Scudrunners

I'm looking at several Cessna 180's. 

The cost difference doesn't really make a deciding  difference. 

First aircraft is the cheaper by about $15-20 K.  1953 180 It has 2500TT 300 SFRM. Plain Jane, with 6.00 mains. Complete logs.

Plane 2 1965 180K 9000TT, former bush aircraft in Africa, came to/back the US where the logs start in 1995.  1100 SMOH on a P-PONK. Beautiful IFR panel with autopilot, 8.50x6 and FP5 fuel totalizer. Paint/interior 6ish?

Plane 3: 1955 180A. 5000TT and 7, yes seven, on a reman engine. Basic IFR panel. 8.50's. Logs are sporadic. Airframe  from 1993-2017 are missing.  Only 200 hours flown during that time. Same owner  prior to that period, retired airline pilot, mechanic lost then apparently.  9.5/9.5 in and out.

My thought:
1 needs 8.50's and fuel totailzer and down the road Localizer to bring it up to IFR panel that I'd want. (Might as well bring in GPS for 2020 mandate as well. This would be a case of A=B=C, since the effing FAA doesn't require a GPS directly, but really does*) 
2 is damned near perfect, except 9000 airframe. Perhaps paint in a few years. High time airframe is my question. 
3 is about as perfect as it gets, except missing logs is a big red flag. 

Pictures and specs are all on trade-a plane.com
2900A
180AQ
9463C
Are the tails. 


*an IFR certified gps doesn't meet the guidelines, so the second 2 would require a $2100 downstream UAT transponder thingy.)

It's really hard to say, without looking at the corrosion
and damage history of each airplane specifically.

Two things I know:

1) spending money on avionics is always a losing proposition
unless you intend on amortizing it with 2,000 hours of flight
time afterwards.  Get on the other side of that equation and
buy an aircraft with the avionics installed - with paperwork.

2) don't buy an old, high time Cessna without doing the SID.
Yes, I know there is no regulatory requirement to do this on
a private aircraft, but they can't read.

A friend here put it nicely:
You can buy a low time airframe high time engine.  Replace the engine, you have a low/low.
You can't do that on a high time airframe. 


Whats worse on the 1966 bird, is you don't see any damage history with lost books.  That's concerning.

I'm going to make an offer on the first one mentioned, if the guy ever answer's his phone. Simple solution while I wait to pick it up, is install the Fuel totalizer and 8.50's. The avionics are something way down the road.  I don't need an IFR bird, rather it would be nice on occasion.

Stay tuned.

Installing the fuel totalizer and bigger tires is not
big money.  Same rims, right?

Are you that committed to the C180? There are some very nice alternatives out there, Maule series, Aviat Husky? They're also a lot newer, may save you money in the long run.

I'm pretty committed to the 180, made an offer on the first one. Pending Pre-buy, it'll be part of the fleet next week.


What drove me to the 180 was the ability to handle 4 adults. I currently own a Stinson 108-1(2 really...) which doesn't meet the 4 seats filled with 4 adults of what I'm come to want. (need, debatable)
I looked a lot at the Maule M5 and M7's.  In my ball park, but I don't think it will meet the cross county double dates I desire.

What sold me on the first one, was a complete history.  Sort of a full circle of ownership.  Bought new in KY, went to Alaska, can the original owners son (both affluent) bought unseen, and re-did a lot of work.  He got bored of the slow pace and bought a TBM850.
There is sat for a 2/3 years, only flown by the IA to keep the jugs moving.

It's a really basic IFR panel, which would need some love and care, but I don't fly IFR all that often (outside of an Airbus and Blackhawk, but who's counting?)  My main goal is hop across the lake/midwest, go to a weekend camp trip, and fly back, IFR if needed.
Which, is why I desire 8.50's.  Same rim, I believe I could even put them on myself, STC is $1 I believe. 
FP5 fuel totalizer is $500 or so, and a no-brainer instant install.  Out the gate, I'm less than $1000 to get it where I want it, for the interim.

In order to add a LOC, that will cost $$$, which is coming regardless due to the 2020 ADS-B mandate.  Why not use the difference in price to bank for that expense?
Also, a fairly low time engine. Arguably lots of years left if I keep up the 100/year GA I do now.

While cost wasn't a prime consideration, it was a value factor.

Only thing better than a 180 is a 185!

IMHO 185 is the best airplane Cessna ever made

[quote author=Nark link=topic=7319.msg19943#msg19943 date=1508490505]
I'm looking at several Cessna 180's. 

1 needs 8.50's and fuel totailzer and down the road Localizer to bring it up to IFR panel that I'd want. (Might as well bring in GPS for 2020 mandate as well. This would be a case of A=B=C, since the effing FAA doesn't require a GPS directly, but really does*) 

*an IFR certified gps doesn't meet the guidelines, so the second 2 would require a $2100 downstream UAT transponder thingy.)
[/quote]

Maybe I'm not informed correctly but I thought 2020 mandate was about having ADS-B installed?