Cherokee 140 vs Cherokee 180: Which One to Buy

The Same Airframe, Different Engines

The Cherokee 140 (PA-28-140) and Cherokee 180 (PA-28-180) share the same basic airframe. Same low wing, same stabilator, same landing gear, same cabin width. Piper built the Cherokee family on a shared structure with different powerplants, which is different from how Cessna separated the 150 from the 172 with distinct airframes.

The 140 uses the Lycoming O-320, 150 horsepower. TBO is 2,000 hours.

The 180 uses the Lycoming O-360, 180 horsepower. TBO is also 2,000 hours.

Both engines are well-supported, widely known, and available at every Lycoming shop in the country. The question is what the extra 30 horsepower actually does for the airplane in practice.

Performance: What the Numbers Say

The Cherokee 140 cruises at 110 to 115 knots on 7.5 GPH. Climb rate is approximately 660 feet per minute at sea level. Useful load is typically 700 to 800 pounds depending on installed equipment.

The Cherokee 180 cruises at 120 to 125 knots on 9 GPH. Climb rate is approximately 750 to 800 feet per minute. Useful load is typically 900 to 1,000 pounds.

The cruise difference is 10 knots. On a 300-nautical-mile trip, that's about 15 minutes. Depending on how you value your time, that may or may not matter.

The useful load difference is 150 to 200 pounds. That number is real. Two 200-pound adults, 60 pounds of bags, and full fuel in a Cherokee 140 is at or above max gross for many configurations. The same load in a Cherokee 180 fits without compromise. If you regularly fly with a passenger and any meaningful baggage, this difference shows up every single flight.

The climb difference matters at high-elevation airports and on hot summer days. If your home airport is at sea level and you fly alone most of the time, the 140's climb rate is adequate. If you operate from an airport above 3,000 feet MSL or do any mountain flying with passengers aboard, 750 to 800 FPM beats 660 FPM in a meaningful way.

What It Costs to Own Each One

Purchase price: A clean Cherokee 140 runs $38,000 to $55,000. A clean Cherokee 180 runs $55,000 to $80,000. The gap at purchase is $15,000 to $25,000.

Annual inspection base cost is similar for both: $1,500 to $2,500 for a clean airplane.

Insurance: Hull value drives the premium. Expect to pay $500 to $800 more per year insuring a $72,000 Cherokee 180 compared to a $45,000 Cherokee 140, assuming the same pilot profile.

Fuel: The 180 burns 1.5 GPH more than the 140. At 100 hours per year and $6.50 per gallon, that's $975 per year more for the 180.

Engine reserve: Both engines have 2,000-hour TBOs. An O-360 overhaul runs $28,000 to $38,000. The O-320 is slightly less at $22,000 to $30,000. The reserve difference per hour is roughly $3 to $4 per hour in favor of the 140.

Over five years at 100 hours per year, the 140 costs roughly $8,000 to $13,000 less to operate, plus the lower purchase price. That's a real number.

Who Should Buy the 140

The Cherokee 140 is right for you if you fly solo most of the time, your missions are under 250 miles, your home airport is at low elevation, and budget is a genuine constraint. It's a solid, honest airplane that doesn't try to do more than it's designed to do.

First-time owners building experience are well-served by the 140. The lower operating costs create budget room for training and the additional flight time that makes a new owner more competent. The systems are simple. Most annuals are not dramatic events.

Who Should Buy the 180

Buy the Cherokee 180 if you regularly fly with a passenger, carry meaningful baggage, operate from airports above 2,500 feet, or plan trips over 300 miles. The extra useful load and climb performance are not theoretical. They show up every time you plan a flight with real people and real bags.

The 180 is also the better choice if you're planning IFR flying with a full panel. The additional power margin when climbing through weather with avionics, autopilot, and heated pitot running makes a difference in your margin.

The $15,000 to $25,000 price difference is real, but it spreads across years of ownership. If your missions actually require what the 180 offers, it's worth paying for.

The Direct Answer

If you fly alone more than 80% of the time and your home airport is below 3,000 feet MSL, buy the 140. You'll save money at purchase, at the pump, and at overhaul time.

If you fly with passengers regularly, operate at any elevation above 3,000 feet, or carry real baggage, buy the 180. The useful load difference is not something you work around. It determines whether your planned flights are actually possible.

Both are listed and searchable at listbuyfly.com. You can filter by make and model and compare SMOH and pricing side by side without clicking through six pages.

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Published by ListBuyFly.com, the nationwide marketplace for buying and selling general aviation aircraft.