What is it about the C180/185
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What is it about the C180/185?
Having flown the both for some 2,500 hours on superspreading and instructional duties, I have only the best memories for a good-looking, easy to handle aeroplane in all kinds of off-airport ops.
It has a hard to define attraction to pilots who enjoy their flying at the same time as doing a challenging job outside of the ordinary, a great piece of kit to hone ones flying skills to the highest level.
If you have not flown it, you should.
Elzimex.
It has a hard to define attraction to pilots who enjoy their flying at the same time as doing a challenging job outside of the ordinary, a great piece of kit to hone ones flying skills to the highest level.
If you have not flown it, you should.
Elzimex.
Not many " retired airline pilots " in this club at the moment. The ones who do belong are bl**dy good blokes.
I could be wrong, but I think a couple of them I know topdressed for a few years in the very same machines they now own, before starting in the airlines?
Any photos are good photos Corky!
I could be wrong, but I think a couple of them I know topdressed for a few years in the very same machines they now own, before starting in the airlines?
Any photos are good photos Corky!
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ZeeBee,
KPA is now POO and it's still going strong despite the rego.
MC
KPA is now POO and it's still going strong despite the rego.
MC
Are you sure it's still a 185 ? I thought the rego was swapped to KPB or something like, when it was sold to someone in Port Lincoln who promptly (rumour has it) ground-looped it again
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ZeeBee
Recently did a BFR in a J5G with Lyco 180 and found it quite civilised. Maybe the new Scott 3200 tailwheel helped too.
Recently did a BFR in a J5G with Lyco 180 and found it quite civilised. Maybe the new Scott 3200 tailwheel helped too.
That was mine! and by implication, that was me.
The Scott tailwheel does help, but it still requires undivided attention (as per 180) when in proximity to terra-firma
KPA history.
It sat at Port Augusta for awhile. Reports by locals of it emerging from a cloud of dust at far end of runway after a G-loop. Blown over by RAAF jet resulting in damage to RH wingtip and tailplane.
KPW at YPAG July 2004.
SERIAL RGO MVT TYPE date OWNER Field10
1850549 KPC NTU 185 x N2549Z. Became VH-KPA (1)
1850549 KPA SOR 185 15-Apr-83 Withdrawn from use
1850549 KPA SOR 185 30-Jul-85 Damaged 29.07.1985 at Jandakot, WA
1850549 KPA RTR 185 09-Aug-88 Kevron Photographics
1850549 KPA CO 185 13-Sep-91 Kevron Pty Ltd
1850549 KPA COA 185 26-Nov-99 Kevron Pty Ltd
1850549 KPA RC 185 20-Dec-99 To VH-KPW (2)
1850549 KPW ATR 185 20-Dec-99 Kevron Pty LtdEx VH-KPA
1850549 KPW CO 185 17-Feb-00 A.C. Thomas
1850549 KPW co 185 01-Jan-06 current owner
1850549 POO cor 185 01-Jan-08 current
1850549 KPC NTU 185 x N2549Z. Became VH-KPA (1)
1850549 KPA SOR 185 15-Apr-83 Withdrawn from use
1850549 KPA SOR 185 30-Jul-85 Damaged 29.07.1985 at Jandakot, WA
1850549 KPA RTR 185 09-Aug-88 Kevron Photographics
1850549 KPA CO 185 13-Sep-91 Kevron Pty Ltd
1850549 KPA COA 185 26-Nov-99 Kevron Pty Ltd
1850549 KPA RC 185 20-Dec-99 To VH-KPW (2)
1850549 KPW ATR 185 20-Dec-99 Kevron Pty LtdEx VH-KPA
1850549 KPW CO 185 17-Feb-00 A.C. Thomas
1850549 KPW co 185 01-Jan-06 current owner
1850549 POO cor 185 01-Jan-08 current
KPW at YPAG July 2004.
Last edited by 185skywagon; 25th Aug 2009 at 22:56.
CKT
See a pic of CKT at valley road, I flew her there about the same time. terrific STOL performance with the sportsman Kit. Had it back to 35 kias, pretty empty of course. CGG with the original cessna 185 wing will only get back to about 50-55 and then the stall warning comes on and the sink starts, you can see it in Chucks video but very docile with it and easy to catch. Runs out if ailerion response at low speed too. Back to CKT the noise was awesome as well with a massive 2 blade prop, forget the size. After Valley road she went to Pokeno as a Parachute drop ship for many years. Sadly a year ago she was at Ardmore in pieces, outside looking forlorn and neglected, corroding badly. The cost of rebuilding these Hulls is well into 6 figures now and I hope someone takes up the challange. As an owner I must warn against buying one, you will not want to sell it even after it has taken all your money
You are correct there, after 20 years of C180 ownership she still takes all my money but gives me back some fantastic memories. 9500 feet sliding past the big chook in the spreading dawn.
