In the meantime, here is a pic of the gauges I chose to replace the "Cessna six-pack", plus a couple of others.



Upper left is an Oil Temp/Pressure gauge from Electronics International (stc).

Upper right is a Volt/Amp gauge also from Electronics International (stc). I didn't really have to put this in as both the JPI EDM 711 and the Davtron OAT contain voltage displays, but having the amp gauge in the old six pack was kinda nice, so I decided to include it. There are two install options, one is to read amps from the alternator, the other amps from the battery.

I decided that since I can't remember the last time I heard of a charging system giving out the proper voltage but not amps (maybe back in generator days?) it would be more valuable to know how many amps the alternator was putting out at any given moment for the current electrical load, help find over-draws, and locate systems or components for future efficiency upgrades - such as lights. So the amp gauge reads from the alternator.

Bottom left is the new fuel gauge from Aerospace Logic (stc). I would have liked to use the one from Electronics International, but their's isn't stc'd. I did get them to send me copies of field approvals from other installations, but none were for a 185, and I decided it was easier to get the stc'd one then convince a FSDO to give me an approval. One cool feature of the new gauge is I can set where I want the red line and the yellow line. Probably choose 3 gallons for red (land this plane now!) and 10 for yellow (find the cheapest fuel within the next hundred miles and buy it). These settings are per tank, so I'll have 6 useable at red and 20 useable at yellow.

Bottom center is the new outside air temperature from Davtron. Decided to install this since I'm changing to the Aerovent System so will no longer have the Cessna OAT gauges. At least that is the intention.

sjmurray posted over at the Skywagon club that he ordered the Aerovents and:
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"Well looks like I will not be using the Knots 2U Aerovent product. I have the V-brace installed behind the windshield (seaplane) which is not compatible with the Aerovent product. I called Knots 2U to discuss and they said they had run into this one other time, but it cannot be installed with the V brace. BTW, they were quick to offer a no hassle refund even though I bought the product from them last October. I was expecting them to say it had been too long to return them, but that was not even part of the discussion. So kudos to them for the excellent customer service."
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Since I already had the Aerovent on order I decided to look it over carefully and see if there isn't some way to modify it for use with the V-brace. I will report back my findings, with photos. It arrives in a couple of days.

Back to the OAT gauge. I did give some thought as to weather or not (pun intended) I even wanted to put one back in, but figured if I ever got caught in icing it would be nice to know what the temperature was outside as I tried to find warmer air.

Bottom right, the VC compass that generated its own thread. So far it's not affected by anything in its current location. But I haven't started the engine yet. If that screws it up then I may be forced to take mtv's advice and install a SIRS back where the old whiskey was, but I really don't want to pay $1,300 for compass (reverse view). Especially since the only thing I use it for is to set the heading indicator.

Sorry to mention the fuel bladders, I only did it because I have been there and just like to get ahead of impending problems. In the same (but cheaper) vain, do you have the new style gas caps? not the old "killer" caps.

Steve

Steve,

I appreciate all comments, thoughts, ideas, pointers. I've got the caps that don't pool water and have two tabs sticking up for the fingers to grab, are these what you mean?

Exciting news is I'll be picking up the seats, door panels and flooring on Monday. Even though we won't be ready to put them back in at least it will feel like it's coming together. And the refurbed yokes ship on Monday. Hopefully she flies again in a couple of weeks - although I'll still be installing the Selkirk panels, and we will still have the new panel to design, build, and install.

Yes, those are the good caps.

Steve

Aerovents came in today. They will be going back to Knots 2 U, they DO NOT fit Skywagons with V-braces, which is too bad because they look like a fantastic, high quality product.

No seats, panels or flooring today. And the shop trying to build a new cowl flap is not having great success. Overall not a good day for the 185.

just set the DG from the GPS or the runway. Leave the compass. Don't need it anyway and it is out of the way down low.
Amps are good from the ALT. But... the voltage is really the most important thing going.
Tells you alot about charging system, health of battery over time, voltage drop during start up when cranking... great info.

Just back from Aero Comfort in San Antonio, the company that refurbed my seats, door panels, door arm rest, and flooring.

Very pleased, but before I show off the new stuff I'll talk a bit about yesterday (actually last night).

The first thing we did was removed the petrified scat hoses in the wing roots, then we replaced the fuel sending units with the McFarlane units which are supposed to be the best. Then new scat hose went in.

From there it was back to the extended baggage area to remove the cross pieces so we have a jumbo opening. The transformers (as in two of them) for the rotating beacon and strobes came off the now removed cross shelf and went down to the new shelf we built under the extended baggage floor. We moved the ELT down there as well. Now the extended baggage area is free of mounts, wiring, and silver and orange boxes.

