Cessna 172 vs. Piper PA-28 180: What Ownership Looks Like

If you learned to fly in the last 60 years, there's a good chance you did it in one of two airplanes. The Cessna 172 Skyhawk and the Piper PA-28 180 Cherokee. They've trained more pilots than every other aircraft combined. They're everywhere. Parts are everywhere. Mechanics know them cold.

But there's a difference between flying one at a flight school and writing a check to own one. This post is for people thinking about that second step. Whether you're doing your first acquisition, adding to a partnership, or shopping for a flying club, here's a practical side-by-side on what these two planes actually cost and how they actually fly.

One important note before we get into numbers: these are generalizations. The Cessna 172 has been in continuous production since 1956, and the PA-28 since 1961. There are meaningful differences between a 1968 172 and a 2005 172SP. Same goes for the Cherokee. Model year, engine time, avionics stack, and maintenance history will move these numbers significantly. Use this as a framework, not a quote. Always do a pre-buy inspection with a qualified A&P before any purchase.

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The Basics at a Glance

The average used Cessna 172 on the market today was built in the mid-to-late 1970s. Average asking prices hover around $80,000 to $100,000 for airworthy examples, with glass-cockpit models pushing higher. The average PA-28 180 Cherokee runs 10 to 20 percent cheaper for comparable vintage and condition.

Table 1: Aircraft Overview (General Averages -- Varies by Model Year)

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Ownership Costs

This is where most people start doing real math -- and where a lot of first-time buyers get surprised.

Both airplanes run Lycoming engines from the same family. That's actually good news. The O-320 and O-360 are among the most well-understood piston engines in general aviation. Parts are plentiful. Shops know them. Overhaul shops quote them in their sleep.

The differences show up in acquisition cost, parts pricing, and what the market does to resale.

Table 2: Annual Ownership Cost Estimates (100 hours flown per year -- Generalizations Only)

A few things worth calling out:

The Cherokee's lower annual cost is mostly driven by cheaper annuals and slightly lower parts prices. Cessna parts carry what mechanics sometimes call a "brand tax." It's modest, but it's real. Over years of ownership, it adds up.

Insurance tracks closely to hull value. Since the 172 typically sells for more, your absolute premium will be higher even if the rate is similar. A private pilot with 200 hours insuring a $75,000 hull can expect to pay roughly $1,500 to $2,500 per year on either airframe.

Engine overhaul is essentially the same for both. The O-320 and O-360 both run about $25,000 to $35,000 at TBO through a reputable shop. Plan that reserve from day one.

The 172 historically holds resale value better. If you buy right and plan to sell in three to five years, the Cessna's stronger resale can partially offset the higher entry price. The Cherokee is often a better deal if you plan to fly it into the ground (ok, not literally!).

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Flying Capabilities

On paper, these planes are nearly identical in mission. Both are four-seat fixed-gear singles. Both are IFR-certifiable with the right avionics. Both cruise in the same general neighborhood. Neither is going to win a race.

Where they diverge is in specifics that matter depending on how you use the plane.

Table 3: Performance Comparison (Generalizations -- Always Consult POH for Your Specific Aircraft)

The useful load difference is real but not dramatic. The 172 gives you a little more margin when you're loading four adults and bags. The Cherokee 180 is no slouch -- the extra horsepower over the 150 hp Cherokee 140 makes a genuine difference in climb and hot/high performance.

Both planes carry enough fuel for cross-country trips with reasonable reserves. Neither requires a fuel stop every hour.

The Cherokee 180 has a slight edge in climb rate, which matters if you're in mountainous terrain or regularly flying out of airports with obstacles. At density altitudes above 5,000 feet, that extra margin becomes more relevant. Neither plane is a mountain aircraft, but the Cherokee 180 handles high-altitude summer operations a bit more comfortably.

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Handling and Feel

This is the part pilots argue about most. It usually comes down to a simple question: high wing or low wing?

The Cessna 172 is a high-wing airplane. That means excellent downward visibility - you can see the ground, terrain, and traffic below without craning your neck. It also means preflight fuel checks are easier (you can see the tanks clearly). Getting in and out is simple. The wide stance gear makes crosswind landings forgiving. The 172 is docile, stable, and predictable. It wants to fly. Students tend to feel comfortable in it quickly.