The C180 and 185 are really good at doing everything, short field, rough field, cross country, load carrying, towing, dropping etc.
The C180 and 185 are really good at doing everything, short field, rough field, cross country, load carrying, towing, dropping etc.
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185Skywagon
Thanks for the rundown on KPA now POO.
Whatever possessed them to use that rego????
Murray Cod gave me the heads up originally, but I mistakenly thought that it was based at POO (didn't have a clue where that was either, but was too chickensh*t to admit it) on the basis that NO-ONE would actually use that as a rego.
Wrong again!
Anyway...good to see her working again.
Thanks for the rundown on KPA now POO.
Whatever possessed them to use that rego????
Murray Cod gave me the heads up originally, but I mistakenly thought that it was based at POO (didn't have a clue where that was either, but was too chickensh*t to admit it) on the basis that NO-ONE would actually use that as a rego.
Wrong again!
Anyway...good to see her working again.
Whatever possessed them to use that rego????
It is the nickname of one of them. Prone to hurling himself out of aeroplanes, alot.
See these excellent handling notes from a bloke that put a bit of thought into it.
C185 handling notes
annual cost
Tinpis
$30 000 a year sounds about right
. If you work it all out properly.
Fortunately I dont or I would do the sensible thing and sell the thing.The mistake alot of people make is to pay all the overheads and annual maintainance and then not fly it because they think it costs an arm and leg to start up. So most Private ones would be lucky to do 100 hrs a year making the hourly all up cost even higher. Plus the insurance after they crash due lack of currency
I figure once in the hangar with the annual and insurance paid the only marginal cost up to 100 hrs a year is the fuel, even the engine needs that use to stay healthy. Chuck is happy to help with the 100 hrs! Just did a trip down south. 135-140 Kts, 400 Nm, 5 pob, 50 lph, landed in a Farm paddock on the way no drama. Very few aircraft can do that combination. As for the cost well went to the Auckland boat show last year and decided a 185 is still good value, and look the same in 20 yrs time.
$30 000 a year sounds about right
. If you work it all out properly. Fortunately I dont or I would do the sensible thing and sell the thing.The mistake alot of people make is to pay all the overheads and annual maintainance and then not fly it because they think it costs an arm and leg to start up. So most Private ones would be lucky to do 100 hrs a year making the hourly all up cost even higher. Plus the insurance after they crash due lack of currency I figure once in the hangar with the annual and insurance paid the only marginal cost up to 100 hrs a year is the fuel, even the engine needs that use to stay healthy. Chuck is happy to help with the 100 hrs! Just did a trip down south. 135-140 Kts, 400 Nm, 5 pob, 50 lph, landed in a Farm paddock on the way no drama. Very few aircraft can do that combination. As for the cost well went to the Auckland boat show last year and decided a 185 is still good value, and look the same in 20 yrs time.
A cowboy's guide to the Cessna 185
These notes or collection of trivia are just a selection of thoughts on C185 handling and other aspects of the type. There has been little material formerly available for those newly rated or for new owners, so the following may be handy. It contains
advice on some operations that are ill advised and outside the normal flight envelope.
Sometimes people end up there whether by intent or not. Much of this stuff is opinion only,
and must be taken as an 'at your own risk' guide. Above all, use common sense. The only way to learn to fly one
is to go and do it. As with all motor skills that involve significant risks, it is better to start rehearsing with a few ideas rather than being caught short. Most published aircraft and manufacturer material is written with a
view to avoid legal liability. In some cases by lawyers for lawyers. These notes are primarily intended
to inform pilots operating in average, non-demanding locations. Hence, you need not try all this stuff on your home patch. However, since the C185 tends to
be used for short field and mountain flying these notes are also written with that in mind.
My experience was gained in the Southern Alps of New Zealand and
commercial ops in Papua New Guinea. My total time on the C185 is only about 1000 hours but covers 30 years.
Emergencies
Mostly the standard engine failure drill for forced landings. One idea if forced to dead-stick into a very small clearing or beach is to pole forward and lock up the brakes as soon as
firmly on the ground. This will flip the aircraft and it will stop in a short distance with relatively
little damage. The occupants should be safe from harm with the wing below and the
tail-section to absorb any impact. It would take some nerve to actually do this but in theory it
sounds like a good idea. Partial engine failures are actually more common. Mainly magneto
failures, cracked cylinders and blocked injectors. In all these cases the engine will run with
some vibration but performance will be affected and it may not be possible to remain at
altitude. Remember to use the electric fuel pump if an engine failure occurs.
