioning from a PA-28-181 Archer to a C180H, which is getting a new engine. Got my tailwheel endorsement in a C140. Would appreciate connecting with you and your advice on the transition. Thank you!
Andrew, find someone local who has a Skywagon and ask them for help. Most owners would be happy to take you for an “orientation” flight in the 180, and if they are CFIs, they may give you the left seat for some full stop landings. There are several articles written about flying and landing the Skywagon . I recommend joining the Cessna 180/185 Club TODAY. I believe that the club has a article in the library on how to land a Skywagon. Remember to trim, trim, and trim off the pressures as you go thru the flap settings. Remember, you can always GO AROUND. Always shoot for a stabilized final. If you have to go around, I usually use less than full power initially as I get the plane accelerated and get rid of Flaps 30 and /or 40. As you accelerate crank out a bunch of the back trim you put on the horizontal stabilizer. Then I put in the full power to complete the go around. Some guys like to get the aircraft close to touch down and then they push forward on the yoke to put the mains on the ground. This works great on an aircraft with oleo struts, i.e., AT-6 or P-51 ! I do not like this technique in the 180 cuz if you screw it up that spring gear will launch you back into the air ! If you want a wheel landing, shoot for a three point, but don’t go to idle on the throttle. This will slow the transition in the flair and the mains may touch down first. If they do, RELAX any back pressure you have on the yoke and pull the throttle to the idle stop. CONTINUE to fly the aircraft until you get to taxi speed. But you already know that. Let me know how it goes. JOIN the club. Cheers, Jim
Such a sweet and beautiful 180H, thank you for sharing your baby with us Jim! Jim Tweto had a 1969 180H, unfortunately he and a hunting guide from Orofino, ID were killed and the plane a total loss out in the Alaskan bush June 16, 2023, so sad. I believe he had a 300hp powerplant upgrade and a triple blade prop that aided in the short take offs and landings. What powerplant do you have and what prop size, diameter is on your plane? I had thought of seeing if i could find a 1967 Cessna 180H to look into and purchase, it's my birth year so it would age with me. Thank you for the detailed video! Mark
Mark, any H model would be good. Yes, I heard about Jim, very sad. I had a 0-470R and at TBO I upgraded to a PPonk 0-520, 275HP engine with an 86” McCauley three blade. Increase in static thrust was 250#s…. More power is good for the high mountain West. Thanks for watching. Jim
@@skywagon55y47 It sounds like you have your 180 dialed in pretty well! Thank you for sharing the specs on the upgrades! I'm sure that you noticed a difference once it was finished and you took it out for the first time!!
I would love to see your head on a swivel sir - Please . Make that a total habit - instrument check And scan / repeat … my Father would not allow distractions of any kind . He often seemed Extremely hard ass - WW 2 Army Air Corps Pilot and survived . Lockheed guy -
