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How to Buy a Cessna A185 Skywagon: Buyer's Guide
A proven 300-hp taildragger workhorse for backcountry, floats and heavy hauling, priced by condition, equipment and history more than year.
Updated October 2026 · Market data from 18 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 185 Skywagon is the bigger-engined, stronger sibling of the Cessna 180. It is a conventional-gear, six-place utility airplane that has spent decades hauling people, freight, fuel drums and moose quarters into places a tricycle-gear airplane has no business going. The A185E and A185F are the versions most buyers will find today. They pair the robust Skywagon airframe with the 300-hp Continental IO-520 and carry a useful load that makes them favorites on wheels, skis, straight floats and amphibious floats.
Current fyiAero listings show 18 A185s for sale. Most are A185Fs, along with a handful of amphibians, a floatplane and a couple of A185Es. Listed model years run from 1970 to 1979. Asking prices range from $220,000 to $650,000, with a median of $336,047, and median airframe time on listed aircraft is 4,504 hours. The FAA registry shows 1,365 A185s on the U.S. register, so the market is reasonably deep, but well-equipped float and amphib airplanes are a much thinner slice.
Because nearly every 185 has lived a working life, two airplanes of the same year can be worlds apart. Damage history, corrosion, modifications and float equipment matter far more to value and safety than the year on the data plate. Shop the individual airplane and its logbooks, not the model.
Who it's for. The A185 is for a pilot who needs to carry real loads off short, rough or wet strips: backcountry flyers, Alaska and Canada operators, float pilots, hunters, lodge owners and anyone who wants a family-capable airplane that can also do serious utility work. It is a tailwheel airplane with a lot of torque and P-factor. A pilot coming from a 172 or 182 should plan on a substantial tailwheel checkout, ideally in a 180 or 185 specifically. Float and amphibian versions call for a seaplane rating and real seaplane experience. Insurance is the reality check. Underwriters typically want meaningful tailwheel time, often time in type, and float time for seaplanes. Low-time tailwheel pilots should expect higher premiums, dual-instruction requirements before solo, or both. Get insurance quotes before you make an offer.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cessna 185 through 185D | 1961-1965 | These early Skywagons use the 260-hp Continental IO-470. They are rarely seen in today's listings and generally trade below the 300-hp models unless they have been converted with a larger engine. |
| 185E / A185E | 1966-1972 | The A185E brought the 300-hp IO-520-D that defines the modern 185. Prices track condition and modifications closely, and a clean, well-modified A185E can sell alongside early F models. |
| A185F | 1973-1985 | The F introduced refinements including the conical-camber wingtips, along with incremental systems and interior updates over its run. It is the most common version for sale and the benchmark for pricing. Later examples and those with strong engine and avionics packages command the top of the market. |
| A185F Floatplane / Amphibian | 1973-1985 | These are A185Fs with factory or field-installed float kits and straight or amphibious floats. Floats, especially amphibs in good condition, add a large chunk of value, and amphibs account for much of the high end of asking prices. |
What a Cessna A185 Skywagon costs to buy
12 priced listings on fyiAero right now ask between $220,000 and $650,000, with a median of $336,047 and a median of 4,504 hours total time. Against fyiEstimate, 6 are priced below estimate, 0 within range and 4 above.
- Year is a weak predictor of price. In fyiAero listings, 1975 models average $479,666 (three listed), while 1979 models average $299,797 (two listed). Equipment, floats and condition move the number far more than age.
- Airframe hours barely separate prices in this market. Listed aircraft with 3,000 to 5,000 hours have a median ask of $275,000, versus $282,297 for those over 5,000 hours. Pay for documented condition and corrosion-free structure, not low hours alone.
- The spread is wide, with asks from $220,000 to $650,000. Separate wheel-only airplanes from float and amphib packages before comparing, because the floats themselves can represent a big portion of the price.
- Engine time and the quality of the last overhaul are major value drivers. A fresh, well-documented overhaul by a reputable shop is worth real money on an IO-520.
- Read every logbook for prior ground loops, prop strikes, nose-overs and float or water damage. Nearly every working 185 has some history. What matters is how well it was repaired and documented.
- Expect to travel. With 18 airplanes listed nationwide, the right A185 may be in Alaska, the Pacific Northwest or the Upper Midwest. Budget for a pre-buy by a shop that knows Skywagons.
Average asking price by model year
Median asking price by airframe time
| 3,000–5,000 hrs | $275,000 | 3 listings |
| 5,000+ hrs | $282,297 | 4 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Complete logbook and damage-history review. Hard working lives mean ground loops, prop strikes and float mishaps are common. Look for major repair and alteration paperwork, approved data for repairs and gaps in the records.
- Main landing gear spring legs, gear boxes and surrounding fuselage structure. Hard landings and rough-field use can crack or distort the gear attach structure and bulkheads. Repairs here are costly and must be done properly.
- Tailwheel assembly, tailspring, steering springs and tail cone bulkhead. Tailwheel loads and rough strips crack the aft bulkhead and attach points. Worn steering parts and a tired tailwheel contribute to directional-control trouble.
- Corrosion survey, especially on float and amphib airplanes. Water operations, salt water in particular, attack the belly, tail cone, cabin floor, float fittings and control-cable areas. Pull inspection panels and floorboards and look carefully.
- Float and amphib system inspection. Check float compartments for leaks and corrosion, attach fittings and spreader bars for cracks, and amphib gear actuation, indicators and wear. A float overhaul can cost a large share of the airplane's value.
- Fuel bladder cells and fuel system. The Skywagon uses rubber bladder fuel cells that can wrinkle, harden, leak or trap water with age. Check sumps, vents and the condition and age of the cells.
