Speaking of the NW Aviation show, our airport (Jefferson County / Pt Townsend) has a booth & I will be manning it mid-day Saturday.
It's in the last row before you get to the big seminar area.
Whoever here who's gonna be there, stop by & say hi.
~Eric

Don't just go by what floats are advertised. There are lots of floats all over the Anchorage area (in the middle of the summer) that aren't being used and would be for sale if the owner knew there was a buyer. I think a lot of owners just have given up trying to sell them. A bunch of wanted to buy ads all listed in the usual places might get you a lot of options.

Good suggestion on the WTB ADs. Will do.
So my PIREP from the NW Aviation Trade show is that we talked to a lot of folks. Got a lot of advice. And have a lot more questions now.

A couple strings that Y'all might help with:
Engine - O-470R that is in the plane has about 6000 since new, 600 SMOH, and of course a prop strike. One recommendation is to send it to Continental as a core for a new IO-550. Install the IO-550 as a O-550 and let Continental deal with the old core. Takes some of the risk out of tearing down the old core.
The other recommendation is to PPONK (Northpoint) the old core and just replace everything that is needed.
This should be a good debate.

WIPAIRE or SPW Float Kit. We have bids on both and are effectively the same ballpark on price. Recommendation was to only go with new WIPs (at $35K) if we go WIP. ACORN says they have extensively redesigned the SPW kit to address past weaknesses. We are still leaning toward SPW with 2870 floats.

Speaking of 2870s, advertised is a set of 2960s with 182 rigging, but it is in QC, Canada. Is it worth the shipping to get the 182 rigging. Rigging is pricey.

Oh, and long range tanks. My partner is insisting on adding LR Tanks while the wings are off. Seems like a good idea, but which ones> and do we add Wing X extensions at the same time?

Lots more but this should get some discussion going. And no we still don't actually have the plane. Paperwork.

Rigging can be expensive. I’d grab that set if they’ll sell for reasonable. In a pinch, Eddie Peck can often come up with rigging in “like new” condition. Don’t look for manuf. stamps.

I’d compare weights of O-550 vs O-470.
Don’t want to add too much weight fwd.

I thought that Kenmore STC to convert O-470 to O-520 required a R model. Any chance that’s get approved on the 182?

As to more gas, I’d consider the Flint tanks. If you need lots of gas, fill them, if not leave them empty and fill mains only.

Pretty simple install compared to any other option.

MTV

Do the W&B calculations on a 182 with long range tanks and 400 lbs of floats hanging under it. Not sure you’ll want or need them. You’ll often need to adjust your fuel load for your payload.

Owned a 182G with standard tanks for 5 years. Often wished for long range tanks, but always got by and never ran out! Frequently at full gross weight even with standard tanks. Add floats, and you’re going to be at full gross even more frequently, even with just standard tanks. With full long range tanks, you’ll be over gross most of the time.

Pinecone wrote:Do the W&B calculations on a 182 with long range tanks and 400 lbs of floats hanging under it. Not sure you’ll want or need them. You’ll often need to adjust your fuel load for your payload.

Owned a 182G with standard tanks for 5 years. Often wished for long range tanks, but always got by and never ran out! Frequently at full gross weight even with standard tanks. Add floats, and you’re going to be at full gross even more frequently, even with just standard tanks. With full long range tanks, you’ll be over gross most of the time.

Well, maybe. I’m not familiar with the P model 182 gross weight to empty weight Delta.

But, I once owned an H model 180 on EDO 2870s. It had the long range 80+ gallon tanks. That airplane had 5 pounds more useful load on floats than the 1985 C 185 on PeeKay 3500s that I was flying for work. And, no, this 180 didn’t have the Kenmore upgross.

So, if they can keep this thing light.....long range fuel might be practical.

BUT, just because you have a lot of fuel capacity doesn’t mean you have to use it on every flight. I’ve been around a lot of commercially operated 185s and 206s, all with big tanks. On floats, those airplanes were rarely topped off with fuel, but working every day. Today’s relatively inexpensive and very accurate fuel computers really help in this regard.

That requires discipline, which I would hope EVERY pilot is capable of. I realize that’s unfortunately not the case. But, I strive to be a “professional” pilot at all times. After all, the alternative is to be an “unprofessional pilot”.

MTV

While I recommend long range tanks, I have to agree with Pinecone that your W&B may not allow it. MTV was lucky enough to have a light 180, but the reality of going through your rebuild is that you may not end up nearly so light. We have a 182A with Monarch tanks (62 gals on the inboards and 36 gals on the outboards) and I normally only fill the inboards on floats. It’s nice to have the extra capacity if we need it and can take off heavy from a long lake. Our airframe is not one of the lighter ones, so on floats I figure the plane is a two seater with some gear and just the inboard tanks filled. Home base for us is only about 3200’ with rising terrain on both ends, so I can’t cut it close going out of there.

I highly recommend wing extensions. We have the ART Wing-X and on our model we get an extra 300# of legal gross weight. The extra lift is also added performance, not just a paperwork exercise.

We bought our plane already modified, so I can’t comment on the pros & cons of Wing-X vs Flint, but it certainly would be worth looking into. I do, however, like the Monarch tanks and ART Wing-X.

