1948 170! am I starting with the right airframe?

[satre100]

Hey guys I have been reading your forum from afar, and dreaming of GA aircraft from 39 thousand for a long time. This might be my opportunity to break back into GA and build my first airplane.
Here is what is available to me. It is a 170 that is disassembled and was involved in a restore when the owner lost interest. The price is right, and my thinking leads me to believe that now I can build it the way I want it.

I need your opinions if I would be starting with the right airframe.

I need the aircraft to be able fly up to my property in BC from Colorado (1500 miles) and land in the hayfield; approx 2500-3000ft at 2500ft ASL. (With a 50ft obstacle)

I am 200 lbs and I will have gear and possibly 1 pax.


Here are the modifications that I am interested in and I don’t even know if this combination is available.

I would like a 180 Lycoming; and any other suggestions for performance.

I am interested in an auto gas STC for off field situations.

I am worried that the flaps of the 170a compared to the 170b will really hurt me? Is there any options?

I love the looks of the 170 and two of my previous flying jobs have had me in TW (super cub and Waco) aircraft so my heart is with the tail wheels.

Any responses are appreciated.

Olaf

[3958v]

There were no 170s untill 1948. Most 170s would take you out of a 2500asl 3000ft field on all but very hot days. But shorten that 500 ft and things could get a little dicy. You would probably like a 180 hp for that. If you are looking at a 48 model 170 with fabric wings ther are no current stc's for larger engines. If your thinking of putting a 180 hp in an A or B model you better check cost of the conversion because it would probably be cheaper to buy a Cessna 180 and cut down on the travel time too. That said all 170s are great airplanes. For their age they are very comfortable and reliable to fly but they are not high peformance aircraft. Cessna designed them to be good moderate performance aircraft and they fit that role well Bill K

[Bruce Fenstermacher]

Olaf

First Cessna did not make any 170s in 1947. 1948 was the first year. This model had fabric covered wings and two struts so it is easy to tell if you have a 48. This is the only year with fabric wings. 1949 started the 170A model which has metal wings with one strut and the smaller flaps. 170B models started in 1952 and ran to 1956.

All the the models of 170 will be able to do the trip you want to do and land in your hayfield carrying you a passenger and baggage.

It is difficult to put a larger engine such as the 180 Lycoming in the '48 170 due to the gas line size and routing and therefor no STCs that I'm aware of allow it. BTW if you want a 180 Lycoming powered 170 you should probably buy one already done because to do one today is VERY expensive.

You can legally use the auto fuel STC in all 170s with a stock engine. So that would leave out the larger engine conversions. The biggest problem with the auto fuel STC today is you can not find MOGAS without 10% ethanol and you can't legally use that amount of ethanol in with the STC.

As far as the difference in size of flaps between the A model and B model, yes there is a difference. But that difference shouldn't stop you with the type of flying you described. Pilot technique is more important than the differences. In other words a good pilot in an A model can over come any advantage a pilot in a B model might have.

We tell everyone like yourself that asks. Airframe and equipment condition is way more important than what model 170 you end up buying.

[satre100]

Thanks Bill and Bruce you are right it is a 48 rag wing.

And your info might kill my plan, I didn’t know there were not any bigger engine stc's for the non "A" or "B" aircraft

with that being said I need to do some thinking about my options.

thank you guys!

Bing

[jrenwick]

Depending on where you are in BC, the heater might be an issue. The later B models have much better cabin heat than the earlier 170s.

[satre100]

John, the place is in Tatla Lake BC and it will primarily be used for summer trips. Also, I am not afraid to fly in the carharts if I have to. I am disappointed my 180 hp plan isn't going to work, but now I am considering just taking it back to stock with the O-300. Do you guys have any idea what I will have to pay for a mid time or rebuilt O-300? I would need it complete without an exchange. The AC has cowling, prop, engine mount, and heater.

Thanks again for everyones time

Olaf

[GAHorn]

Olaf, now you are opening a whole "new" can-o-worms! You have a prop? If you intend to use it, you must determine which prop, and which engines and which cranks it will fit! (and be legal)
You can't simply go buy a used-O-300 and expect to bolt it on. (Meanwhile, be careful advertising that you're in the market to buy here until you become a member. )

[Bruce Fenstermacher]

From our Trademart http://www.cessna170.org/forums/viewtop ... f=7&t=6322

Looks like $5000 will get you a running engine with accessories that is closer to OH than mid time. This is what I'd expect to pay and maybe up to $10K for one that is about mid time.

What model prop do you have? If it has 8 bolt holes it will fit a C-145 or 0300A or B. If it has 6 bolt holes it will fit a 0300C or D. All of these engines can legally be put on this '48 either by the TCDS or the associations STC.

Just because the prop fits doesn't mean it is the correct model for the airframe or is airworthy but it is a start and if found to be correct and in airworthy condition will set the direction for the model engine you might want.