It's taken me a while to get to the point where I could write this.

As some of you regulars probably know, I had plans for leaving the Adirondacks of NY in June and taking a month to fly around (literally) the US. Plan was to leave here, fly out to Denver to visit friends, fly to LA area to visit a niece, up to Rob56's area for a few days (was on submarines in the Vallejo Shipyard a couple times in the past), up to Vancouver, WA. for a visit, Idaho backcountry for a few days of camping at different strips, Glacier National Park, then home. I'd spent many many hours working on my 56 C172 to get it ready for the trip including removing a couple of old iop gages to clean up the panel, adjust altimeter, calibrate airspeed indicator, new battery, replaced side windows from sheet plexi (yes you really do have to drill the rivets and split the outer door skin to replace a non-swingout passenger window), strip out interior, epoxy primer and do the Selkirk foam thing in prep for a new Airtel wool headliner (a LOT of work for a headliner job), Rob56's recommendation for cargo net and shackles, new door hinge pins, a set of Hammer's tie-downs, bought a new camera (Fuji XT10), and other minor paint and prep work. We were to leave 6/24 to fly east to go over the Atlantic at Maine or N.H and then back home for a family evening wedding, departing west on 6/25AM bright and early. Other than a general plan we had no routes or plans other than getting up in the morning and deciding what to do and see that day. I'm 59 and have been married to my wife for 38 years. I've never had a full month off in my entire working life, and as a young serviceman we didn't have much of a honeymoon, a few days and then back to the ship. I didn't drink any alcohol for 5 months while getting ready to depart on this trip and lost a legitimate 20 pounds to free up useful load. I removed the back seat and anything that wasn't absolutely necessary and we had agreed to pack as light as 2 kids going on a backpacking trip. We were going to leave with the plane lighter fully loaded that it was with back seat and accumulated crap in the baggage compartment and my additional weight. On 6/12 I had pushed the plane up near the hangar to final piece of work, install the head liner when I watched this occur:



The tree damaged the horizontal stabilizer, left elevator, station 140 bulkhead, aft-most cast bulkhead cracked, and skins above station 140 bulkhead. While the damage isn't extensive, by the time the plane is dismantled for movement and labor hours are calculated it is likely that my airplane will be totaled. While it's not much, it's mine and I've put a lot of time into it both in improving it from the purchase condition and in learning to fly it well. It was also made the same year that I was born and purchased at the same airport that I ever sat in the seat of a flying machine and taxied it over the ground (an ultralight at Shelbourne, VT) so it has some sentimental value. I looked at buying the plane back from salvage to repair but I can't get a solid estimate on the sheet metal work ("Have to get it apart to see what's damaged") so that option isn't looking good.

A couple more pictures:









[url=http://s985.photobucket.com/user/fshaw1029/media/IMG_0125.jpg.html[/url]


Better Days:


So that's the bitter disappointment part. Now for the hope part. I will have another airplane before the end of the summer, either this one repaired (hopefully) or another. My budget, tie down situation and plans of use dictate another C172 with an O-300. I'm planning on another straight tail and am looking at a nice 56 in Maryland in Trade a Plane and a 59 in NY a couple of hours from me.

A couple of questions: the 56 was majored in '87 and flown about 30-40 hours a year until the last couple of years when it was flown about 100 hours a year. The owner said he recently flew it 8 hours and used 3 quarts of oil which concerns me but in speaking with him he said he always keeps the oil filled right to 8 quarts. My experience with my O-300 was that if filled to 8 quotes the first 1/2 to 3/4 quart went out the breather. I'm hoping that's what's happening with him. I'd really like another 56 but don't want to be stupid in the purchase. I wouldn't mind doing some top end work in the future as that's pretty inevitable anyway. The owner is a younger serviceman who I believe is being straight with me. The 59 has a 10 year old major and around 200 since major. Obviously the better motor. I guess the question gets to do bottom ends in 0-300s typically make major as long as cam and lifters aren't corroded? The 56 has a Garmin 430 and what looks to be a King 155 as a second. I don't care much about the Garmin but want a good com radio. The 59 has a TKM com.

If anyone knows of a nice straight tail 172 for under $30,000, please feel free to PM me. Priorities are a good engine with as few hours as possible and a solid com radio.

Frank

Wow Frank. Im sorry to hear about that.

