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23 Feb 2020, 18:54 [ UTC - 5; DST ]


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 09:52 
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Joined: 05/29/13
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Company: Easy Ice, LLC
Location: Marquette, Michigan; Scottsdale, AZ
Aircraft: C310, C510, C185
Damn that’s pretty.

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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 10:43 
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Location: 0TX0 Granbury TX
Aircraft: T-210M Aeronca 7AC
I think I’d have a hard decision to make between the Skywagon and the C-195. One of each would be nice.


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 10:52 
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Location: Mandan, ND
Aircraft: C90, 200
Username Protected wrote:
Landed mine on 22R at KMDW today. This after a breakfast flight with our own Stuart F from KMQJ (Indy Regional) to KBAK (Columbus, IND)

http://youtu.be/tp8nfdnO0tw


Way cool! First lands at the 500’ mark and then taxis the taildragger right up front at Atlantic! Cool!

:thumbup:


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 11:04 
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Joined: 04/04/11
Posts: 125
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Company: First Light Logistics
Location: Phoenix Az
Aircraft: Cessna 180, King Air
Username Protected wrote:
Mark
I would love a C185 for all the reasons us reading this thread do. I had a Maule for years (MX7-235), and now I fly a TBM 700 (A model) and really miss the taildragger.
The farmstrips, here in South Dakota, we fly out of are 1,100 ft long and the other is about 980 ft long. They are on top of bluffs with drop offs on either end. The Maule had no problem with the strips and our Zenith LSA does it with ease.
The C185 is a great grass strip ( off airport etc) plane, but how does it do for short field takeoff and landings?
I realize that’s a loaded question. It’s really all about pilot skill and technique. But do you feel it’s a plane that after much practice it should work, or is their just not enough margin for error with the steep drop offs on either end?
Thanks for the post. Love the Skywagon.

Greg


Here’s a video I made back in 2008, the strip is about 30 miles West of Payson Arizona on the Verde River, it’s about 1200’ usable at 2500’ elevation. I had 50 gallons of fuel on board, two people.

https://vimeo.com/1759315


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 11:26 
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Username Protected wrote:
Mark

The C185 is a great grass strip ( off airport etc) plane, but how does it do for short field takeoff and landings?


Greg



Greg,

Short work is one of the hallmarks of the 180/85 airplanes. Of course you have to nail the landing to stop short but it’s pretty impressive how the pros do it.
I haven’t really flown other taildraggers to have a comparison. My taildragger induction was an hour in a super cub and a couple rides in a decathlon.
Takeoffs when lightly loaded happen pretty quick, especially at sea level.

Rgs
Patrick


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 11:52 
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Joined: 05/29/13
Posts: 10975
Post Likes: +7321
Company: Easy Ice, LLC
Location: Marquette, Michigan; Scottsdale, AZ
Aircraft: C310, C510, C185
Amphibs to wheels time lapse

http://youtu.be/YV9Grr9N8aA

_________________
Mark Hangen
Deputy Minister of Ice (aka FlyingIceperson)
Power of the Turbine
"Jet Elite"


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 11:53 
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Joined: 03/18/09
Posts: 1067
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Company: SierraTrax
Location: KHCR/KSNA
Aircraft: Citation CJ2+
This is a very timely thread for me. I mentioned in my Citabria vs 180 thread that I was trying to decide which airplane to reposition to Utah and teach my kids in. Ultimately, I am going to take the Citabria up there, but I hope to get the 180 restoration done by early next year and then will position it up in Utah year round. I bought the 180 without ever flying it (or any 180 to be honest), so I am enjoying learning about it here.

It is a 55 180 with about 1200 hours on it and a Texas Skyways conversion on the engine. Pulled the jugs and the engine looks good and has been run every 3-4 months for the last 10 years. Airframe has been gone through and the wings were re-skinned in the last few years. Working on getting it into paint and then interior/avionics. It will end up with a G3X, 750, 255, and 500 autopilot. No vacuum pump or analog gauges anywhere. I think I am going to put the original 55 paint scheme on it with red accents.

