This may sound odd, but I am thinking of adding speedbrakes to my 185. Yes, you can laugh....

But the reason is that after an engine & prop modification, the airplane performs as I always wanted, but the problem now is the descent. My country is mountanous and elevations change rapidly. So coming down without chopping the power is very difficult.

I asked Precise flight, they used to offer speed brakes for the 180/185 but they are no longer available. They do offer for the 210, and according to them you can ask for a field approval. Has anyone done this?

Do speedbrakes for the 180/185 exist on the used market? Or some left over stock that someone might know off?

Any other options that come to mind?

rgs

Patrick

Just pull the power. Why are you reluctant to do that?

Speed brakes are wholely unnecessary on a 185. Plus, they add weight!

Slow to flap speed, pull one notch of flaps, pull throttle to 10 inches of MP, and come down.

The main issue, in my experience, is to slow down significantly before it’s time to descend.

Curious about why you're reluctant to pull the power back as well. If managed properly and you're smooth on the controls, I don't see an engine issue.

The 185 is such a draggy airframe that it's easy to get it to come down fast. IMHO, speedbrakes are only useful on slick airplanes that have a hard time slowing down.

I live in the mountains and have no need for speed brakes on my Bonanza. But if you're in the goofy 1" per 2 minutes reduction in MP or some similar drivel then speed brakes are for you.

I hope this is not the OP’s issue. I’ve heard that stuff before.

To OP. (Pardon if this is all obvious but it would help if you flesh out where you think you need speed brakes)

Normal descents:
Plan and execute your descent so that you get to the top of the white arc at a more optimum spot in your pattern. Yes, this can take an extra minute on a longish approach descent. If you have to noticeably lift the nose on your descent to get to max flap speed before the pattern, plan your descent better so that you hit the max flap speed at a more optimum point in your pattern. Frankly, I aim for my passengers not noticing those speed and flap transitions. There are days where I achieve that better than others.

If you are in the canyons, you simply have to do what you have to do but it starts with flying at “canyon speeds” That speed can vary depending on experience and proficiency with your aircraft. A good starting place is the top of the white arc.

That first notch gives you way more options.

Then there is the 40 degree setting.

That airframe IS a speedbrake.

Put it in a slip.

That can produce dramatic descents.

I used that all the time with my 170B.

Mike C.

Very Strange request...
Chop the power, throw it in a slip, and this thing comes straight down....
Should not an issue with shock cooling... Keep High RPM. And if you are that worried about temps, richen the mixture as you descend...
But the reality is that if you come straight down for a couple of minutes, the engine won't have time to really cool down whole that much.
Adding speed brakes on a 185 will probably super expensive, and completely useless...
To me, it would be like adding pressurization to a Cessna 172..

I wish i had never sold mine, get a better instructor, 8.50x6 tires and learn how to slip it hard

A 185 is an elevator both up and down. I'd suggest some lessons with an experienced skywagon instructor. Enjoy the capabilities the plane provides.

I would never consider speed brakes on my 185 there is absolutely no need. If you have a big prop just push it forward that drag alone will let you go straight down, if you need more add some flaps. Or just put amphibs on and you’ll never have that problem again

A controllable pitch prop in flat pitch is an excellent speed brake when the power is pulled back. Back on the power, forward on the prop.

I test flew a 550 powered 185 with pants and the gear / exhaust pipe speed fairings.

Oddly enough I was wishing for speed brakes of some kind.

It was totally different from the 185s I used to fly for work.

Typical cruise speed and fuel flow?

Mike C.

Maybe call boneyards and see if they have any. Or call Airframe Components (formerly Williams) and see what they have to say about it.

The free option is to figure out what you're doing differently from most Wagon pilots who've never wondered about speed brakes. I suspect you're more apprehensive about power reductions than you need to be. Or, maybe you're going too fast in the 5 miles before your descent. I was taught to keep it at 90 -100 kt when below the rim, and canyon speed (~75 kt for me) when maneuvering for the strip.

Not needed, with a 3 bladed prop it drops like a brick when you chop the power.