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Kevin Ware is an ATP who also holds CFI, MEII and helicop- ter ratings, has more than 10,000 hours and is typed in several dif- ferent business jets. He
has been flying for a living on and off since he was 20, and currently works as a contract pilot for various cor- porations in the Seattle area. When not working as a pilot he is employed part time as an emergency and urgent care physician. He can be reached at kevin.ware2@aol.com.
buying a simpler aircraft. I looked closely at Carbon Cubs, but now with eight grandkids, the two-place cockpit seemed inadequate. That led me to a Cessna 180 or 185 search. I eventually found and bought one late last year, promptly sending it to Upland Aviation in Chilliwack, BC, for a “complete makeover” as they say in the cosmetics business. The process turned out to be fraught with frus- tration and delay, but that is another story. Also, not wanting to completely submerge in the bath of “simplicity,” I had Lawrence Liu of Trilogy Avionics remove the instrument panel in order to replace all the instruments with glass and install a new Garmin autopi- lot. During a visit, Lawrence proudly displayed the new panel cut out for me...strangely only two round holes.
Interestingly, the activity of restor- ing a very simple, single-engine, fixed- gear, piston-powered, 40-year-old Cessna to essentially new condition was a very satisfying experience. So much so that I found all my airplane time now involved messing around with the 180, so I sold the 340. And truthfully, just like Tom, I have not missed the flight level pressurized fly- ing much at all. My thinking is surpris- ingly similar to many retired airline pilots: “If you want me to do that kind of flying, then I will need to get paid.”
The next thing I did in pursuit of simplicity was drive out to Priest River, Idaho, and visit Tom Hamilton’s Aero- cet aircraft float factory. They have a bunch of very skilled and enthusiastic fiberglass float builders out there who do excellent work. After looking their product over and recalling the prob- lems I had getting fuel for my old C185 on floats, I ordered a set of the 3500 model amphibs. They are currently sitting on their four wheels waiting to be attached to the C180.
The bottom of the fiberglass floats is slick as it can be, which results in a great reluctance of the airplane to slow down on the water once power is reduced. Remembering this problem from my old C185 on straight Edo, even with all the rivet heads stick- ing out of the bottoms, I ordered a reversible MT propeller which is also waiting to be installed. Slick floats notwithstanding, all my encounters
with the dock should be very gentle. Now, this may not entirely match the simplicity of my Piper Cub days over the Everglades or flying under- powered Taylor Crafts on floats. But, on the other hand, I will not have to hand prop the C180, I will be able to stop the airplane as it rushes up to the dock, and at least four or five of my grandkids can fit inside. Maybe there is such a thing as too much of a return
to simplicity. I will let you know.
AOPA
November 2022 / TWIN & TURBINE • 7