VOL 15 ISSUE 05 MAY 2018 cessnaflyer.org

CESSNA 400: High-speed Cruiser page 44 Complying with McFarlane SB-9, Revision A – Universal Joints

Aerial Fire Detection Mike McRobert grew up around his father’s airplane in City and fol- lowed him into the cockpit as a dedicated flyer. Then life came along, and as is so often the case, he left the cockpit for a number of years. When the opportunity again presented itself to take to the skies, Mike jumped back in with both feet. He had specific desires for his new airplane and, not finding it in any one option, set out on a path few others attempt at one time. The project, which he calls The Making of N182AP, ended up as a tip- to-tail refurbishment and upgrade of a 182 with Air Plains Services in Wellington, Kansas, as the prime contractor.

Making of N182AP be- came my quest to find THE “what’s next” when my wife Anita and I became empty-nesters a few years back. After 20 years of airline travel, (and hundreds of thousands of frequent flyer miles) I have no desire to The Making of crawl onto another commercial flight to go somewhere to supposedly relax. No, the thought of me doing the flying N182AP: Part One took hold of me. Someday seeing Alaska again, as I did in 1984, from a General perspective, was incredibly appealing. Anita’s desire to see Mount Rushmore and fly the Grand Canyon Finding a high-performance, economical and nearly-new added incentives toward The Making on a tight budget is a nearly-impossible task. of N182AP. It would be our version of taking a motorhome to see the country, That’s why MICHAEL P. McROBERT bought a legacy albeit from 4,000 to 18,000 feet.

Cessna 182 , and with the help of Air Plains The Making of N182AP was not in-

P

h expensive, nor is a project of this size o

t

o

: Services and others, stripped it down and built it

for the faint of heart. It takes time. Some C

o

n

t might even tell me I am tremendously

r

o back up again as a 300 hp Air Plains

l l

e

r upside-down in what N182AP could be

. c

o m “Extra Performance” 182XP. sold for today. To those people, I’d say that my entrance cost into N182AP is roundly 60 percent of what a new Turbo C182 would cost. I’m careful with the phrase “better than new,” but I prefer the normally-aspirated big-bore 300 hp Teledyne Continental IO-550 engine I’m now flying behind versus a “restart” Cessna T182 Turbo Skylane’s engine. I also prefer my separate digital and JPI EDM 930 engine monitor versus an integrated flight deck. N182AP is new, firewall-forward and back. Granted, it’s a 40-year-old airframe, but the aircraft is a great performer and has operating costs I can live with.

Learning to fly My first recollections of General Avia- tion are from about age 3. My father, Dr. L.M. McRobert, had an orthodontic practice which started in Kansas City

