pilot wrote:Brian, love love love this thread! Just curious about the dow sealant on the outer side of the nose ribs, seems like the older Sportsman kits did not specify this, is it a new thing or is it a custom touch?

A little of both... Installation instructions has you seal up the foam within the air vent intakes... I decided to take that farther and seal up any area that might be subject to the elements.

On another note.. Painting the 182C's tips now, will do an update to the thread probably at the end of the week.

Brian.

More progress on the 60... should rename the thread...

Have both extensions fitted and modified for the leading edge fit...



This is my replacement leading edge skin fitting right before I riveted it all up...



There are times where I really hate paint... this blue is Omni line metallic.. did not match well at all to the blue already on the airplane.. plus the stuff is so thin, I curtain ran the crap out of it here... I gave up on it and went on to other stuff that needed to be done..



Like installing Door Stewards...



Door Stewards are such an easy mod... all you have to do is fit, drill and cherry max rivet this bracket here in the door frame..



Using the air ram for length you find and pop rivet this bracket onto the door itself...



Install the air ram and test it a couple times...



Then put in the little keeper clips...



Our solution to the crap blue paint... sand, primer seal and paint them white..



Along with the inspection panels for the WingX reinforcement strap access...



And the VG’s that will eventually be glued onto the extension...



While the paint dries, getting an idea where the cargo pod gets located...



Right about here, looking like it’s about to give birth to a Cessna 150 any minute...[emoji23]

Brian


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Two days this week was spent marking STC parts with the laser cutter, so a little time lost on the projects...

The 1960 C model is about a day or two from finished at this point... Got a call today from Hartwig letting me know that the Monarch tanks for the 1958 A model have been shipped...



Installed the wing tips extensions for the final time...



Also replaced the landing lights with LED’s



And replacing the original lights with LED’s... but I am modifying the brackets.. plus someone in their infinite wisdom pop riveted the brackets together... [emoji849]



Got the brackets apart..



Added #6 Riv Nuts to the rear bracket..



Installed the rear bracket to the wing... note the taxi light is already done and the front bracket is drilled out so that the adjusting screw heads are exposed...



Wired in the new landing light...



Outer brackets screwed on with #6 screws...



Adjusting the beams...



Re installed the lens...



This old jumper hookup was riveted onto the side of the fuselage with the plug above the baggage floor... basically above the battery box.. this thing made access under the floor a pain so we decided to remove it and the associated wires since he never uses the thing anyway...



Drilling the baggage pod mounting holes...



Installing the baggage pod...



Also installed some fuelIing steps and handle...

Brian


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Man, that’s a LOT of work you’re undertaking! And some beautiful work at that. I always appreciate when a mechanic finds some kinda scabby work like the pop rivets on the lights, and takes the time to do it right.

I’m also glad to see a pro can have a negative experience with paint. I recently decided to “fix” a small dI it in the side of my plane. Rattle can after a bit of filler, and the primer ran like crazy......grrrr. Removed, got another flavor of primer, which laid down great.

Those are both going to be really nice machines when you’re done.

Could you give us a bit more info on the Hartwig aux tanks when you have time?

MTV

Brian,

Great thread, thank you again.

I highly recommend putting some anti skid of some sort on those fueling steps. They can be slick with a bit moisture or snow on your boot. I used anti skid tape and it worked great.


Kurt

I installed similar steps & handles (Atlee Dodge) on my 53 C180.
I ordered the Dodge doubler channels for both, but didn't need them for the steps,
as we ended up bolting the steps through the flange of the floor where it's riveted to the boot cowl.
That seemed to be how they were installed on all the 180's I looked at.
Can't tell from the pics, Brian, is that how you did those?
I've seen steps mounted both higher & lower,
although it seems that more than a doubler channel is needed to make the steps sturdy enough to stand on.

hotrod180 wrote:I installed similar steps & handles (Atlee Dodge) on my 53 C180.
I ordered the Dodge doubler channels for both, but didn't need them for the steps,

Can't tell from the pics, Brian, is that how you did those?

I've seen steps mounted both higher & lower,
although it seems that more than a doubler channel is needed to make the steps sturdy enough to stand on.

These are Atlee steps with doubler channel sitting right on top of the floor board (3 screws above the step) there are screws going through the doubler and through the flange... It is very sturdy.. does not flex even with my lard butt of 265 getting on it...

G44 wrote:Brian,

Great thread, thank you again.

I highly recommend putting some anti skid of some sort on those fueling steps. They can be slick with a bit moisture or snow on your boot. I used anti skid tape and it worked great. Kurt

We have a couple rolls of the stick on, just haven’t cut it out and applied it yet.

mtv wrote:Could you give us a bit more info on the Hartwig aux tanks when you have time?

MTV

I will be adding to this thread as I do that modification... should be fun, first time for me to install those tanks..

I should add that Dad installed the steps and helped with the pod install

Thanks for the comments..

Brian


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Brian-StevesAircraft wrote:I will be adding to this thread as I do that modification... should be fun, first time for me to install those tanks..

I'm really looking forward to the info on the Monarch tanks. I have both the inboard and outboard Monarch tanks and there is no check valve in the interconnect line. On floats, I usually only fill the inboard tanks, due to weight limitations, but there is usually fuel in the outboard tanks, which I really don't want nor can I account for very easily in my fuel calculations.