I have to say the extended baggage area is HUGE! You could almost fit another airplane in there. Okay, maybe not, but you could easily fit two seats side by side for the grandkids and still have loads of room for other stuff in there as well. It is easy to see why Skywagons are so loved by those hauling for a living.

We also pulled the v-brace out just to confirm that there is no way to modify the Aerovent to make it work with the brace. There isn't, and that's a shame because the Aerovent is one classy, functional product. Form did meet function - just not in a 185 with a V-brace.

Now for the fun stuff. But let me first apologize for the quality of the light in the photos, I took the pics with my iPhone.

Door Panels

The item sitting on top of the panel in the picture is the door arm rest. The dark color isn't black, but actually the same blue gray you'll see in the seat frames. The small pocket a the top front of the panel is the iPhone pocket. Below that are three other pockets and below that is the diamond plate skuff protector. Hard to see in the picture but they did cool edge treatment around the d-plate, kinda like wind lacing but not, carpet edging maybe? Whatever I like it. The notch is to accomodate the door steward. Interesting side note. I had originally choose a coin pattern for the skuff protector, it was my wife who chose the diamond plate, I like it much better. BTW, the flooring for the plane is this diamond plate and I thought it would be neat to carry it up onto the door panels.



Front Seats

The worse lighting, sorry, I'll figure out how to do this better for the photos with it all in the plane. Co-pilot seat is on the left (it really doesn't have one side higher then the other - artifact of the iPhone I guess). On the sides of the lower part of the seats are straps to retain the seat belts, I got tired of grabbing the wrong buckle between the seats, and dropping the belt out the door everytime I unbuckled.

The articulating pilot seat is on the right. Both seats have a full size pocket on the back, but the pilots seat has two small additional pockets, one for my 18" fuel stick, and the other for the fuel tester - no more digging around for those.



Middle Seats

I've mostly heard these called "jump seats" but I didn't want to have then confused with the "folding jump seats". For those that don't know they are held in place on one side by two lever bolts and just sit against the floor on the other. The seat backs separate from the seat bottoms as well to facilitate loading the baggage area without taking the seats completely out.



By the way, the leather used is the same as that in a Rolls Royce. Okay, not really.

Tomorrow the refurbed yokes arrive.

Phil-

They did a great job! Those are very nice seats... now will you want to take it out into the Bush;)

gunny

Looking good!

Quick update. Yesterday was about installing new door seals, as expected most of the work involved removing the old. Today I started putting in new 1/2" insulation from Selkirk.

I've decided to install a CO detector. I wasn't worried before I started this project as the old door and window seals had so many gaps and leaks. But I'm impressed with how well everything is sealing up.

I'll go with the CO Gaurdian 553. This will allow me to replace my chronometer and my brand new Davtron OAT gauge, combining these two with the CO detector.

Hopefully tomorrow will see us get the new fuel sending units and gauges calibrated, final wiring and mounting of the transformers and ELT under the extended baggage area, and the refurbished yokes wired (in my dreams we will get this much done).

Another day at the office. Finished glueing in the last four pieces of insulation in the lower half of the fuselage. Also finished the wiring for the transformers and ELT. Plus moved the single wire on the right side of the plane going back to the tail light, to the left side with the rest of the wires.

And we got the fuel gauges calibrated. That was quite the adventure. Since I had drained the fuel tanks with her tail on the ground I felt I needed to put her in level flight attitude to drain any remaining fuel as this is the position needed to do the calibration. With a couple of friends and with the help of the BAS handles we lifted the tail and set in on a saw horse. Not even close. Two of us lifted again and a friend put stacks of wood under each of the legs of the saw horse. Still not close, and it was getting kinda wobbly. Then I thought why not put the tail in the back of my 4x4 pickup, figured it would be too high but also figured I could let air out of the truck tires to lower the tail.

So off to the fuel dock we headed. Once there two of us again hoisted the tail up on the saw horse. Then we climbed up on step ladders and hoisted it again while one friend backed my truck under the tail and another made sure we had the tail high enough to clear the tailgate. But it still wasn't high enough.

We got off the step ladders and standing on the ground we did an overhead press (I'm 6' 5") while my friends stacked 18 inches of boards on the tailgate. Close, but still not enough. So I let the air out of the main gear tires on the 185 and that was finally enough.

If I had 29's on the plane I'd have to find someone with one of those jacked up 4x4s.

Now the calibration work could take place, 2 gallons at a time, for 80 gallons. Now I had every intention of taking a picture of this, but I had created a "gawkers block" (Can anyone name the movie that quote is from? Here is a hint, it is an aviation movie).

Throughout the entire process my friends would stop and ask "what in the world are you doing". Never one to miss an opportunity for a friendly poke at my trike friends I'd holler back "just wanted to see what she'd look like with a training wheel up front like on yours". Of course they' counter with their banter, all in good fun. Two and a half hours later we were done. Extremely pleased with the Aerospace Logic fuel gauge, a top quality product.