CESSNA FLYER (36) MAY 2018 CESSNA FLYER (37) MAY 2018 and later expanded throughout northeast into a cockpit on a low- aircraft. went through all the Sporty’s study apps Missouri. Dad used to Anita, my wife of 35 years, and I for private pilot, instrument rating, flight get to his various offices and he used GA regularly flew that 182 from its base at review and IPC as I was waiting to get in for family travel as well. Charles B. Wheeler Downtown Airport for my medical. I had flown all over the country with (KMKC) to Reeds Spring, Missouri, near It was a thrill that day when I broke my father in a Cessna 175, Cessna 182, Branson and Table Rock Lake, for lake the ground in a Piper Arrow at KMKC. Piper Comanche 260, Baron weekends. We used a private grass strip, Flying seemed to come back quickly and and a Cessna 404 by the time I was 16. Emmerson’s, with about 1,800 feet of it was like I’d never been away; we even It was almost a foregone conclusion that runway. It was cut between the trees on a shot an approach that day. I wanted to learn to fly. I was fortunate hillside. I’m fairly certain that Anita remem- As we were taxiing in from that first that my father allowed—well, maybe bet- bers every landing and takeoff at Emmer- flight, I asked my CFII how many more ter to say “made”—that happen. son’s, as it was a tight, high density altitude flights he thought it might take before Dad gave me the opportunity to learn airport during the summer months. he turned me loose, to which he replied, to fly in a out of (now-closed) Four years later, I sold the 182, since “if you can pass the ground portion, I’m Fairfax Municipal Airport (KCK) in my father purchased a straight-leg Turbo signing a flight review today, but it will be Kansas City, Kansas, beginning in 1975. Piper Saratoga and another Piper Seneca a few more flights before I’ll sign off on My training was complete at age 16; I III. He owned the two aircraft, with one an instrument proficiency check.” had to wait a couple of weeks for my on lease, for a few years. I did well on the ground review that day 17th birthday to be able to take my pri- I joined a hotel management firm in the and drove away from KMKC beaming. I vate pilot checkride. late 1990s. The company acquired a Sen- was once again a legal pilot. Maybe six eca III which I flew a couple of hundred flights later, I also had an instrument pro- Broadening my horizons hours until it was sold in late 2001. My ficiency check in my logbook. At the time, I was 6 feet 4 inches tall flying essentially stopped the day I deliv- and weighed 300 pounds. The Cessna Ownership decisions 150 I learned in was a tight fit and I im- I wanted to make sure I was Now that I was flying more and enjoy- mediately transitioned into a ing flying, I wanted more—a familiar as soon as I gained my private pilot cer- completely honest with myself story from pilots. Anita and I were now tificate. I flew a mix of Pipers throughout as I planned to reenter aircraft empty-nesters; the affordability of own- college, including the Comanche 180, ownership and operation. ing an aircraft again was enticing. I start- Cherokee 180, Archer and Arrow IV. ed considering ownership, first looking After graduating, I came back to Kansas for an airplane to buy into or a partner- City and joined a large accounting firm, ered the company Seneca III to the new ship to join. first as a staff accountant, then as a CPA. owner, with my total time sitting around Ultimately, I wanted to make sure I While I often rented a local Cherokee 180, 1,800 hours. was completely honest with myself as I Mike McRobert (right), and his father, Dr. L. M. McRobert. I was soon given an opportunity to get my My father was still flying. In the late planned to re-enter aircraft ownership multi-engine rating in a Piper Seneca III 1990s, he purchased a very nice, fully and operation. I was 57 years old in early that my father had on leaseback with the equipped Beechcraft B36 Bonanza. Being 2016 as I started looking in earnest and Monte encouraged me to just go fly which Monte responded, “I’m never lowance for the annual inspection, avion- FBI. The FBI returned the aircraft early, what I refer to as “long from the waist understood that my “days were num- his 1975 Cessna 182P. He also put me selling that airplane.” ics subscription updates, etc. yielding greater access to the twin. up,” I had to fly the plane with my head bered”—in both flying and in life. through turbine transition training in his Then I asked Monte to sell me half. I then estimate around $400 an hour After obtaining my multi-engine rating, at an angle, which I just never got com- Pilots are infamous for always wanting Cessna P210 Silver Eagle conversion. Monte stated he didn’t want a partner. for ongoing operating costs of fuel and I was still a relatively low-time pilot with fortable with. As badly as I wanted to fly bigger, faster and higher, but with each