So I'm curious if my installation is "normal," or if your instructions and parts include a check valve.

This entire thread has been awesome. Thanks a lot for the effort, Brian.

Ross

The 1960 182C is done.. All the paperwork and log book entries have been completed.. Sean just needs to get over here and fly her home..
Here is the complete rundown of the aircraft.

1960 182C with field approved straight tail vertical and rudder.
Large nose fork with 800-6 tire
Main tire 8.50-6 Desser smoothies
P-Ponk 0-470-50 engine conversion
Sportsman wing cuff with tip lights
Wing X extensions.
F. Atlee Dodge fuel steps
F. Atlee Dodge folding rear seats
Selkirk extended baggage
AeroCet belly pod
Dual G-5 and all the good stuff in the panel.
Door Steward gas assist.
Bubble door glass
Vortex generators

We re-weighted the airplane. Empty Weight 1706.2 with a 1243.8 useful load at 2950 gross with the WingX modification.

With both dad and I working on it we had 104 hours in the project.

Needless to say, Sean is very happy with the outcome.

Brian

That useful load would be awesome. Nice.

Brian-StevesAircraft wrote:The 1960 182C is done..

1960 182C with field approved straight tail vertical and rudder.

A 1960 with a straight tail, that with all the other mods makes this a unicorn 182. Envious. Very Nice.

Wow, only 104 hours of labor, I would have thought a lot more than that. Thank you very much for this thread, fantastic job! Very nice airplane, Sean, you are a lucky guy!

Kurt

G44 wrote:Wow, only 104 hours of labor, I would have thought a lot more than that. Thank you very much for this thread, fantastic job! Very nice airplane, Sean, you are a lucky guy!

Kurt

That’s just on Sean’s airplane... Reidar’s 58 is going to be more than double that...

Brian


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Brian-StevesAircraft wrote:...1960 182C with field approved straight tail vertical and rudder......

Here's a pic of another 182C converted to a square tail, taken at Big Creek Idaho last summer.
This one has also been converted to tailwheel.

hotrod180 wrote:

Brian-StevesAircraft wrote:...1960 182C with field approved straight tail vertical and rudder......

Here's a pic of another 182C converted to a square tail, taken at Big Creek Idaho last summer.
This one has also been converted to tailwheel.

There is a D model parked next to my hanger with the same tail wheel conversion... Story on the C model is previous owner got the field approval with plans to eventually do a tail wheel modification... This was pre that STC days. Current owner does not want to convert to tail wheel so it’s now an anomaly.. [emoji2]

Got some parts for the 58 A model in today..



New wing tips with the fancy lights installed...



Boxes of fuel tanks and parts to install them...



Laid one set out on the left wing that is in the shop now... gives an idea of how big they are...



Paperwork is 1/4 inch thick... [emoji849]

Pipelined asked about check valves... There are none with the new tanks.. Just two 1” hoses connecting both tanks together.. basically just one big tank at this point... which is interesting because I maintain a 59 182 that has the old old Monarch tank installation with transfer fuel pumps in each wing.. run a Maine tank dry, switch to the other main and then pump the aux tank into the dry tank...

Brian


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Which set up do you like better Brian? Old or new?

Kurt

After having a scout where there was 72 gallons (7.5 hours), either on or off, I'm not so sure I'd sign up for that setup. Pumps between the two tanks would be great though.

Both airplanes are coming along great, thanks again for sharing the progress!

G44 wrote:Which set up do you like better Brian? Old or new?

Kurt

In my mind I would say the old system... Mainly due to keeping low gas levels more inboard of the wing... Local type flying and such... Use the Aux tank for cross county flying only... The disadvantage though is complexity... Have to maintain fuel pumps... There is an inline fuel filter that needs to be changed once in a while and it’s a PITA to get to... The new setup definitely simplify’s it...

Brian


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Brian-StevesAircraft wrote:
Pipelined asked about check valves... There are none with the new tanks.. Just two 1” hoses connecting both tanks together.. basically just one big tank at this point... which is interesting because I maintain a 59 182 that has the old old Monarch tank installation with transfer fuel pumps in each wing.. run a Maine tank dry, switch to the other main and then pump the aux tank into the dry tank...

Brian

Thanks, Brian. I always wondered what was "normal." I really don't like having fuel in the outboard tanks when I don't need it or want the extra weight. I'm also considering ciEs fuel gauges, but I'm not sure how to calibrate them since fuel will flow to the outboard tanks.

Ross

Thanks Brian. I am following this project big time as I am working on my 1960 c175 project which has been accepted into the amateur built class here in Canada. Did you do the straight tail conversion? I am in the process of doing that on mine including the float plane enlarged vertical stab. Plans are for the sportsman kit, flap gap and aileron seals etc. , very similar to these projects. I am really interested in the installation of these tanks and watching to see if they will work on my project. I am also planning on doing a FLAT floor extended baggage compartment. Are the wing tips with the led lights and the sportsman cuff something you sell as part of the kit or is it a separate item?
Thanks again for the pictures and info as it is helping me make numerous decisions.
KenW