The plane looked awesome, and congrats on the useful load increase! But, everything happens for a reason. I believe that. (Not that that makes it any better or easier..)

I will keep my ear to the ground for an older 172 down in these parts.

That's a pisser. We have declared war on any tree that can touch a roof or anything else around our house for that very reason. The neighboring property has plenty of those suckers to look at.

On the bright side your wife won't be stuck in a 172 across the lower 48. Probably wouldn't be a year 39. [emoji1][emoji12]

That sucks!

Frank, that is really the shits. Sorry to hear it. However, I feel it's my duty to stop you from buying another O-300-powered 172. Like Evan said, maybe this happened for some serendipitously fortuitous reason! Don't you recall that amazing feeling of the great power-to-weight ratio in the Quicksilvers? And the inversely disappointing ratio of an O-300?

I regularly fly a couple O-360-powered 172s and they are so much more enjoyable to fly than the 150 hp, it's just no comparison. The threshold is right there-- that extra 30 ponies feels great. And there is no shortage of these converted birds, unlike the converted 170s which are somewhat rarer and more prized. Just look at Barnstormers. I know you said your budget is limited but if possible, try to eek out that little extra. Maybe it's a bird that needs some elbow grease you can apply over the next few years, as long as it's a clean airframe.

Anyway, best of luck. Acceptance and identification of silver linings is the best way to deal with disappointment. It sounds like you're working on it.

Frank, ditto on the O300 comment. I put 800 hours on a 145hp 172 in the west and southwest. A little DA goes a long way to making that a risky proposition. For what that's worth.
You definitely have the skills to make something rough look nice, so whatever you get, definitely keep us posted!
Chris

Dang, sorry to hear that Frank. That really sucks, especially after all the work you've been doing.

Add me to both columns, the one that says "that sucks, really sucks" and the one that says "180hp is a whole lot better than 145hp".

I love my airplane, too, and it's been sitting outside most of the last 3 1/2 months, waiting for this or that to get shipped or done or whatever. Fortunately, nothing has happened to it other than probably some sun fading. But it's irksome, and it'd be a lot more than irksome if something happened to it.

Mine has 180 hp and a CS prop, and that is SO-O-O much better than any of the lower powered versions. I've flown maybe 50 different 172s over the years, of all versions from straight tails to the last ones before they shut down the line in 1996(?)--haven't flown one of the newer versions, but several 180hp conversions including mine. I've also flown a few XPs (195hp--not one with the 210hp STC). There's a big number difference with the XPs, but not as much "oomph" difference for the extra 15hp over the 180hp versions, compared to the 180hp over the 145hp versions. The only, truly only, things that the O-300 has going for it is that it is smooth--and as it happens, it's also a little lighter than a 4 cylinder Lycoming.

But meanwhile, as a certain politician was quoted as saying, "I feel your pain". Very sorry it happened.

Cary

Guys, at the risk of seeming overly sensitive, I really loved the airplane I had and never felt "stuck" in it. I enjoyed the challenge of making it better than it was and getting it in and out as short as it (or I) was capable of. A guy at our local strip has a C172 with an O-360 and a CS prop. Nice airplane. While I have the ability to purchase an O-360 172, or a C180 for that matter, I don't have a need for it as an east coast flyer who will only get west occasionally and very rarely flies with more than 1 passenger. C172s with O-360s are well north of $50,000 for a decent one and I don't care to spend that much. As a guy who's closer to retirement than stepping up the next job rung, I'm not in a real hurry when I fly. I like looking out the window. I did give my wife the option of hopping a commercial flight once she'd had enough though. Hopefully we'll make the trip next summer.

From all I've read and heard, the difference between C172s with O-300s and O-320 in terms of performance is not significant. Better cylinders on the O-320s though. I'm closing in on another straight tail and if you know of a good one, please let me know. I would consider a manual flap, fast back slant tail if the airplane was too good to pass up. I've been searching barnstormers, trade a plane, etc pretty diligently. If anyone has any experience with O-300 bottom end longevity or other helpful tips please let me know. PM me if you'd prefer.

