The International Cessna^® 170 Association

Hello all.....I am wanting to redo my panel......My panel is now stock but I would like to convert 45D over to IFR....Does anybody have any pictures of there IFR panel?

Tailpilot-
I first upgraded N1715D's panel to IFR certified in 1978 by removing the three false panels and building a new upper instrument panel with additional instrument spaces. I wanted to retain the original look but still be functional. The original style panel layout made a very useable IFR platform, even from the right seat.

The glove box was removed and space was made on both sides for radios. A new King radio package came next (my college graduation present to myself, $5000.00, installed). The existing Nav-Com 300 was kept as a back-up since it sometimes worked well. I even put together a 6-position EGT using the rotary switch in the upper right side of the panel.

I got my instrument rating in it in 1979 and put over 150 IFR hours on it back in the 70's and 80's in Texas and surrounding states. There wasn't an intercom and we didn't have headsets or even ear plugs, we listened to the cabin speaker and yelled at each other. I don't miss that part.

80 knots groundspeed was not unusual but it was a really nice instrument airplane. I had a hard rule that I would never fly if thunderstorms, ice, or fog were forecast. I missed some trips, but seldom had anxiety about what was up ahead. And that was before Loran, GPS, XM satellite weather, or moving maps. I was very careful about being too agressive with flight planning.

The picture below was taken in 2006 when I bought the plane back after 22 years. The panel had not been changed and everything still worked, even the Nav-Com 300 which is now illegal to use.

N1715D panel circa 1978-2006.


I had the plane restored in 2006-2007 and did a total upgrade to the panel. All of the flight instruments were replaced with new or re-certified. The engine instruments are all digital Electronics International, including a UBG-16 engine anaylzer. The tach is a digital Horizon P-1000 and I like using it a lot. Just don't look at the last digit because it changes fast. The fuses and later addition circuit breakers were replaced with Klixon push-pull breakers so each can be individually cycled. The piano key switches were all replaced with new. The only original items left in the panel are the push-pull control cables (except carb heat) and the false panel they mount on, the mag switch, stall warning indicator, and primer. The cigarette lighter was replaced but the original knob was used. Most of the wiring was replaced. A lot of the old wiring was looking real shabby.

The old radios were replaced with a new Garmin stack except I kept the KR-86 ADF, just in case. An Icom A200 com was added for back-up and really comes in handy in busy airspace. I also had a plug added for a hand-held so if need be, I can use the Icom's antenna for better range thru an antenna splitter to transmit with the hand-held. The Garmin 430 is having the WAAS upgrade installed now so very soon N1715D will be more IFR capable. A second nav would be good to have but I always have a handheld GPS with its own battery power for back-up.

N1715D continues to be a very usable IFR airplane as long as you pay attention to its limits and don't exceed them. I still don't fly if there is ice or fog, but with the XM satellite weather I can see the thunderstorms and give them a wide berth.

N1715D circa 2007


I kept all the original parts which were removed back in the 70's and gave them to the new owner in 1984, carefully packed in a large box. He never unpacked the box and gave everything back to me in 2006 when I bought the plane back. Everything was still there, instruments, wheel pants, and all. If I ever become an originality enthusiast, I can always revert back to a factory original panel but that's not likely to happen any time soon.

WOW thanks for all of the info.......I assume you converted to an alternator to power all of that stuff?

I used the generator up until the 2006 restoration. It pulled the old radios just fine. I pretty much upgraded everything at the restoration. It had been over 30 years since major maintenance had been done up front so I decided to bite the bullet and do everything now instead of piecemeal along the way as it failed. I even had a C-180 heater system installed to replace the old heater that only kept your left foot warm.

Tailpilot,

I don't know what model 170 you have, but here's a photo of my '55 B's instrument panel, which is IFR now. I nod my head to all the things Richard said about his installation. I have considered adding a standby vacuum system to augment the venturis before takeoff, but I'm not sure I need it. My AH and HI are the best gyros I've ever flown with, and they spin up pretty well before takeoff just with the air from the prop.



When I added the 430 I got rid of four boxes (ADF, GPS, COM and audio panel) and installed two in their place (new audio panel with MBR, and the 430W). The 430 was actually the cheapest way to get to a real IFR panel for GPS approaches. Can't do the NDB approaches any more -- 'tis a pity, but there wasn't room in the panel for it, and my old King radio wasn't working anyway.

I find the 170 is a really nice IFR airplane, given the lack of an autopilot. Very stable, easy to fly on the numbers, and slow enough for old f@&ts like me to keep up with easily.

Not shown is a Garmin 496 handheld that I mount on the left side. It complements the 430 beautifully. If you go that way, make sure you have them hook up the data lines in the power cord to the 430, so the flight plan and approaches are automagically copied into the handheld. The XM weather is worth the cost!

John

Of course, any NDB approach can be flown as a GPS overlay.

gahorn wrote:Of course, any NDB approach can be flown as a GPS overlay.

I'll have to think of a good metaphor for that. Shooting fish in a barrel?

John

jrenwick wrote:

gahorn wrote:Of course, any NDB approach can be flown as a GPS overlay.

I'll have to think of a good metaphor for that. Shooting fish in a barrel?

John

Right! (Nothing quite as fun as holding on an outbound NDB course with a stiff crosswind!)

gahorn wrote:(Nothing quite as fun as holding on an outbound NDB course with a stiff crosswind!)

...unless it's holding at the intersection of two NDB bearings with a single ADF!

Miles

As for being in defense of shooting NDB's using GPS overlay..... it's a shame the Navy didn't try that in Kosovo instead of that nasty hillside event they ended up with.

I'm in favor of anything that improves safety and precision. It's a fun challenge in VFR conditions under the hood, but I sure won't miss having to do NDB approaches for real. I don't do enough instrument flying for that!

John