And to the next question. We have the old alternator (Ford), starter (Lamar), and vacuum pump (Tempest).

Just reinstall?
IRAN?
Overhaul?
Replace with new, lighter unit?

If you are going with the two Garmin G5s, Mr. Vaccy can go bye bye.

Plane Power makes an STC’d alternator for your airplane. Check with their AML but I believe it’s the ALT-FLX-1. It’ll pump out 100a 14v or 150a 28v. Seems like a great option in my books.

Go with a lightweight starter, it’s another area for some weight savings. Sky-tech makes a nice one. However, if you are concerned with kickback maybe consider using a robust starter like the Energizer. That’s what I have but with my limited experience before I encountered my extended annual, there is still some kickback to be had.

I would do some research on lightweight starters. That is one area you dont want a failure. I have not followed along on the 470/520 starter issue closely enough to give specific recommendations but I do know there are some issues with starters and adaptors. FYI, my brother and I removed our “lightweight” Skytech starters from our Husky's and went with the more robust Hartzell starters for reliability. 2 pound gain was worth it for added reliability. Besides I had cranking problems with the lightweight starter that I no longer have with the Hartzell starter.

Kurt

pilotryan wrote:.....Plane Power makes an STC’d alternator for your airplane. Check with their AML but I believe it’s the ALT-FLX-1. It’ll pump out 100a 14v or 150a 28v. Seems like a great option in my books. ....

Really? Does anyone here really need anywhere close to 100 amps?
Even with all glass, today's solid state avionics & LED lighting makes for a pretty light electrical load.
I'd rather go the other way...
I'd love to put one of those small B&C alternators that bolt to the vacuum pump pad on my 180.
Unfortunately, the really small one is only 8 amps, which isn't quite enough.
And the 25-ish & 40-ish amp models are too long & would run into the firewall.

Takes a lot of Clecos to put your chin back on. Photos coming soon.

Meanwhile engine options. Standard or high flow oil pump? I am inclined to go high flow but cannot find any info on pros and cons.

Starter - Shop advises overhauling the Lamar and passing on the Sky-Tec

Alternator - the old one is an overhauled Ford with about 2000 hours on it since OH. Plane Power recommends a new upgraded one.

Vacuum pump - New Tempest seems the recommended answer. But begs the avionics question. I sure would like to go with no pump and a pair of G5’s but am also very aware of that rabbit hole. The new pump and a GDL 82 are the path to flying on floats this summer.

Thanks for the opinions.

Ready for rivets

Propeller arrived.

Who knew seat tracks were $400 each plus install labor? Was just going to replace all 4 but now thinking to measure with the AD gauge and only replace as necessary?

And any guesses on what a boot cowl is worth?

PNW Flyer wrote:And any guesses on what a boot cowl is worth?

Way too much.

I was kicking around the idea of field approving a late model boot cowl onto my early model 185. Turned out too not only be a difficult approval, but almost cost prohibitive. Besides, I want to spend that kinda money on other cool things like exhaust and some new titanium landing gear.

If you're interested, I was able to get the best price from AirPower Inc ($5,400+).

PNW Flyer wrote:And any guesses on what a boot cowl is worth?

One of those things that’s kind of worthless unless someone actually needs it, especially if it’s already full of some other airplane’s holes. That’s why aircraft salvage guys have so much real estate, need to have one or 2 of everything lying around in wait.

Halestorm wrote:

PNW Flyer wrote:And any guesses on what a boot cowl is worth?

One of those things that’s kind of worthless unless someone actually needs it, especially if it’s already full of some other airplane’s holes. That’s why aircraft salvage guys have so much real estate, need to have one or 2 of everything lying around in wait.

What he said.
Want to sell: $10,
Want to buy: $500

For the XP470 conversion, I have a choice of standard or high volume oil pump. The high volume pump is reportedly 1 inch taller than standard. Does anyone have a drawing of the oil pump to lower cowling clearance so I can check if the high volume will fit? or should I not go high volume for some reason? or can the lower cowl be modified slightly to allow the high volume clearance? The lower cowl has been stripped and will be fresh painted.

Taller pump won’t fit on 182. 185 firewalls are recessed in that area to accept taller pump among other things. That’s why the firewall on Jim’s demonstrator plane had a recess added.

According to Joe at Park Rapids, it depends on the engine and the specific serial number 182. But IF there is an interference, it is between the mechanical tach takeoff and the firewall. 2 Solutions: electronic tach, or "carefully tap a dimple in the firewall to allow clearance". If mine has a problem, we will go with an electronic tach.

Meanwhile, with a little magic from a very skilled sheet metal guy, and more than a few AMUs, tada nosewheel fits! Just like new. Actually better because the SPW kit is installed.

Progress! Photo to come but all sheet metal done except riveting the floor panel, which was removed to access all the chin parts.

Next stop paint shop on Friday.

Then avionics. It has GTX327 and G430W so seems like a GDL-82 will get us flying. Install manual says to screw the box to the skin under the floor between the seats. But isn’t that a bad idea for a floatplane? Holes, Electronics and water are a bad combo. Can the mounting be done to the floor panel (underneath) and still meet the TSO?

The radio shop at Kenmore has most likely installed more avionics in aircraft operated strictly on the water than any other shop in the world. I would go with what they say.

Kenmore does great work.
A little chin surgery to add the SPW float kit and we are ready for paint.

I can only imagine what all of this is going to cost.

Kurt

G44 wrote:I can only imagine what all of this is going to cost.

Kurt

It’s only money, right? Can’t put a price on happiness!

This project is going by really fast. I’m glad to see that you have some good help getting you to your goals. Hopefully you get to start flying that thing soon! It’s going to be great.

i will post these just because I have been frustrated trying to find cost numbers in the past. The labor cost to the first of June was $16,600. There was, of course, a couple weeks more work to get it to the point of the "off to paint" picture in mid june. I will update when that bill comes in. That does not seem too bad considering the addition of the SPW kit alone is estimated at something like 120 to 150 hours.
And then paint will be somewhere in the $15K range depending on how much corrosion they find.
And then assembly (wings and tail, engine, float install) is estimated (guesstimated?) at about 100 labor hours. I will update those as they turn to actuals.