The International Cessna^® 170 Association

Good Day All,
I am the proud owner of C-GQHM, Cessna S/N 19790.The aircraft was imported from the USA to Canada in November 1976. I have access to it's Canadian history post-import through the Transport Canada records, but I am curious about the history of this aircraft prior to the Import.
I have searched the FAA web site to the best of my ability but without the N-registration number, I keep hitting dead ends.
Is there any way to cross reference the Manufacturer's S/N to find out what N number was originally assigned? If so, that would get me started on researching the USA history of this little beauty. Furthermore, if any TIC170 members recognize the S/N and could provide the personal touch to gathering it's history, that would be even better.

Any help would be appreciated.

Cheers,

Bill

Thanks Aryana. I'll follow up on that and get back to you.
Did/does the factory assign N numbers upon completion, or is it up to the first purchaser to secure the N number?
Thanks for the help.
Cheers,

Bill

I realize this is a very old post and ownership has changed since.
My father bought half interest in that airplane in 1957 in Ohio His 1/2 share cost $2240.25 back then. SN-19790 registered as N1236D. It was painted dark red and cream at that time.
Not sure how to post a picture.

https://www.aerialvisuals.ca/AirframeDo ... rial=61718

Gives some more information

Note the automatic venturi heat system.

n2582d wrote: ↑Tue Dec 24, 2024 6:37 pm N1236D.jpgNote the automatic venturi heat system.

That’s the automatic-contamination/reduction-of-vacuum system. Harley Pickett’s airplane had a similar, dual venturi system. It sucked…but not in the good way.

It’s an imaginative answer to a non-existent problem…. this airplane is not to be flown in icing conditions at all…. (the venturi system is not the weak-link in such antics)…. and COLD air inlet is more efficient than WARM air….as anyone who has ever considered Density-Altitude would or should know.

Funny didn’t notice the venturi till pointed out. When I bought my plane it had 2 located on the same skin. Although it may have looked cool, like there were two bombs slung to the belly, It was a disaster idea. The venturis were no different than most belly skins; covered in a dirt fortified oil film. Near impossible to clean but a much bigger problem with this location is that skin has a very small flat area suitable to mount a venturi. Other than the inspection plate the skin has multiple compound curve and a venturi has a flat base. secured with four fastners. Cranking down a flat base to a curved skin led to multiple cracks forming around the bases hence I had to replace the skin.

…and THEN… one had to plumb the vacuum system past the rudder pedals, up the firewall or sidewalls to the instruments…. (certainly not as depicted in the IPC, etc.)