Monte’s 182P was no ordinary 182. It consumables. Now, I’ve had a lot of few multi-engine hours. The insurance it—it was a gorgeous aircraft with incred- of those comes added cost. I give myself was an Air Plains Services Continental IO- Weighing the options Baron drivers tell me I’m nuts and that company required several conditions be ible abilities—I think I put less than 10 some credit for being realistic and not 520 300 hp conversion, which Air Plains My early accounting experience, coupled it doesn’t cost that much, but I’ve also met for me to be covered in the Seneca III. hours on the Bonanza. My father shortly getting stuck with something that either I calls the 182XP. When Monte told me his with decades of business operations ex- had a number of Baron operators tell me, To remain insured, I had to earn an thereafter lost his medical and the Bo- could not afford or did not want to afford. 182 had a 300 hp engine, I looked at Mon- perience, has left me often wearing people “You’ve got it just about right.” instrument rating. I obliged, continuing nanza was sold. As my interest in owning again started te and asked, “Are you out of your mind?” out with my mantra that one always has I did that same math for a Turbo Sara- to the use the Seneca III to complete the My flying had come to a halt. As is to percolate in late 2015, I began lurking My memories from my 182R were that to consider the entrance cost, operational toga and came up with $2,500 a month requirements for the rating. The insur- common, young children and an active on online forums and regularly running it was a great-performing aircraft with its cost and exit cost of anything you do in and $250 an hour. ance company also requested that I at- career just did not seem to leave me any the traps at the websites of Trade-A- stock 230 hp engine, carrying whatever life. You can just as easily substitute the Remembering how much I loved my tend what was called “Piper Red Carpet time for flying. Plane, Controller, Global Air, Barnstorm- you wanted at a reasonable speed. Why word “strategy” for “cost.” 182, and getting to fly Monte’s 300 hp School.” I flew the Seneca III down to ers and any others I could find with air- in the heck would you need to go to 300 Thus, I focused my search on find- Skylane, I decided to do that same math Vero Beach, Florida, to take the course. Getting back in the air craft for sale. hp? Then I started reading up on 300 hp ing an aircraft with operating costs that for a 182 and I came up with $1,200 a Sadly, Dad sold that Seneca around 1986. Around 2012, Chad Sneed, a friend I also made a run at buying into an air- conversions in 182s. I would not fear or shy away from. I month and $150 an hour. Both Monte I couldn’t stand to be without , so and co-worker, started his own flying plane or two as a partnership, which for Once I flew Monte’s IO-520-powered have frequently watched people figure and others told me my math was too I purchased a stock 1981 Cessna 182Q lessons. Listening to Chad talk about his various reasons didn’t end up working 182, I realized that a 300 hp 182 is spe- out a way to cover the entrance cost for high. I’d also consulted with Keith and put 600 hours on it over the next flying experiences rekindled my interest out. Along the way, I decided maybe I’d cial and that the 300 hp conversion takes something, only to later figure out they Hetrick at Hetrick Aviation. I met Keith three or so years. and desire to fly. I wandered down to the make do with a lesser aircraft and own it what some might call a “utilitarian” air- couldn’t afford to use what they bought, through Monte. Keith was a great re- I quickly developed an appreciation flight school and the next thing I knew, I all myself. craft that does all things well, but nothing which usually leads to an ugly exit. source for me as I was evaluating costs for the 182 and its capabilities, as well as was completing a medical, with the aim really great, and makes several moves My operational cost math for a used and then later during my aircraft search. the physical cabin space—it was a good to get back into flying. Monte’s birds toward greatness. light twin, specifically a Beechcraft Baron, However, my math is meant to be an fit for my height. I found the ingress and I was rusty, knowledge-wise, after 12 Through the process of exploring Seeing as Monte also had his Silver is $4,000 per month to own, going toward all-in, all-done amount—and if that math egress of the high-wing aircraft preferable years away from flying. Before getting aircraft ownership, an acquaintance, Eagle, I told Monte that he should just hangar, insurance, personal property tax, worked for me today, then I should have compared to crawling up a wing and diving back in an airplane, I purchased and Monte McDowell, became a great friend. sell me the IO-520-powered 182, to maintenance and a $600 per month al- fewer issues tomorrow.

