Comments on: Attention to detail

By: thorne

thorne — Tue, 08 Mar 2011 14:38:17 +0000

Wallace–

In many cases I have given the retail prices. As for Air Mod, the charge to redo an interior like ours would be around $30,000. But you get a lot for your money–and 30 more years of airframe life.

Tom

By: thorne

thorne — Tue, 08 Mar 2011 14:34:35 +0000

Don–

As you know, the number of 100-series Cessnas that are truly airworthy are diminishing quickly. We had a lot of trouble finding simple parts, like the baggage door and nosewheel assembly parts (bushings were shot)

Tom

By: thorne

thorne — Tue, 08 Mar 2011 14:31:08 +0000

CJ–

Interesting. We’ll see how our Monarchs hold up. I just don’t like the way water pools on top of the Cessna caps.

Tom

By: thorne

thorne — Tue, 08 Mar 2011 14:22:35 +0000

Dwight–

No problem. That’s what we’re here for…

Tom

By: thorne

thorne — Tue, 08 Mar 2011 14:22:10 +0000

David–

Not sure I know what you mean, but the rest of the seat assembly is the same…..

Tom

By: David Reinhart

David Reinhart — Mon, 28 Feb 2011 19:57:58 +0000

With the seat rails replaced, do you still need the inertial reel belt under the seat that connects to the floor?

By: CJ D'Antonio

CJ D'Antonio — Fri, 25 Feb 2011 20:09:58 +0000

At the time of replacing both fuel blatters in my 1978 Cessna 182Q, I installed the Monarch fuel caps. On the first flight fuel was forced out the cap on the right side tank and exacerbated the crossover problem that did not exsist with the old style flush Cessna caps.

Cessna Pilots Associaton tech note #003 (uneven fuel flow/vent tube position) was followed but the problem continued. Hartwig had no explanation other than the FAA established the check valve pressure settings in the cap. The problem was finally resolved by going back to old reliable. With regard to “killer caps” Replace the 20 cent oring at annual time.

Hartwig did refund my money.

By: don sebastian

don sebastian — Fri, 25 Feb 2011 12:07:26 +0000

Total restoration! Just thinking, how much this airplane will be worth in another 35 years from now. I bet in the year 2046 there will be no more, or very few Cessna 182 around. I hope a person in there twenties, wins it. And keeps it in a hanger. What a nest egg for retirement it could be.

By: Wallace Smith

Wallace Smith — Tue, 22 Feb 2011 17:59:11 +0000

Costs. I love this yearly feature. However, it is maddening to read about the wonderful work from each vendor but have no mention of the costs.

I am considering buying a 1963 PA-24 that has been hangared and is in good shape. I am familiar with its history and need to do my over “Crossover Classic” conversion. (R&R the two-piece front windscreen; add 1/4 windows all around; gut out the original interior and bring up to date; add sound insulation; R&R the extensive avionics and steam gages with modern glass; evaluate whether to add a three blade prop; Add liberally from the Lopresti and Knots-2-u catalogs; completely strip out the asbestos and 1960s artifacts from the engine compartment.

Once finished, this bird should compare very favorably with new airplanes costing three or four times as much as I will have in it.

I would like to use many of the vendors you have mentioned (not only this year but with the twin Comanche from a few years ago). Of course you have strategic relationships with the vendors you use and the costs are below market. It would be very helpful to be able to know at least what the list prices are for the services and products rendered.

Keep up the great work!
Wallace Smith