The International Cessna 170 Association

Steve, Welcome! Before disassembling the switch I’d suggest following Cessnut’s advice of using contact cleaner. I like DeoxIT. There’s a thorough discussion by an avionics tech about repairing this switch on MooneySpace.com . Finally, place a wanted ad in the TradeMart and the Association’s Flypape...

D’Shannon now holds STC SA3-13, the old Doyn Lycoming O-340 STC. For those looking for missing paperwork, it might be worth trying to contact them.

I’m puzzled by the apparent inconsistency between CAR 3 rules which stipulate that the placard at the fuel tank filler should read usable fuel quantity and what George has been saying throughout this thread, which is that total capacity— 21 gallons— is what should be printed. CAR 3 went through at l...

Thanks for the correction George. Must have been too much eggnog.😏 I’ve edited my comment. A fuse/CB protects the WIRE….not the device. This is good point that I overlooked in my initial response. If one replaces a 2 amp fuse with a 15 amp fuse it’s possible — if there is a short — that wires could ...

Merry Christmas -- and welcome -- Tony! Your electrical system has been modified from the original. Originally, -- on the 1953 C-170B -- the T&B had no fuse or switch. It, together with the stall warning, were protected by a automatic resetting two amp circuit breaker. When the master switch was...

Bruce, I’ve been with you in the “fuel gauges must only be accurate when tanks are empty” camp. On first glance, CAR 3.672 seems to be straight forward in this regard. But after reading several articles on this subject, I think we are incorrect. Google “aircraft fuel gauge myth” and you’ll find nume...

If I recall correctly a fuel gauge in an aircraft only has to be accurate when the tank is empty. In other words a gage can read full when the tanks are not, they can read half full when there is more than half left but when the tank is empty the gage needs to read empty. … I recalled this discussi...

I agree with Dan that you’re looking at original back seat upholstery. If the moderators agree that it’s original, I’d suggest they place the photo of it with the photo documentation of the 1949 C-170A in the Mx Library. An article in Plane & Pilot Magazine of Jacobson’s 1950 C-170A says, “One o...

Don't be running out and fabricating aircraft hoses from Aeroquip 2807. Wipaire's floats are TSO'd with that hose but it is not approved for other aircraft applications. It is also difficult to install those fittings properly if you haven't done it previously. Good advice. Here's a link regarding T...

In the first criticism you reference AC4.13 advice against checking flexibility of teflon hoses in “high pressure” service…while I was not specifically recommend teflon hose in this application …I can see where it might appear that my recommendation to check their health might have seemed directed ...

I agree George, I should have used the words “not approved” or “not authorized” rather than “not compatible”. But, if I understand John correctly, this clause in the STC is saying that if the C-170 with this prop is on floats, the only floats approved are PK 2300 series floats; there is not approval...

... Hoses inspected and found flexible then. BUT what I didn’t expect that the water soaked hoses had continued to deteriorate and the steel mesh was corroding and breaking down. So when do we replace the hoses and even give them a curious glance. I will now be checking them on every preflight as i...

Take a look at Spruce’s A-740 Rachel control . It has a 10-32 threaded shaft the knob is threaded onto. They use Loctite to secure the knob. The Q&A section there says it can be special ordered without a knob. McFarlane has similar bowden cables. Read this thread for how to use your original kno...

Jay,
As you can see in this thread there are several members here with amazing sheetmetal skills.

Doug,
That entry in October didn't get any traction because you forgot to include FREE in all caps! "FREE" -- the key to a pilot's heart.