The Cherokee is a low-wing airplane. That changes the experience in a few meaningful ways. Visibility in turns is better - you can see the airspace above you and out to the side through the arc of a turn. The low wing creates a ground effect cushion that many pilots describe as a more stable landing flare. In turbulence, the Cherokee tends to feel more planted. Some pilots find it easier to stabilize approaches in rough air.

The Cherokee uses a stabilator rather than a traditional elevator with a fixed horizontal stabilizer. That makes pitch inputs feel lighter and more sensitive than the 172's control feel. New pilots sometimes overshoot with pitch until they develop the touch. It's not hard to learn, but it's a different feel.

One practical difference: the Cherokee's low-wing design puts fuel caps on top of the wing. Ground-level fueling requires a ladder or a fuel truck with reach. The 172's high wing means you need a stepstool to check fuel but the truck can reach easily. Neither is a big deal, but it factors into preflight routine.

Both planes use tricycle gear. Both are considered among the most forgiving aircraft for crosswind landings in general aviation training. Neither has tricky stall characteristics. Both give you plenty of warning before the break.

The 172 is often described as the training standard for a reason. It's not exciting. It just works. The Cherokee is not significantly harder - it's just different. Pilots who start on one often feel slightly awkward the first time they fly the other, and are fully comfortable within a few hours.

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Common Maintenance Considerations

Both planes are well-supported, but each has known areas to watch.

Cessna 172

• Wing spar corrosion is a documented issue, particularly in aircraft that spent years in humid coastal environments. Cessna issued Service Difficulty Inspections (SDIs) addressing this. Know the SID status of any 172 you're buying, especially older models.
• The four-tank fuel system on some models (two mains, two auxiliaries) adds a small layer of fuel management complexity and more fuel-related components to maintain.
• Exhaust systems on older models can develop cracks. Standard annual attention item.
• Parts pricing carries a modest brand premium over the Cherokee but availability is excellent.

Piper PA-28 180

• Spar corrosion is not unique to Cessna. Cherokee spars - particularly the main spar carry-through - need careful inspection, especially on older airframes stored outside.
• The stabilator system requires proper rigging and periodic inspection of the anti-servo tab. A mis-rigged stabilator affects handling noticeably.
• The simpler two-tank fuel system (on most models) means fewer fuel-related maintenance items.
• Fuel bladders on older aircraft can deteriorate and require replacement - factor that into a pre-buy.
• Parts are widely available and generally priced competitively. For both aircraft, the biggest maintenance variable is not the airframe - it's the engine. Lycoming powerplants are reliable when operated and maintained correctly. Low-time engines that have sat unused are riskier than high-time engines flown regularly. Hours matter less than care.

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Which One Should You Buy?

That depends on what you're optimizing for.

Buy the 172 if:

• You want the strongest resale market and broadest buyer pool when you sell

• You prioritize downward visibility and ease of boarding

• You're flying in areas where flight school availability and rental fallback matter (almost every school has a 172)

• You want maximum useful load margin Buy the Cherokee 180 if:

• You want more airplane for less acquisition cost

• You're budget-conscious on annual maintenance

• You prefer the feel of a low-wing in turbulence and on approach

• You value the slightly stronger climb performance for your typical flying environment If you're building a flying club or adding a second aircraft to a partnership, the Cherokee 180 often pencils out better. If you're a first-time owner who values resale certainty and wide market familiarity, the 172 is hard to argue against.

Both planes are genuinely excellent. The choice between them says more about your priorities than about the quality of either aircraft.

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The Bottom Line

The Cessna 172 and Piper PA-28 180 have earned their place in aviation history for the same reason. They work. They're forgiving, reliable, economical, and supported by a parts and maintenance ecosystem that will outlast most of us. Whatever certificate or rating you're chasing, you can get it in either airplane.

The 172 costs a bit more to buy and own. The Cherokee 180 costs less upfront and pencils out cheaper annually. The 172 holds resale value better. The Cherokee gives you a slightly different handling feel that some pilots prefer. Neither is wrong.

Do your pre-buy. Know your engine times. Check the spar. Get insurance quotes on both before you commit to one. And get in the air.

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Lance Boehmer is an active pilot and the founder of ListBuyFly.com, a nationwide aviation marketplace built for general aviation buyers and sellers. He is based in Traverse City, Michigan - KTVC.

All figures in this article are generalizations based on average fleet characteristics. Performance, costs, and specifications vary significantly by model year, configuration, maintenance history, and geographic market. Always consult the Pilot's Operating Handbook for your specific aircraft and work with a qualified aviation professional before any purchase decision.