My first memory of flying was with my Dad, somewhere around 1982....without being able to see over the glare shield of a rented 152. Flew with Dad for many more years in 172's and ultralights, taking the controls at least for a few minutes on each flight. I remember getting sick easily, if I wasn't at least riding up front. But still good memories. Loved the smell of airplanes. (They all seemed to smell the same ha-ha.)Fast forward to post college, I finally pursued a PPL. Within the next couple years obtained an instrument rating, single engine commercial, and finally multi-engine commercial. Was working full time as an electrician. I continued to fly for the next few years in rented 172s and a Piper Arrow.
I started my current job in 2008, as a controls technician for backup generator systems, mostly hospitals, data centers, etc. The inconsistent hours, working a lot of nights, weekend service calls, etc., made it increasingly difficult to rent an airplane. This was the excuse that I needed to step into the world of aircraft ownership. In 2010, I bought a really clean and low time Piper Warrior. I put about 700 hours on it over the course of the next 6 years, flying as much X/C and IFR as possible, and loving the relatively low operating cost of a fixed gear 160 HP single.
While on a day trip to have lunch with an old college friend in Peoria IL, I watched another plane land and taxi in. Wasn't sure what it was, but it sure caught my eye. Grabbed a photo of the plane (and N number) and went home to investigate. Turned out it was Bill Widener's 112A (N1254J). Found out my Peoria friend knew the airport manager, and within an hour I had Bill's phone number and email. Bill graciously invited me down for a ride in his bird, and I fell in love. Bill had also informed me about the existence of COG, which lead to more late-night reading and dreaming. About a month later, the Warrior went up for sale, and it was gone within 30 days. Cue the sad music/empty hangar image.
Mainly due to the useful load difference, I set out to find a 114. I had driven to see one in NJ, and another in OH. Both clean birds but just didn't feel right. Maybe just got cold feet on the larger investment, etc, not sure. A month later (June of 2017) I rented a 182 and took an A/P buddy to Grove OK, to go take a preliminary look at N4825W. The previous owner had done some nice avionics upgrades but was seemingly not flying the airplane much. A few wks later we had a contract and flew it to my home field for a little more formal pre-buy and later that day my hangar was no longer empty. The battleship grey 114 looked right at home.
The next few years were filled with literally 1,000's of hours of TLC and upgrades. Thank goodness for a well-lit/heated hangar 50' from our airport's maint shop. I'm blessed to have access to both the shop and the I/A, who has also come to appreciate the engineering and build of the Rockwell's.
New paint, glass, interior, some additional avionics, landing gear power pack and all hoses, a MAJOR fuel tank repair project (there's a whole write up in the forum), a dual Electro-Air ignition system, 6 factory new Lycoming cylinders (all of the sitting around did no favors to the otherwise low time cylinders that where on it). Removed all the strobe power supplies and went with all Whelen LED Nav/strobe combos. Removed the MLG and replaced the spherical trunnion bearings (That's a project!!) Also found cracks in the vertical stab rib and found out that none of the SB measures had ever been implemented. Purchased the later design double rib configuration from Jim Richard's and installed it in my hangar. Upgraded to the Sterling elevator spars last year, as well. I'm sure I'm glossing over countless other smaller repairs and upgrades. Oh, and the N number changed to N482RP during the paint job.....Special thanks to Woodlake Aircraft Refinishing, in Sandwich IL. Their attention to detail is amazing. Ended up with two toned door jambs, so they don't stick out. I can appreciate that level of OCD.
In the interest of engine and airframe smoothness, the new piston/pin/ring combos were balanced to within 2 grams of each other. Also installed a set of matched flow lifters (same bleed down rates). With a set of Gami's tuned to about a 0.2 GPH spread and a new MT prop (thanks Carl!) balanced to 0.02 IPS, it's finally as smooth as I'd hoped it could/would be. I cruise around 140 KTAS on around 11 GPH, between 6-8K, usually 30-50 degrees LOP. The EDM-730 and Electro-Air make running smoothly LOP a simple operation. The cylinders remain very clean, even oil filter inspections show less carbon/combustion by-products than when running ROP.
Almost without exception, following every take off, I'll say out loud "I love this airplane!" Of the hundreds of passengers I've had in it, anyone who has spent time in a Piper or Cessna comments on the cabin comfort and excellent visibility. One of the best parts is getting the usual "What is that?!?" from the younger line staff at FBOs. Most think our birds from the 1970's are circa 2015. Nope, just a timeless design.
I've had the good fortune to attend 4 COG events now. Each time meeting terrific new people, learning a lot, and forging some new friendships. Very much looking forward to attending the events for years to come and continuing to enjoy the treasure trove of knowledge COG has to offer.
I'm thankful to be a part of this community. Fly Safely!
Rob Plane
N482RP, '77 114
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