robw56 wrote:Another note on brakes. The brake discs that come with single puck Clevelands vs double pucks are different. I assumed the brake discs from the single pucks would work just fine with the double puck calipers, they will not. The discs aren't as deep (and also thinner). I had to swap the discs to make things work right.

The very same problem happens with Grove wheels & brakes.

MTV,
Do you know if the Good Year 8.50 x 6 tires are made from the same rubber compound as the 26 inch blimp tires? While more expensive, the blimp tires seem like a really good value simply because they last so long.[/quote]

I don't know, and I suspect tire compounds are a closely held secret.

That said, the Goodyear 8.50s last a long time as well.

Last I checked the blimp tires are north of $700 each.....pretty steep, but they do wear well.....

MTV

MTV said:

...Over the years, I've found the 8.50 x 6.00 tires (Goodyears, not McReary) to be a pretty good compromise on several airplanes. They are substantially taller than 8.00 tires, but difference in speed isn't bad. ...

MTV, Are the 8.50 Goodyears just taller than the 8.50 McCready/AirHawks, or just better all around?

Sorry for the thread drift,... maybe this should move over to a tires topic.

The Goodyear's are taller by a noticeable amount. Also the Goodyear's and and AirHawks have less grooves, and thus throw less rocks at your prop and plane.

I think you will find the GY's have stiffer sidewalls too.

Goodyears are taller than McRearys, and less rounded. They also will outlast the McRearys by a bunch in my experience.

MTV

I have been disappointed in the life span of McReary Air Trac 6-ply 8.50 x 6 tires on the C180. They need to be rotated every 50 or so pavement landings to maximize life, and once the tread is gone, they are not very tough.

Great comments on various tires, but let's get this thread back on track.

Over the last few weeks I have been trying to get out to work on the 180 (not as easy as it sounds having recent surgery and a 5 month old) to see what I'm up against and join the "maddness".

Overall, I'm glad I started gutting the interior! I had a nest of dead mice in the headliner, which started some very light surface corrosion on the hat rack brackets (which will be removed). The rest of the interior reviled no surprises and the airframe is in great shape. I noticed some tiny specks of corrosion starting in spots where the yellow glue is pasted on, so I'm glad I did this sooner than later. I think it is important for all early model Cessna owners to inspect their planes to see what lies under that painted on glue. Not a good thing to have 50+ years later.

Between the panel, interior and other various antennas and such, I hope to pull 125+ lbs from the plane. How much goes back into it, and how light I get is subject to change. I'm shooting for a 1585 lb empty weight on the scales when this is all said and done (undecided on stripping the exterior at this point).

Good riddance to the funky smelling, outdated, uncomfortable, heavy, mustard colored interior.


You can imagine my feelings towards the old, original headliner.


A common picture in recent project threads. More glue.


The old heavy interior and insulation removed! Out with the retro, in with the new!

I pretty much did this same thing with my '52 C-170 although my headliner was in excellent shape. It didn't smell bad but afterwards it smelled better.

way to go!

Nice!! Between you and all the rest of the guys tearing into their planes its so very tempting!! Good thing the weather is crap or I would be out tearing more crap out instead of flying!

mountainmatt wrote:I'm shooting for a 1585 lb empty weight on the scales when this is all said and done

Matt,
What is your empty weight now? If you listed this early in the thread, I missed it. I have a '57 180A (I'm pretty sure yours is a '57 also) that I just finished gutting and is now back flying. Mine came from the factory at 1656 and gained almost 150# over the subsequent years until I got at it. I have a pretty minimalist panel which is simple VFR with no headliner, interior panels, hat rack, etc. I do have the adjustable seat on the pilot's side and an AMF extended baggage which added weight back but other than that it is pretty much stripped of everything else and I came in at 1643# empty (I'm still unpainted too). Pponk O470-50 (Not sure what this weighs compared to stock), 850s, Cleveland doubles, BAS tail pull handles, and harnesses are additional equipment so unless you have significantly less than this I would be really surprised if you can get below 1600#.

I will be excited to see what you get down to so I will be watching. Good luck.

These threads are looking way too familiar! I would be happy as hell if I can get mine down to your wish weight too! If its not needed on mine its going out the door.

Now you guys know why I start with projects rather than flyers...

Bravo Matt, way to tear into it! You guys are killing me with all these ambitious makeovers. Will be great to have all these examples to work from when I inevitably go down the same path.

I love it! Keep on chuggin....

Also interested in the weight. Where are you starting from now? Did you get an official weight or are you going from paper. If paper, I would count on at least 80 if not 100lbs over the paper.

I'm rooting for you, but sub 1600 might be real tough.

That interior was actually in very good shape. Must've been real hard to start pulling that stuff out.

I'm starting with an on paper weight of 1643 lbs, it hasn't seen the scales for many, many years. In 1957, it left the factory at 1626 lbs. I'm just as curious as you guys are of the true weight of the plane, time will tell. I bet you're close Greg, I think 80-100 lbs over the paper figure is close, the scales won't lie.

Perhaps 1585 lbs is a dream, but it's a good number to shoot for IMO. Keeps me honest on my mission to discard all the useless junk from the plane and keep only the stuff that is needed/mission essential.

I've been weighing almost everything that I've removed, and it's astounding how fast the ounces add up.

soyAnarchisto wrote:That interior was actually in very good shape. Must've been real hard to start pulling that stuff out.

It took me a year, but once I wrapped my head around it, it wasn't hard at all. The emotional side of taking on a project like this is daunting. I have a tight budget and big dreams, we shall see what ends up happening.

mountainmatt wrote:...it left the factory at 1626 lbs. I'm just as curious as you guys are of the true weight of the plane, time will tell.

Perhaps 1585 lbs is a dream, but it's a good number to shoot for IMO. Keeps me honest on my mission to discard all the useless junk from the plane and keep only the stuff that is needed/mission essential.

Paper weights are so amusing. Pretty funny that someone signed off on that weight, especially with 90 some odd lbs of tires on the bird. Again, I'm in your corner, but I bet you will see just around 1700ish on bush wheels when she goes on the scales... But one never knows.