Brady wrote:I'm going through the process now but with a C172. It's the same exercise, just different in the tail.

I have the main gear box section about 80 percent done, using genuine Cessna 185 parts.

I have a pair of 0.750 swept forward gear legs (assuming these are 185 legs), will these be too stiff for a C172 on bushwheels? I have a single Cessna 170B gear leg here and there's a pretty significant weight difference.

I'd love to swap them for some C170 or bird dog legs if anyone in Australia has some?

Cheers
Brady

Brady,

In my opinion, and we all know about them, ANY 170 legs will probably be too light duty for a 172. And any 185 legs will likely be too stiff. 185 gross weight is 3350,for perspective.

The sweet spot on these planes in my opinion is early 180 legs. The good news is some of those folks are upgrading to stiffer legs.

Good luck.

MTV

Roughly how many AMU's does it take to convert a 182? Do any of the early models have both gear saddles?

Eight or so years ago I converted my ‘56 182 to tailwheel. The conversion is a lot of work, but with persistence is doable for an average wrench (like me). Except for bucking rivets, I did the work myself under the watchful eye of my A&P/IA. The total out-of-pocket cost was around $16K, including the (Baer) STC, but is probably more now. The main landing gear bulkheads are in place, but not the gear boxes. You have to install those and, among other things, beef up the floor above and install a new belly skin below. I purchased the majority of my parts from Peter at Skywagon City (RIP) and wrangled 180 gear legs from a guy in Alaska. Start to finish it took around six months.

Roughly how many AMU's does it take to convert a 182? Do any of the early models have both gear saddles?

When I seriously looked into making this conversion and started this thread about 7+ years ago I had a very good shop here in Stevensville, MT give me a rough price to have the work done in their shop. As I recall, the price was about $29k - $32k. Plus my estimate on increased insurance for a low time tail wheel pilot went from $525/ year to about $1900/year.

In the end, I elected not to move forward w/ the project and spent the money on upgrading my panel and the mess of wiring that was scattered throughout the plane. No regrets. Still have and love the plane.

How about keep the 182 as is and buy a Champ? You'll never get tired of flying it, and it is a teacher for sure...

I don't see how this is economical. First off, it never really was unless you did all the work yourself. New parts today are either not available from Textron or cost 10X+ what they did 15 years ago. One person commented earlier he bought all the parts from Peter 8 years ago, so those were used parts and even 8 years ago new parts were not affordable. And, what about the cowling - are you going to do the whole enchilada and convert the cowling, too (for the pre '59)? Who knows what cowl flaps are going for these days.

I agree that it is usually more cost effective to buy an already-converted airplane instead of converting one yourself.
But I question the comment about converting to a 180 cowl with cowl flaps.
I've never heard of any problem with the early 182's not having them.
And it's just one less thing to have to mess with...or fix when they break or wear out.

I think Selkirk sells new composite cowling and flaps that can replace worn out originals. Look at their website to get a feel for what is available.

hotrod180 wrote:I agree that it is usually more cost effective to buy an already-converted airplane instead of converting one yourself.
But I question the comment about converting to a 180 cowl with cowl flaps.
I've never heard of any problem with the early 182's not having them.
And it's just one less thing to have to mess with...or fix when they break or wear out.

That likely would require a field approval to deviate from the provisions of the STC to convert.

MTV

mtv wrote:

hotrod180 wrote:....But I question the comment about converting to a 180 cowl with cowl flaps......

That likely would require a field approval to deviate from the provisions of the STC to convert.
MTV

Depends on the STC.
If it is applicable to a 182 and/or 182A, neither of which have cowl flaps,
and doesn't require adding them, then you don't have to.