We’re still not done! Just when you thought that nothing more could possibly be added, still more tweaks and improvements have been made to the Crossover Classic. When will this end? Probably right up to the time we hand the keys over to the lucky winner.
Some of you may recall that the airplane’s full-fuel payload amounted to a mere 353 pounds–as of a weighing that took place in May. You can thank the extra 24 gallons (worth 144 pounds) in the tip tanks for taking such a big bite out of the payload.
To the rescue came Trolltunes, Inc.’s gross-weight increase supplemental type certificate (STC). By adding the Trolltune STC, max gross takeoff weight jumps 150 pounds–from the stock 182P’s 2,950 pounds to the latest and greatest MTOW of 3,100 pounds. Presto! With a little bit of paperwork the airplane is now graced with a 503-pound full-fuel payload. Now two people and bags can make full use of the airplane’s speed and range. For this, I’d suggest climbing to altitude, dialing back the power a tad, and perhaps using the Mountain High oxygen system to take advantage of tailwinds.
The Trolltune STC does come with some limitations. For example, with the Cobham/S-TEC System Fifty-Five X autopilot aft limits of the center of gravity envelope moves forward one inch. But I’ve done sample loading problems and find this isn’t a grave problem unless you’ve loaded the aft baggage compartment to the max.
The other limitation gives the airplane a maximum landing weight. That weight is 2,950 pounds–the max takeoff weight of the stock Cessna 182P. So if you take off weighing 3,100 pounds, you’d have to fly around long enough to burn off that extra 150 pounds in order to land. Land heavier than 2,950 pounds, and the STC requires an inspection of the landing gear. In all, those limitations are small prices to pay for the extra payload. Do you agree? I thought so.
In other news, AmSafe’s seat-belt airbags are being installed on the two front seats. Let there be no doubt: The AmSafe belts give the Crossover Classic a big safety advantage. Which, of course, we hope no one ever realizes. The AmSafe air bag is enclosed in the lap belt portion of the assembly. On-board sensors detect sudden decelerations, and then the bags inflate, preventing the front seat occupants’ heads, necks, and torsos from striking the instrument panel and control yokes. The belts meet the 16-g deceleration protection standards set down in FAR Parts 25 and 121.
Air Mod, an AmSafe installation facility and interior shop located at Batavia, Ohio’s Clermont County Airport, will be installing the AmSafe gear–as well as H3R Aviation’s halon fire extinguisher.
PS Engineering has added to the excitement by offering its latest version of its very popular PMA8000BT audio panel. The new version has its function buttons clearly labelled, making their use highly intuitive. The function buttons let you and/or your passengers listen to ATC, music, or intercom transmissions in any combination–plus make telephone calls via the unit’s Bluetooth capability. You’ll be hearing more from us about the PMA8000BT in upcoming reports in AOPA Pilot.
Well, that’s it for now. After N182CX gets its third oil change–and its first with Aeroshell 15W50 semi-synthetic ashless dispersant engine oil–it’s off to Air Mod for those AmSafe belts. With some 45 hours under its belt, the new engine’s oil level has stabilized at the 10-quart level. The time to make the switch from mineral oil to ashless dispersant has arrived!
Many thanks to PS Engineering, Trolltune, AmSafe, and H3R Aviation for these late-breaking, excellent improvements.