Great story. These are the kinds of operations where often it's better NOT to take photos.....better when you plead plausible deniability....

MTV

"Senator, I have no recollection of that" probably is the best course of action.

Flooring

Thought I'd post a photo of the flooring going in my bird. By weeks end I should have it snapped in place.

Bigrenna is correct. Undertaking a project like this IS MADNESS. I have a huge amount of respect for all those that have done this before or are doing it now. A lot of it is fixing the small things encountered while doing something else. I have to keep reminding myself this is a 40 year old airplane. Anyway....

Yesterday I finished glueing in the Selkirk insulation (if you wear glasses use the cheapest pair you have cause they will get covered with paint and adhesive overspray). Also attached the new door panel to the passenger door. And we got the pilot's yoke installed.

SairCorp/Flight Boss Ltd did an outstanding job refurbing the yokes, moving the PTT to the top, adding the AP disconnect, and covering them in leather. The old pilot yoke (see the beginning of this project) had two coil cords (one for the PTT and one for the AP disconnect) going from the yoke to the panel. Those are gone. We pulled the shaft that yoke attaches to, drilled a hole in the side, and ran the wires (four in total) down the middle of the shaft. We put a piece of heat shrink on the wires where the gust lock goes through the shaft as well as where the wires come out of the shaft. Very clean look.

Yesterday. Pilot side door panel installed. Copilot yoke installed and wired now for PTT. Radio and Intercom systems tested. Second radio (which I never use) found to be transmitting but not receiving, so it's pulled and shipped out for repair. V-brace reinstalled.

A friend did snap this photo of our fuel calibration preparation.

Barnstormer wrote:Bigrenna is correct. Undertaking a project like this IS MADNESS.... I have to keep reminding myself this is a 40 year old airplane.

Madness indeed. It looks so easy when you are lurking and browsing the web.

Its not just the age... its the years of shitty mechanics cutting corners and cheating. The further you go, the more you discover and want to fix. If your driven, and have an eye for "correctness" you can find yourself WAY WAY down the rabbit hole with no end in sight.

Thanks for keeping us up to date. Love seeing the images!

Bigrenna you are absolutely right. I'd say 65% of the time this is taking is about fixing stupid stuff like:

"Really? There is a ground wire attached to the left side of the panel and it goes to the right side and is attached there. Really? Each side of the panel needs to be grounded to the other side?"

Or

"Really? Someone took the wire from the back of this instrument went over the top of the instrument next to it, down the side, and back under it and then back under the original instrument and out the other side. Really?" (Maybe that was their idea of a service loop.)

And as you know I've had another 100 of these, and no doubt will continue to have them until this bird is back together. I know you had hundreds as well. Fun stuff! (it really is but it does wear on one after a while)

I'm really enjoying the build. I love the 185s

G'Day

Hi all. Yes we have been working on the 185, just wasn't very exciting stuff. Except the test flight that is. So I'll begin there.

Finally got enough in the plane that she is flyable again. The repaired cowl flap was the big hold up. So I stuck my mechanic in the right seat, I jumped in the pilot seat and the last remaining roll pin the supports the seat back broke (who knew there were four and three were already broken). No problem, I'll just sit straight up. So off we went into the wild blue yonder. Stayed up maybe seven minutes and brought her back. Once in the hangar we noticed red dye oil all over the windscreen, worse then before I had the prop overhauled. So off came the prop and back down to San Antonio Propellor I went. They "fixed it" so they say. So back on it went. Haven't flown her since.

CO Guardian 553

Next we installed the CO Guardian 553. This is a very cool instrument. It's much more then a CO monitor:

Carbon Monoxide detection
Clock (Local & Zulu)
Stop Watch
Inside/Outside Air Temp
Battery Voltage
Cabin Altitude
Density Altitude

Did you catch that last one? Yep, Density Altitude display, that is an awesome bonus.

So the brand new Davtron OAT gauge I installed is coming back out, and the CO Guardian was installed where the existing chronometer was.



Interior Progress

We've got about half of the Selkirk installed. Takes some grinding, and a heat gun to get it to fit correctly but it's not too difficult, just time consuming. I'm doing the grinding with a Dremel tool with sanding and cutting wheels, then using a hand powered block sander to straighten up the ground area. The best advice I can give for anyone installing this in the future is be patient, go slow, think through what you are about to do during each step, and measure four times before you grind, and take off less then you think you need to, just in case.

Here's a shot of where we are. Tomorrow we install the headliner. I figure if I'm lucky maybe three more days till all the interior is in (okay we all know that means four or five).

Good work. I love that we are all cranking on these Skywagons at the same time. I got a bunch of media blasting done today. Hopefully we can all meet this summer.

Keep the photos coming!