In it's entirety, a great essay. Above is only a small extract from the link that has been provided here today.
These notes or collection of trivia are just a selection of thoughts on C185 handling and other aspects of the type. There has been little material formerly available for those newly rated or for new owners, so the following may be handy. It contains
advice on some operations that are ill advised and outside the normal flight envelope.
Sometimes people end up there whether by intent or not. Much of this stuff is opinion only,
and must be taken as an 'at your own risk' guide. Above all, use common sense. The only way to learn to fly one
is to go and do it. As with all motor skills that involve significant risks, it is better to start rehearsing with a few ideas rather than being caught short. Most published aircraft and manufacturer material is written with a
view to avoid legal liability. In some cases by lawyers for lawyers. These notes are primarily intended
to inform pilots operating in average, non-demanding locations. Hence, you need not try all this stuff on your home patch. However, since the C185 tends to
be used for short field and mountain flying these notes are also written with that in mind.
My experience was gained in the Southern Alps of New Zealand and
commercial ops in Papua New Guinea. My total time on the C185 is only about 1000 hours but covers 30 years.
Emergencies
Mostly the standard engine failure drill for forced landings. One idea if forced to dead-stick into a very small clearing or beach is to pole forward and lock up the brakes as soon as
firmly on the ground. This will flip the aircraft and it will stop in a short distance with relatively
little damage. The occupants should be safe from harm with the wing below and the
tail-section to absorb any impact. It would take some nerve to actually do this but in theory it
sounds like a good idea. Partial engine failures are actually more common. Mainly magneto
failures, cracked cylinders and blocked injectors. In all these cases the engine will run with
some vibration but performance will be affected and it may not be possible to remain at
altitude. Remember to use the electric fuel pump if an engine failure occurs.
In it's entirety, a great essay. Above is only a small extract from the link that has been provided here today.
Last edited by Fantome; 28th Aug 2009 at 05:24.
Did read I somewhere, the private owner cost for 100 hours flying per annum was $30000?
That figure includes insurance and maintenance but not finance charges or engine/prop provisions, hangarage, avionics upgrades etc.
Straight out Maintenance/repair cost are about $25K/700hr.
Airframe is relatively young though.
Engine cost are negligible, over the life of 3-4 years, provided they are treated well.
Works out to about $92/hour for me.
About $180/hr for everything (avionics, minor plant, interest,hangarage etc) excluding fuel as mentioned above.
Silly Old Git
Remember to use the electric fuel pump if an engine failure occurs.
I did turn the electric pump on but that just increased the already overpowering smell of petrol
****e! Not good, over jungle, shut engine, lowered nose and bugger me there was a mission strip right in front of me!
I managed to land dead stick without cocking it up (Anguganak ) and hitched a ride back to Wewak with the surprised mission pilot that was parked on the strip watching me come in.
My costs per flying hour based on 900+ hrs per year are around NZ$240.00. This is fuel (70-75 ltrs per hr ) engine and prop replacement / overhaul, insurance, maintanence + a bit for unscheduled stuff. This is not allowing anything for a full paint job and interior at some stage, hangerage or any new avionics that may be needed. Obviously fuel price fluctuations can change this figure quite a bit, at the moment I am paying around NZ$1.90 per litre. Also no finance costs included. Would be pretty close to your figure 185skywagon, taking into account exchange rate and a few things.
Grandpa Aerotart
fantome the author of that fine piece of practical writing is posting on this thread - saabsforever.
I used to have a picture of me landing at Moresby that day Sarge - long since lost unfortunately
With no load it is possible to fly to the maintenance base and hardly use the flat wheel. Elevators, brake and power will keep the tail up even from a standing start and to a dead stop. Take care not to tip over though. Also with heavy use the tail spike can fatigue and break. They are hollow so if
stuck find a 3/8 reinforcing rod, weld a plate on one end for a skid and bash the other into the hole. That will get you home.
stuck find a 3/8 reinforcing rod, weld a plate on one end for a skid and bash the other into the hole. That will get you home.
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Hey if anyone knows of any that may be for hire in NZ share your info !
Would also be interesting to know the same about oz too..
Would also be interesting to know the same about oz too..
Get in touch with the owner of the 180 shown in #107.He may be able to help.