-Jason

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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 12:10 
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Joined: 05/29/13
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Company: Easy Ice, LLC
Location: Marquette, Michigan; Scottsdale, AZ
Aircraft: C310, C510, C185
Username Protected wrote:

Here’s a video I made back in 2008, the strip is about 30 miles West of Payson Arizona on the Verde River, it’s about 1200’ usable at 2500’ elevation. I had 50 gallons of fuel on board, two people.

https://vimeo.com/1759315


Just down the Verde River we landed on a riverbed. This is the departure and then a flight to Gleason Flats over by the Roosevelt reservoir. It’s a 360 camera for click the link and play in YouTube. Don’t click the thumbnail.

http://youtu.be/_AtpGJy8_n8

_________________
Mark Hangen
Deputy Minister of Ice (aka FlyingIceperson)
Power of the Turbine
"Jet Elite"


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 12:13 
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Joined: 05/29/13
Posts: 10975
Post Likes: +7321
Company: Easy Ice, LLC
Location: Marquette, Michigan; Scottsdale, AZ
Aircraft: C310, C510, C185
Username Protected wrote:
Here’s a video I made back in 2008, the strip is about 30 miles West of Payson Arizona on the Verde River, it’s about 1200’ usable at 2500’ elevation. I had 50 gallons of fuel on board, two people.

https://vimeo.com/1759315


This is Red Creek viewed from a drone we had with us.

http://youtu.be/oFxK9DRuGOc

_________________
Mark Hangen
Deputy Minister of Ice (aka FlyingIceperson)
Power of the Turbine
"Jet Elite"


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 12:17 
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Joined: 05/29/13
Posts: 10975
Post Likes: +7321
Company: Easy Ice, LLC
Location: Marquette, Michigan; Scottsdale, AZ
Aircraft: C310, C510, C185
Username Protected wrote:
Landed mine on 22R at KMDW today. This after a breakfast flight with our own Stuart F from KMQJ (Indy Regional) to KBAK (Columbus, IND)

http://youtu.be/tp8nfdnO0tw


Way cool! First lands at the 500’ mark and then taxis the taildragger right up front at Atlantic! Cool!

:thumbup:


Just cause I could. :rofl:
_________________
Mark Hangen
Deputy Minister of Ice (aka FlyingIceperson)
Power of the Turbine
"Jet Elite"


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 12:39 
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Joined: 06/12/11
Posts: 114
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Aircraft: J3C, C185
Username Protected wrote:
Mark
The C185 is a great grass strip ( off airport etc) plane, but how does it do for short field takeoff and landings?
I realize that’s a loaded question. It’s really all about pilot skill and technique. But do you feel it’s a plane that after much practice it should work, or is their just not enough margin for error with the steep drop offs on either end?
Thanks for the post. Love the Skywagon.

Greg


I agree with Tom above.

We had a very light ‘54 180 for several years before the 185. With light loads (say 40 gal and one person) even a stock wing 180 will go in and out shorter than a 185 with the same load. Assuming reasonable density altitudes, a 980’ strip is easy in a light 180 with a competent pilot. Start adding weight and you need to pay attention, though even closer to gross it should be doable.

But remember, an early 180 at its 2550# gross is a *much* better performer than a later 180 with a gross weight increase at 3190#. Weight is everything when it comes to 180/185 performance, and 230hp is pretty marginal at 3190#.


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 Post subject: Re: Flying the Skywagon
PostPosted: 19 May 2019, 23:08 
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Joined: 10/19/08
Posts: 919
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Location: Far West Texas
Aircraft: Baron 58, Pitts S2A
Username Protected wrote:
Mark
The C185 is a great grass strip ( off airport etc) plane, but how does it do for short field takeoff and landings?
I realize that’s a loaded question. It’s really all about pilot skill and technique. But do you feel it’s a plane that after much practice it should work, or is their just not enough margin for error with the steep drop offs on either end?
Thanks for the post. Love the Skywagon.

Greg


I agree with Tom above.

We had a very light ‘54 180 for several years before the 185. With light loads (say 40 gal and one person) even a stock wing 180 will go in and out shorter than a 185 with the same load. Assuming reasonable density altitudes, a 980’ strip is easy in a light 180 with a competent pilot. Start adding weight and you need to pay attention, though even closer to gross it should be doable.