Frank

fshaw wrote:Guys, at the risk of seeming overly sensitive, I really loved the airplane I had and never felt "stuck" in it. I enjoyed the challenge of making it better than it was and getting it in and out as short as it (or I) was capable of. A guy at our local strip has a C172 with an O-360 and a CS prop. Nice airplane. While I have the ability to purchase an O-360 172, or a C180 for that matter, I don't have a need for it as an east coast flyer who will only get west occasionally and very rarely flies with more than 1 passenger. C172s with O-360s are well north of $50,000 for a decent one and I don't care to spend that much. As a guy who's closer to retirement than stepping up the next job rung, I'm not in a real hurry when I fly. I like looking out the window. I did give my wife the option of hopping a commercial flight once she'd had enough though. Hopefully we'll make the trip next summer.

From all I've read and heard, the difference between C172s with O-300s and O-320 in terms of performance is not significant. Better cylinders on the O-320s though. I'm closing in on another straight tail and if you know of a good one, please let me know. I would consider a manual flap, fast back slant tail if the airplane was too good to pass up. I've been searching barnstormers, trade a plane, etc pretty diligently. If anyone has any experience with O-300 bottom end longevity or other helpful tips please let me know. PM me if you'd prefer.

Frank

FWIW, my 180hp Lycoming doesn't pull my airplane along much faster in cruise--I flight plan for 115 knots, vs. 105-108 knots in a lesser powered 172. But it climbs a lot better, and density altitude is less of an issue when I get into the high rocks. I guess because of where I live, I am a bit sensitive to the ability of airplanes to function reasonably well when the DAs get into the 9-10,000' range. I've seen too many low-landers get themselves in trouble when they come out here and don't have anywhere near the performance that they're accustomed to having back home.

Cary

Sorry to see this happen to a good airplane. I haven't personally had a need but the talk on the 170 forum is that oil pans and crankshafts are getting hard to find for the O300. I have had three O300 powered 170's and am now flying a O360 Lyc powered 170B. The O360 really takes the challenge out of takeoffs. The manual flaps and the view over the nose of the early 172's are nice but if I was looking for a 172 it would be a 68 or 69 O320 airplane. Just the thoughts of a guy trying to tell you how to spend your money

Tim

That super-sucks Frank. At least it happened at home and you're insured. And you got all the fun of preparing for the trip without any of the gas bills!

+1 for trying to find a 180hp bird. Even with backpacking loads you wouldn't be very happy at even easy Idaho strips in July with the 0-300. Besides, it'd be nice if this turned into a fulcrum for a better plane rather than just replacing what you already had.

Good luck.

Frank, I heard they have short strips even on the east coast.

Bummer about the tree.

I'm with the others on the "that sucks" end!!! I like hearing you say "we'll make the trip next year"! Good on you!!! When you get to Glacier Park country, holler....we're about 50 miles from there...would be happy to have you drop in (you'll most likely fly right over my runway on the way to Kalispell) or even sneak into town to have a burger or just put a face to a name.
Keep that awesome attitude!! If you were on this end, I'd be all over helping you get it back in the air....I have a soft spot for older airplanes too!
John

Sorry to hear about the damage and delay of a great sounding trip. I personally would be looking to repair the bird if it were me. You know better than anybody the health of the airplane before the accident and if it was in good condition with all the additional upgrades and hard work you just put into it, the repairs to the tail don't seem all that bad. If you find the right shop/mechanic you will will return it back to as good or better shape than it was in before.

I understand everybody's desire for more horse power but it usually is more want than need. Heck if you are going to upgrade to 180hp you might as well get a 182 and if you get a 182 you might as well P-ponk it and shoot at that point you really need to get a 180 beacause we al know that is what everyone really wants Sounds like you are pretty happy with the 0-300 and it is a solid engine with plenty of spare parts available.

One thing that always makes me cringe is to see how quickly a damaged bird is totaled when the repairs are not that extensive. I just think this one is worth repairing myself.

sad

As the kiwi's say... Stink bro.

I consider the damage quite minor considering a tree fell on it... I would recommend going to one of the many salvage yards you're lucky to have in the USA and getting the parts needed and repair it on site. There's unlikely more than $10k damage including parts and labour. Do you have an engineer willing to travel? I've done this sort of work all over Australia, the pacific and now New Zealand, we've done some big repairs in remote locations, always good fun

Maybe EZflap is looking for a good platform for a 172 Tailwheel conversion demonstrator??

Sorry, not me, I've already got one of the O-300 172's, and did all that tailwheel work. I'd love to have another busted fuselage to experiment with, but the airplane in the photos is nice enough, and the damage is light enough, that it should be repaired and flown instead of parted out.