Bill

Looks like the horizontal stabilizer is trimmable, ruling out the 175.

Gary

172's with 0-360's are great but you can buy a strait tail 182 for the cost of a 172 and converting it. 175's with a bigger engine are also great.

No matter how you convert it and no matter what the tire configuration, you still do not have a fully trimable horizontal stabilizer and that is what really sets the old 182's apart.

In 1960 and 61 they put on the sweapt tail and I can live with that. In 62 the got rid of the good horizontal stabilizer and ruined the 182 for ever. IMHO that is.

With that stabilizer trimmed way back it is almost imposible to put the nose on the ground first.

Tim

You are right Tim. That trimmable horizontal is key. I think that an early model 182 is tough to beat, particularly for the money.

There are very few strips that most will go into, that knowing/and being able to execute the proper techique, will have any problem with. Even most of the old mining strips in Utah wouldn't present a problem.

I recommend a nice early model 182 w/pponk engine to those that can afford it. Then a Sportsman's Stol kit, some biger tires, and they are ready to play.

Gary

Brian - Steve's Aircraft wrote:Nizina

Now that's a nice looking airplane. The Gar-Aero's look right for the nose wheel combination. I have a set of Gar-Aero's with 8:50-10's on my SuperCub. I am assuming that is the size you had on your 182. looks about right from the picture.

Brian.

That is correct. 8.50x10s for the mains and 8.50x6 for the nose wheel. And of course it had the Landis fork. Those Gar-Aeros were good tires.


Nizina

Nizina wrote:I had a 1958 straight tail 182 with sportsman's cuff, Gar Aero tundra tires and the long air scoop. It was a very nice airplane and great for the back country. I also removed the rear seats and extended the baggage into the rear bulkhead. Its hard to beat that 182 for certain operations. Just make sure that you always land on the mains and ease the nose gear down so you don't wrinkle the firewall.

Nizina

Nizina,

What was the name of that intake scoop on your plane? Assuming its an STC'd product, was it just used to collect cleaner air away from the prop tips. Thats my guess anyway. So did it work??

So Zane,

I don't suppose that is the kind of "Strait Tail" you're interested in, right?

Flynengr

SixTwoLeemer wrote:
Nizina,

What was the name of that intake scoop on your plane? Assuming its an STC'd product, was it just used to collect cleaner air away from the prop tips. Thats my guess anyway. So did it work??

Unfortunately I can't tell you what the name of the air scoop is. I sold the plane a couple of years ago and don't have access to the books. The scoop was on the plane when I bought it in 1999, but you are right, it was designed to diminish the dirt that could enter the air filter on back field operations. Most of my flying with the plane was on gravel strips and excessive dust in the filter never seemed to be an issue, so I assume that it was doing its job. Wish I could be more specific. Both the cowl and scoop were aluminum as opposed to a newer fiber glass unit that you may get from Selkirk.

Nizina

1SeventyZ wrote:

George Strait

1SeventyZ wrote:

Strait of Juan de Fuca.

Instead of straight tail 182.....Z is a funny guy.

It's qmdv, so I can mess with him without fear of punishment.

1SeventyZ wrote:It's qmdv, so I can mess with him without fear of punishment.

I am guilty of bad spelling.

The navigator on my sub would read my quartermaster log and just role his eyes. He said I was good at navigation but a crapy keeper of the log.

Tim

Here are a couple of pictures of an 0-470 installation in a Cessna 175 that I did a few years ago....You can see that these pictures can definitely rule out the others as 175's









I do not care for the installation. Sure it ups the gross weight a little, but the engine is heavy and you have to add 11 pounds to the tail to get the W&B right. 22 pounds if you convert it to a taildragger. I think the 0-360 with constant speed prop is a better combination.

This airplane is in for annual and I could take more pictures if anyone is interested.

Brian.

Hi Brian

A fella that I know did the O360 tailwheel conversions. He went experimental so he could do mods that he wanted to do to the conversion.

One thing that he did was to make the engine mount 3"s shorter.. Then I think he added 4 or 5"s to each side of the horizontal.

I think with these 2 mods he was able to get the plane to flare proerly w/o adding unnecessary weight to the tail.

Gary

Gary,

The weight that Brian was referring to was in the O-470 conversions on the 175, NOT on the O-360 airplanes. I don't believe any additional weight is required on the O-360 conversions.

MTV

Hey Mike

I don't know the specifics of the O360/175 conversion as to added weight is required, but I have read, and heard from some, that there can be a problem having enough elevator to flare the plane when landing with the conversion.

What some have recommendd was to add weight towards the tail to help with this.

Nobody wants to add unneccessary weight.

Just relaying somethings that I had heard.

My thoughts are worth what you paid for them.

I guess the main reason for me to pass these on, is for it to raise questions for people to explore that are interested in doing the conversion.

Gary

And, thinking back on this, it may be more of an issue with the t/w conversion, but even with the trike gear gear, if you were wanting to do dirt strips, you would want plenty of elevator at authority at slower speeds to keep the nose wheel up.

shortfielder wrote:Hi Brian

A fella that I know did the O360 tailwheel conversions. He went experimental so he could do mods that he wanted to do to the conversion.

One thing that he did was to make the engine mount 3"s shorter.. Then I think he added 4 or 5"s to each side of the horizontal.

I think with these 2 mods he was able to get the plane to flare proerly w/o adding unnecessary weight to the tail.

Gary

Sa the plane a Smiley Creek last year and had a long talk with this fellow that did this work. He did it as experimental with the so called 50% rule.

He in fact did move the engine back a few inches and added area to the horizontal stabilizer. Did a really sweet job. He did say that he wished he had a trimable HS. He got he plane for arround 5K so doing the conversions and other restoration got him into it at a resonable price not counting his labor.

Tim

flynengr wrote:So Zane, I don't suppose that is the kind of "Strait Tail" you're interested in, right? ........

Zane sez "don't ask, don't tell"

whee wrote: .......
Strait of Juan de Fuca. ........

Correction- that's the Strait of Wanda Fuca.