But remember, an early 180 at its 2550# gross is a *much* better performer than a later 180 with a gross weight increase at 3190#. Weight is everything when it comes to 180/185 performance, and 230hp is pretty marginal at 3190#.

Right on with the weight thing. I keep myself at 135# fighting weight, and am looking to order a set of Titanium MLG legs, saving 32 pounds overall. Just loving' it.

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 Post subject: Re: Flying the Skywagon
PostPosted: 20 May 2019, 09:21 
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Joined: 01/07/19
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Aircraft: Baron G58
Username Protected wrote:
Mark
I would love a C185 for all the reasons us reading this thread do. I had a Maule for years (MX7-235), and now I fly a TBM 700 (A model) and really miss the taildragger.
The farmstrips, here in South Dakota, we fly out of are 1,100 ft long and the other is about 980 ft long. They are on top of bluffs with drop offs on either end. The Maule had no problem with the strips and our Zenith LSA does it with ease.
The C185 is a great grass strip ( off airport etc) plane, but how does it do for short field takeoff and landings?
I realize that’s a loaded question. It’s really all about pilot skill and technique. But do you feel it’s a plane that after much practice it should work, or is their just not enough margin for error with the steep drop offs on either end?
Thanks for the post. Love the Skywagon.

Greg


That strip is where a pilot from Queen Creek AZ crashed on father's day (4 adult men) several years ago in a Cessna Taildragger. Hot and heavy. "terribly unforgiving of mistakes and neglect". He had flown in and out many times, including once with me in the same airplane.


Here’s a video I made back in 2008, the strip is about 30 miles West of Payson Arizona on the Verde River, it’s about 1200’ usable at 2500’ elevation. I had 50 gallons of fuel on board, two people.

https://vimeo.com/1759315


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 Post subject: Re: Flying the Skywagon
PostPosted: 20 May 2019, 10:17 
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Company: Woodrow Corp
Location: Springfield, OH (I54)
Aircraft: 1952 Bonanza C35
Username Protected wrote:
I think I’d have a hard decision to make between the Skywagon and the C-195. One of each would be nice.


How does the 195 compare to the 185? The 195 was available with 275 and 300 HP engines. The 190 had 245 HP. One of my 195's had a 350 HP Bamboo Bomber engine conversion. It was a hot rod.


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 Post subject: Re: Flying the Skywagon
PostPosted: 21 May 2019, 00:04 
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Posts: 114
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Aircraft: J3C, C185
Username Protected wrote:
I think I’d have a hard decision to make between the Skywagon and the C-195. One of each would be nice.


How does the 195 compare to the 185? The 195 was available with 275 and 300 HP engines. The 190 had 245 HP. One of my 195's had a 350 HP Bamboo Bomber engine conversion. It was a hot rod.


The 185 and 195 have very different missions.

I have a good friend with a 275 Jake in his 195. Speed wise, they’re about a wash. Fuel flows are close enough to not matter. Gross weights are nearly the same, but he’s heavier empty. I’d say that’s where the similarities end, other than where the little wheel is.

The 195 is like a 50’s Cadillac inside - huge and super cool feeling (there’s even a roll up window!), but as you know, it is blind, especially forward and right. The engine blocks a lot. The 185 is comparatively tight inside. However the 185 has *much* better flaps, and as a result is considerably better at getting in and out short. The split flaps on a 195 add drag, but not much in the way of lift. Nobody’s taking a 195 into Lower Loon in Idaho, though I have seen them at Johnson Creek during the harmonica festival.

Need engine parts? No problem on the 185. While the Jacobs are generally fairly well supported, there are some pieces that are becoming unobtanium. My friend is always watching eBay and other sites for 195 parts. You think ruddervator skins are scarce? Try finding a cast magnesium carb heat box.

If the zombie apocalypse happens, I want a flat engine to get the hell out of dodge. His routine to start up the Jacobs is like watching someone trying to fire up a steam locomotive in comparison. Between pulling the prop through, pulling a plug if he can’t clear a hydraulic lock, making sure the prop is full coarse, starting on the distributor, etc... But I do think that is part of the fun, as long as you’re not in a hurry.

But man, the 195 is a beautiful airplane, and the sound of a radial engine never, ever gets old.

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