CESSNA FLYER (38) MAY 2018 CESSNA FLYER (39) MAY 2018 After a year or so of studying, lurking versus bladders. My 1979 Cessna 182 relationship evolved, as I appreciated of age-related issues I was going to be and scanning websites, I decided that I had been a Q Model with the 88-gallon Brian’s honesty and knowledge. dealing with. would focus on single-engine, normally- wet wing. I called Brian immediately after my first aspirated, fixed-gear aircraft. All three of During my search in 2016, R Models conversation with Jim in Cushing, and Why not buy a ready-to-fly aircraft? those choices were aimed at or toward a were hard to find. When you found one, forwarded Brian a link to N7476S on N7476S was purchased for $57,000, reduction in operating costs, annual in- they usually had high total times. I had Controller.com, asking Brian, “What do knowing that it needed a complete make- spection costs and insurance costs. also begun noting discussions on aviation you think?” over. It was also my opinion that most of Further, by staying with a straight-leg, forums about the issues people were having Brian agreed it looked interesting, given those other legacy Cessna 182 aircraft for single-engine, normally-aspirated aircraft, with fuel leaks on legacy Cessna wet-wing my stated plan. sale from $80,000 to $120,000 needed at age 57-plus, I would arguably be creat- aircraft. The more I read, the less I liked the Jim called me back. N7476S was still most of what I was going to do to mine. ing an aircraft I might fly more safely for idea of the wet wing; I decided to elimi- for sale. I engaged Brian to review the Pilots are incredible at justifying ex- maybe the next 20 years or more—my nate wet-wing aircraft from my search. digitized logbooks, check the FAA records penditures toward flying and aircraft. I “retirement” aircraft. My search narrowed toward a P or and to talk directly with Jim. convinced myself that the first $30,000 to Now I liked the airframe pre-1979 Q-model 182 with bladders. Brian asked for photographs (such as $40,000 I spent on those various upgrades a lot, but the base cost of any 206 was Installing brand-new bladders had been tail section photos) in order to look for to N7476S were paid, somewhat, with free about $100,000 more than a 182, and identified as an approximate $6,000 cost signs of corrosion. Things continued to money, as my cost basis in N7476S was most of the current models are turbo- toward what was arguably a 20-year fix. check out. The aircraft had very little vis- just now getting to a level equal to those charged. On paper, the 206 adds around New bladders looked very cost-effective ible corrosion, complete logbooks and other, more expensive aircraft. 300 pounds of useful load. For this in comparison to what I was reading no reported or traceable damage history. And while I was able to convince my- reason, used 206s seemed to command regarding the evolving wet-wing leaks I could not get to Cushing to see the air- self of a lot, I never, ever used the word a premium, as many are used in either and unsuccessful attempted fixes. (Cessna craft myself due to business conflicts, and “investment,” as I do not see the project freight hauling or float duty. Flyer recently published an article on fuel time was of the essence, as others were as an investment. I hoped then, and still So, Cessna 206s were eliminated from cell replacement in a Cessna 182P. For all interested in the airplane. hope now, for N182AP to be a means to my search due to the entrance cost. Too All I really cared about was ensuring an end: fun! bad; I would have really loved to have had Operating costs for a 300 hp there was no damage history and limited- The next stage would indeed be fun— that large double rear door. My plan for a to-no corrosion, as I planned to replace planning the overhaul of N7476S, soon 206 would have been to take out the third- 182 looked affordable in everything. I asked Brian to drive from to become N182AP. row seat and add second-row passenger comparison to a twin or turbo- Olathe to Cushing to review the aircraft in comfort and more luggage capacity. charged six-place aircraft… person. I was happy when Brian reported As I read more, I realized that integrat- back that everything looked good. Next month: With the blank slate of ed flight decks, like the G1000s installed It was time. I called Anita. Anita knew N7476S in hand, Michael evaluates the on “restart” (1996 or later) Cessna 182s, the details and photos, see “Step-by-Step that I had been looking and lurking on- pros and cons of the myriad choices avail- probably weren’t for me and my retire- Fuel Cell Replacement” by John Ruley in line, but she did not really think I was able for his new 182. What was intended ment aircraft. I also figured that I’d have the January 2018 issue or online at Cess- close to anything. Anita also did not to be initially just a firewall-forward an easier time finding an A&P who could naFlyer.org. —Ed.) know that I had Brian Taylor already up upgrade quickly ends up as a complete work on stand-alone instruments. Eventu- at the airport in Oklahoma, primarily spinner-to-tailcone renovation. ally, restart Cessna 182s were eliminated A suitable candidate because it was all happening quickly. I from my search. In August 2016, N7476S appeared on asked her, “Are you going to divorce me if As I continued to fly Monte’s 182XP, Controller.com’s website. It was advertised I buy N7476S?” Resources my appreciation for the 300 hp 182 in- with 1,513 hours TTAF and engine, and Anita responded, “I’d rather you owned creased. The added climb and speed were had its original avionics. The aircraft was in a 182 than a larger airplane with a partner.” CESSNA 182 UPGRADES meaningful, and I’d read stories of 160 annual, but it was out of IFR certification. Jim and I agreed on a price of $57,000 ktas 182s. Operating costs for a 300 hp N7476S was in Cushing, Oklahoma, and with the seller delivering the aircraft to Air Plains Services Corp. 182 looked affordable in comparison to was owned by Jim Clements, the airport Keith Hetrick’s shop, Hetrick Aviation in airplains.com/upgrades/cessna-182 a twin or turbocharged six-place aircraft, manager in Cushing. Topeka, Kansas (KTOP). I took posses- and a legacy 182 will often have a larger The day I called and spoke with Jim, he sion of N7476S Aug. 24, 2016. AIRCRAFT CLASSIFIEDS legal useful load than a six-place retract- said someone was already on their way Upon N7476S’s arrival in Topeka, I able Piper Turbo Saratoga. to look at the aircraft and he’d obviously told Keith he had a $500 budget for his Barnstormers.com, LLC I had looked hard at Saratogas, as I’d give them the first shot toward purchas- time toward a quick review of N7476S barnstormers.com enjoyed my dad’s straight-leg Turbo Sara- ing the airplane. I asked Jim to call me if with only one question to answer—do I Controller toga. However, the affordability factor, N7476S didn’t sell. proceed with my project as planned? controller.com plus my experience with Monte’s 182, During my search, I had met Brian Keith knew that I was only interested Global Air kept pushing me back to the 182XP. The Taylor with Heartland Airplanes based in corrosion, hidden damage, or anything globalair.com/aircraft-for-sale search for a quality legacy 182 airframe at Johnson County Executive Airport else that might have been missed that Trade-A-Plane commenced, and I began planning my (KOJC) in Olathe, Kansas. I had investi- would add substantial entrance cost to trade-a-plane.com own 300 hp conversion. gated a Cessna 182 that Brian had for sale, my planned makeover. Had he discovered telling Brian that I planned to do a 300 hp issues that I didn’t want to deal with, my PURCHASE ASSISTANCE Finding the right airframe conversion. Brian’s aircraft had a reason- plan was to simply relist the airplane for I narrowed my search to legacy 182s able amount of engine time left and was sale, take whatever loss I might take, and Heartland Airplanes, LLC and looked at P, Q and R Models. Ini- outfitted with just enough newer avionics move on. heartlandairplanes.com tially, I wanted an R model in the worst to the point where it did not seem like a Fortunately, Keith gave the go- Hetrick Aviation, Inc. way. I wanted the 88 gallons of useable perfect fit for my plan. Brian agreed with ahead, stating N7476S’s basic airframe hetrickaviation.com fuel, and liked the thought of a wet wing my assessment, which impressed me. A seemed sound, but obviously had a lot

CESSNA FLYER (40) MAY 2018 CESSNA FLYER (41) MAY 2018