New Chapter: Switching from N-32693 (Piper Arrow II) to N-8812X (Cessna 182D Skylane)
Hello fellow aviators—
It’s with a mix of nostalgia and enthusiasm that I share news of my new restoration adventure. After many memorable hours in my first aircraft, Piper PA-28R Arrow II, N-32693, I’ve decided to turn the page and focus now on restoring a new flying companion: Cessna 182D Skylane, tail number N-8812X.
This 1961 model Skylane packs a reliable Continental O-470 230-hp engine and first flew in January 1961. It’s already FAA-certified and airworthy, and I’m eager to bring it back to peak form.
Over the coming months, I’ll share many steps
of the restoration—from inspection to engine tuning, vintage avionics, and cosmetic touches. It’s going to be a journey full of challenges, discovery, joy, and plenty of learning—for both of us.
Looking forward to sharing stories and advice with this great community as N-8812X begins her new life as my daily flyer.
Blue skies,
Brian OConnor
Elevated Northwest
Comments
Congratulations on your new aircraft adventure! You can now remove "three green" from your before landing checklist!
Keep us posted!
Regards,
Mike
I didn't see a question in your post, so I won't try to answer any.
As the former owner of my own Cessna 182D (S/N 18253086, N9986T), I can say you'll discover it's an awesome airplane that will do just about anything you ask it to do. Except go fast and be miserly with fuel. Depending on how high you cruise, you can expect to flight plan 120 to 125 knots on 12 to 12.5 gallons per hour. I found my C182D was happiest in cruise when manifold pressure was set to the top of the green arc (or full throttle if too high to make top-of-the-green) and the tach at the bottom of the green arc. It seemed to breathe better at higher MP, and there was less vibration and noise at the lower RPM. We spent many hours together at altitudes between 5000 and 8500 feet at those settings. (By no means is 8500 feet a limitation of any sort -- we crossed the Rockies several times at MEAs of 12,000 feet.)
If it doesn't already have one, I recommend installing an oil filter. The screen only protects the oil pump, not the rest of the engine.
Cessna used to have a very inexpensive kit to retro-fit shoulder belts. I don't know if it's still available, but even if it isn't, shoulder belts at all four seats are a worthwhile safety mod.
If you're in a part of the country that gets cold weather, engine pre-heat is a good idea. I had a Tanis kit, and used it all winter, every winter. It takes a long time for a big Continental to fill the oil galleries and provide good lubrication when the oil is the consistency of sludge.
Other than that, my only advice is: go fly it!
Way to go Brian look forward to seeing some good shots of before and afters. You should have some good bones there should carry you for a long time. Carl
IA 47yr A&P DAL A/C Inspector 172n