- IO-520 engine condition: compressions, borescope, oil analysis and overhaul records. Cylinder health, cam and lifter condition and the quality of the last overhaul drive value. Ask how the engine was operated and how often it flew.
- Exhaust system, engine mount and firewall. Exhaust cracks are a carbon monoxide and fire risk. Mounts and firewalls can crack under the 300-hp engine's loads and vibration, especially after prop strikes.
- Seat rails, seat locks and cabin door structure. Cessna seat-rail wear and seat-lock issues are a known safety concern on this generation. Have the shop research all applicable ADs and service bulletins and confirm compliance.
- Flight controls, horizontal stabilizer attach and elevator trim. Inspect for cracks, corrosion, cable wear and trim actuator play. Check the empennage closely on airplanes that have flown on floats or in prop wash off rough strips.
Popular upgrades
- STOL kits and vortex generators. Leading-edge cuffs, drooped tips and vortex generators lower stall and approach speeds for short-field work. They are widely accepted and generally add modest value.
- IO-550 engine conversion and three-blade prop. STC'd conversions to the larger Continental and modern props improve climb, especially on floats. They add value when the paperwork is clean and the work was done by a known shop.
- Gross weight increase and float kits. Higher gross weight STCs and installed float fittings expand utility and widen the buyer pool. A complete float or amphib package is one of the biggest value adders on the type.
- Modern avionics, GPS and ADS-B. A WAAS GPS, an ADS-B Out installation, a modern audio panel and engine monitor make a 1970s airframe far more usable. Buyers pay for it, but rarely dollar for dollar.
- Tundra tires, extended baggage and cargo pod. Big tires and extra cargo space are popular for backcountry missions. They help resale with the right buyer but add weight and drag.
Ownership costs
Ownership-cost estimates on fyiAero put variable operating cost at about $133 per flight hour, based on roughly 16.5 gallons per hour at a 131-knot cruise. That works out to about $1.02 per nautical mile, with a range of around 522 nm. An annual budget of about $32,892 assumes 122 hours of flying and covers both fixed and variable costs, against an average pre-owned value of about $287,656. Real-world numbers swing widely. Float and amphib airplanes cost more to maintain and insure, salt-water operations accelerate corrosion work, and tailwheel insurance for low-time pilots can be significant. Set aside reserves for the engine overhaul, float or amphib maintenance, and the structural or corrosion repairs that older working airplanes eventually need.
Safety record
NTSB records show 110 accidents involving A185s over the last 10 years, 6 of them fatal and 2 with the aircraft destroyed. Against a registered fleet of 1,365, that equals about 80.6 accidents and 4.4 fatal accidents per 1,000 aircraft. The accident count is high, but read it in context. These airplanes fly hard missions off gravel bars, short grass, water and unimproved strips, and most Skywagon accidents are low-speed, non-fatal events such as ground loops, nose-overs, prop strikes and float mishaps. The fatal rate is much lower than the overall accident rate. The real risk areas are directional control on landing and takeoff, crosswind technique in a high-torque taildragger, density-altitude and weight decisions on short strips, and water operations, including amphibian gear-position errors. Recurrent tailwheel and seaplane training with an instructor who knows the type is the best investment a 185 owner can make.
Alternatives to consider
- Cessna 180 Skywagon. It is lighter and more nimble with less fuel burn and usually a lower purchase price, but it has a smaller engine and less useful load for heavy hauling or floats.
- Cessna U206 / TU206 Stationair. Tricycle gear, big cargo doors and more cabin volume make it easier for insurers and transitioning pilots. It is less capable on very rough strips and less nimble than a taildragger.
- Maule M-7 / M-9 series. It offers strong short-field performance and newer airframes for the money, but has a smaller cabin, less load capacity and a smaller support network than Cessna.
- de Havilland DHC-2 Beaver. It is the classic heavy-hauling bush floatplane with more capacity, but it costs far more to buy and operate and has a radial-engine maintenance burden.
- Cessna 182 on floats or tundra tires. It is cheaper and easier to insure and fly, but it lacks the 185's power, load and toughness for serious backcountry or float work.
Frequently asked questions
How much does a Cessna A185 cost?
Current fyiAero listings range from $220,000 to $650,000, with a median asking price of $336,047. Float and amphibian packages, engine time and avionics drive most of that spread.
What is the difference between the A185E and A185F?
Both use the 300-hp Continental IO-520 and share the same basic airframe. The A185F, built from 1973 on, added refinements such as the conical-camber wingtips and incremental systems updates, and it is far more common on the market today.
How much does it cost per hour to fly an A185?
fyiAero estimates variable cost at about $133 per hour, burning roughly 16.5 gallons per hour at a 131-knot cruise. An annual budget of about $32,892 assumes 122 hours of flying.
Do high airframe hours hurt an A185's value?
Less than you might think. In current listings, airplanes with 3,000 to 5,000 hours have a median ask of $275,000, versus $282,297 for those over 5,000 hours, so condition, history and equipment matter more.
Is the Cessna 185 hard to fly?
It is a powerful taildragger that demands good rudder skills, especially on landing and in crosswinds. With proper tailwheel training and recurrent practice it is honest and predictable, but insurers will want to see experience or dual time.
Is the A185 a safe airplane?
NTSB records show 4.4 fatal accidents per 1,000 registered aircraft over 10 years, compared with 80.6 accidents of all severities. Most accidents are low-speed ground loops or landing mishaps tied to demanding missions, so training and judgment are the key safety factors.
Cessna A185 Skywagon for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