We also have the Edo 2960s, which take quite a bit of getting used to, as many others have noted. The prior owner swapped from 2870s to 2960s and told me that he liked the 2960s a lot better. Two summers of flying them and I’m still trying to get used to them. With wing extensions you probably want more flotation than the 2870s, so I’d second MTV’s vote to grab the 2960s with the 182 rigging. The rigging could cost more than the floats if you get them separately.

You’re going to have a great plane when you’re done, but just be prepared to expect limitations on what W&B will allow. Floatplanes have limited capacity.

Ross

PNW Flyer wrote:…... One recommendation is to send it to Continental as a core for a new IO-550. Install the IO-550 as a O-550 and let Continental deal with the old core. Takes some of the risk out of tearing down the old core.....

I know a guy who blew the turbo'd IO-520 in his C185 a few years ago.
He bought a factory reman IO-520, got rid of the turbo as he said TCM wouldn't warranty the engine if turbo'd.
Don't recall the exact numbers, but as I recall the reman was like $60K, with a $20K refund for a good core.
So just a heads-up, letting Continental "deal with the core" might be kinda spendy.

hotrod180 wrote:

PNW Flyer wrote:…... One recommendation is to send it to Continental as a core for a new IO-550. Install the IO-550 as a O-550 and let Continental deal with the old core. Takes some of the risk out of tearing down the old core.....

I know a guy who blew the turbo'd IO-520 in his C185 a few years ago.
He bought a factory reman IO-520, got rid of the turbo as he said TCM wouldn't warranty the engine if turbo'd.
Don't recall the exact numbers, but as I recall the reman was like $60K, with a $20K refund for a good core.
So just a heads-up, letting Continental "deal with the core" might be kinda spendy.

I was involved with a Lycoming factory reman a few years ago and we almost had to eat the $15k core charge because we didn't have the original engine logbooks. We did have logbooks for the prior 1000 hours and Lycoming was satisfied with that. This was all a surprise to us as there was no mention of needing the logbooks when we ordered the factory reman.

Funny how wrong our time estimates are. Just signed the purchase agreement today.
Now to arrange shipping and storage.

Anybody know somebody that bases out of KOAK. We are trying to get the plane prepped for shipping but security is being cited as an issue. I could use some advice from someone familiar with procedures there.

I know you guys think this died. It just took this long to get the paperwork worked out.
So next question
What does it take to pack and ship a 182P from KOAK to SEA?
Can it be put on a flatbed trailer with the empennage on?
Is it better to pull the tail and put it in an enclosed truck?
How much should it cost?
Is it reasonable to just drive a trailer down there and pack and haul it? I have access to a "plane hauler" trailer.
Bubble wrap, foam, 2x4 supports with nylon webbing?
Special considerations?

More decisions needed
Assuming O-520 rebuild, what options are worth buying?

Upgrade to factory new cylinders $4750

Port Flow and Balance Cylinders (w/ venturi seats) $1800
Strip Paint from Cylinders, Alodine heads, Paint Barrels Black for Improved Cooling $ 285
Special Coatings on Pistons, valves and springs $1122
Performance Camshaft Grind $ 650
DER Field Approval to Allow 8.5:1 Compression Pistons $1000
Install New Gears (CAM & Crankshaft) $1605
Integral Oil Pump/OIL Filter Upgrade Included
Phase III Overhauled Crankcase Exchange $1620
VAR Crankshaft Grind $1150
MCauley Prop Governor Overhauled outright $1550
Large Decongealing Oil Cooler Included

I am not thinking new Conti cylinders so which options are worth the money?

PNW Flyer wrote:More decisions needed
Assuming O-520 rebuild, what options are worth buying?
Upgrade to factory new cylinders $4750

I haven't priced things out but this number seems really low.
4750 for 6 new cyl's = only 791 each.
From what I've heard, I'd guess more like 1500.

My understanding is the 4790 is the difference to go from rebuilt to factory new cylinders, not the total price.

Update and question
Wings pulled for shipping. Mechanics reported no electrical wing root disconnects so they cut the wires.
So, what is the reference for adding disconnects?
Or is it necessary, or recommended, to pull new wires?

Progress. Finally arrived and got the engine off. Decided to send it to Lycon as a core for a rebuilt O520.
Still wondering if the O470 with 500 SMOH and a prop strike isn’t worth more than just a core?

I think you will be lucky to get core money out of it, that crank could be bad since it did have a prop strike.

PNW Flyer wrote:Update and question
Wings pulled for shipping. Mechanics reported no electrical wing root disconnects so they cut the wires.
So, what is the reference for adding disconnects?
Or is it necessary, or recommended, to pull new wires?

I did both on my '57 - rewired the wings to get rid of the 50+ year ago cotton/rubber insulated wire with new Tefzel and also added the disconnects using a later 180 wiring diagram as reference. (By the way, the early 180s have disconnects, they are at each individual wire using those "handshake" terminals and they are located further upstream. Need to look in the cabin area for them.)

C180_guy wrote:... they are at each individual wire using those "handshake" terminals ....

Never heard them called that before, but it's very appropriate.