The International Cessna^® 170 Association

Happy New Year!!

I want to install a one axis autopilot in my A model, and I was wondering if any of you had done it before and if you could give me hand here. I have tried to find information on the internet about suitable models, available STC's, etc. and I am having a real hard time. So, once again I beg for your help. Thanks guys!

Cheers,
Pedro

The TactAir was approved (and even had nav and altitude capability) but it's an obsolete design and difficult to imagine anyone installing one these days.

Century Flight Systems "Century I" system is a single axis that is approved. They are located in Mineral Wells, TX but their website is down.

I suggest you contact Gulf Coast Avionics, who can install several autopilot/options for you. They also speak Spanish.
http://www.gulfcoastavionics.com/list.a ... ch_text=12

Thanks George, I'm going to check it out right away!

I ask them for my 48 rag [it is easier than either of the A or B] and was told I needed an STC and a lot of trial flight time that costs a lot of money. I could go to the local FSDO for the paperwork, but ours won't authorize. I have a Century I to put in. So I am just holding for a time to get approved some day.

John

John, what causes you to believe the ragwing is "easier" than the A or B? If the original 170 was never approved for the STC then it would have to go thru all the same approval processes the A/B models did before certification (and that included lots of flight tests.) It would also have a different mounting system for the roll servo due to structural differences and lack of accomodation. The ragwing is actually quite a different wing than the A/B and with very different aileron system...which is the primary flight control utilized by the Century I. The ailerons have different size and effectiveness as well, therefore the roll servo would probably need adjustment of it's roll rates and limits of travel. If so, that would likely be a big modification in the eyes of autopilot designers. (I admit that I've not participated in the Century I installation of a 170 of any model, but I have flight-tested for flight-adjustment purposes after new installations several aircraft such as C-172, C-182, C-210, C-206, and add-ons to Bonanza's and Barons, and one Century IV in a King Air. None of those installations are similar to what a ragwing would require, so I don't imagine any data or structural similarity exists to support or contribute to making a ragwing installation/approval any easier than any other original installation. I don't think I'd hold my breath in waiting for anyone to obtain approval which you could someday use. You might be ahead of the game to sell that equipment.)

I know of a bootleg installation of a "Nav Aid Devices" wing leveler that works great, according to the owner. It's a system made down in Tennessee, I believe, for use on experimental homebuilt airplanes. He originally used a servo with a cable drum capstan connected to the cross cabin aileron interconnect cable. This did not work well at all. He then changed to a lever arm servo connected to the left aileron bellcrank by a push pull rod. Says it works like Gangbusters! Accepts a heading signal from an HSI, or a GPS, etc. Priced right too. If only it was legal.

I have a legally installed wing leveler coupled to my Garmin and I love it. I believe it is a "Britain"

Joel
N3437D

If you need a wing leveler, why not just bring a friend? It's a lot more fun on those long cross country's! I've introduced a friend to flying and he later got his license and bought a beautiful 1953 170.
Cheers Eric

I understand the A & B models need to be in the wing, the rag can mount in the rear of the compartment on the verticle run of the cables. I guess no one needed an autopilot back then.

John

4stripes wrote:If you need a wing leveler, why not just bring a friend? It's a lot more fun on those long cross country's! I've introduced a friend to flying and he later got his license and bought a beautiful 1953 170.
Cheers Eric

My "autopilot" of this type "disengages" when the turbulence exceeds dead smooth.

Miles

HA! yeah, Miles - I've got one of those fair weather autopilots too. it always gets bored and starts playing it's gameboy..

My son began being the A/P at age 5. Now at 11 he can do the complete flight from start to shut down! You have to keep them challenged or the Gameboy (ninteno DS in our case) does come out.
Cheers

When Ashley was about 1-1/2, she'd stand in her mother's lap and hang onto the yoke of our Aeronca Chief and l e a n to the left, then l e a n to the right and squeal with delight banking the airplane...until I'd place a finger on the other yoke and push gently forward, and she'd get light-on-her-feet and she'd get wide-eyed and quickly sit-down as she lost weight.

what are the current options for an autopilot for the 170A?
thanks
dave

Dr. Dave,
I was hoping someone with a vintage autopilot would chime in. Looking at the FAA’s TCDS and STC list for the C-170A it appears that autopilots were all the rage back in the ‘50s and early ‘60’s. Anybody have one in their plane or gathering dust on the shelf after removing it from your plane?

Take a look first at page 12 of the TCDS . The heavyweight — literally — at 50 lbs. was the Lear L-2B. It had servos on all three axes. Options included altitude hold and approach coupler. Others include Javelin (later they specialized in auxiliary fuel tanks) and Globe. Lear also certified the C-170 to use the ARCON (Automatic Rudder Control). This was a yaw damper rather than an autopilot. The Javelin A-2 was similar. It “was a simple device that detected turn and pushed on the rudder to stop the turn. That wasn’t really an autopilot but it did free up a little time for cockpit chores.” Bruce could comment on the Globe autopilot having had one - or the remains of one - in his old plane.

The FAA’s STC database shows numerous additional autopilots, wing levelers, and yaw dampers with names now in the dustbin of history. The FAA needs to hire a college intern to purge all these decades old obsolete STC’s from its database. Here’s some examples: The Griswold Lateralizer and Heading Lock — it used differential pressure between each wingtip to keep the wings level — SA1-516, the DART I-M turn control unit, SA1-316, or the “Super Automatic Rudder Control” by Motorola SA4-367.

From what I can tell the only company currently making an autopilot certified for the C-170A is Brittain. Might be worth giving them a call.

For further reading here’s an article from AOPA and from Air Facts.