Old codgers with 1955 C170 exp. sought
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Old codgers with 1955 C170 exp. sought
Are there any of you Last of the Summer Winers out there that have experience with mid 1950,s model Cessna 170, I'm overseas doing some training and have scored a private deal for a block of hours on a C170 starting next week and wondered does this model have any peculiarities that I should know about. If so, I would greatly appreciate it if you could put down the prune juice for a minute and get on the computer (thats the thing that looks like a typewriter plugged into a telly) and share your thoughts, preferably before naptime .
Thanks PB84
Thanks PB84
I believe a '55 would be a 170B, which means it can be described as the earliest C172 minus the nose wheel. Nothing much to criticize, but the main gear legs are a bit springy and under damped, requiring the right landing technique.
The 170B has Fowler flaps and same wing as 172. Flies a bit better than a 172 if you like tail wheel a/c, typically lighter and less drag particularly in relation to Omni-Vison 172s. Smooth but not terribly powerful six cylinder Continental, so the weight and drag saving is no bad thing.
Lots of non-codgers flying 170Bs - they are still a very practical plane.
The 170B has Fowler flaps and same wing as 172. Flies a bit better than a 172 if you like tail wheel a/c, typically lighter and less drag particularly in relation to Omni-Vison 172s. Smooth but not terribly powerful six cylinder Continental, so the weight and drag saving is no bad thing.
Lots of non-codgers flying 170Bs - they are still a very practical plane.
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One thing, or better two, for the mid50's 170: push lines wear out, meaning that first check inside the plane is to check locking capability of throttle (and if it is cold - heating). A worn clamp mechanism may tend to get engine power and heat down, so check them frequently (170 usually do not have the locking nut as later 172's). Besides from that - real nice to fly.
The 170 is a very nice flying aircraft with few vices. Ask if it has the original 170 gear or has been upgraded to a C 180 gear. The latter is a bit stiffer so it is a little bit harder to wheel land. Also check the brakes. The original Goodyear brakes are prone to fading which can be a pain in a long crosswind taxi. The Cleveland conversion eliminates this however they are much more powerful so care needs to taken that you don't wind up on your nose if heavy braking is used.
The aircraft can be either 3 pointed or wheeled on in pretty much any conditions. Personally I found it easier to wheel on with full flaps.
Like many Continentals the engine is prone to developing carb ice.
The aircraft can be either 3 pointed or wheeled on in pretty much any conditions. Personally I found it easier to wheel on with full flaps.
Like many Continentals the engine is prone to developing carb ice.
Guy called Peter Ford had one at the strip at Theale, near Reading up to about a year ago when it was vandalised by some morons driving a car through it. Sorry don't have a contact number.
One more general note on C170s: the first year (1948) had a fabric covered wing and unlike some other types of the era that started with a fabric wing, in the case of the 170 the metal wing was much better. Low speed aileron control on the 'straight' 170 with the fabric wing is very weak in my experience.
The '55 C170B is a very nice flying plane.
The '55 C170B is a very nice flying plane.
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Well I flew it today for the checkout and what a absolutely beautiful aircraft it is, smooth to fly, engine purs away nice and quite. As was mentioned above the owner stressed carb heat, carb heat, car heat !. I was amazed at the forward visibility when taxiing unlike any taildragger I have flown and the rather unusual "sight picture" on final where it felt like a steepish dive and very slight attitude on round out compared to the Maule where you are trimmed all the way back with limited forward visibility.
Thanks for the advice , glad I have use of this classic for a while.
Thanks for the advice , glad I have use of this classic for a while.
The Cessna 1954 170B based at Theale was G-AORB. Owned by same group since 1987. Great little plane, good short field and reliable. Carb air a must as 0-300 very prone to ice on descent. Several valve sticking episodes in the early days, but no problems after new cylinders fitted. As with many old tail draggers, could be a handfull in a crosswind, especially on hard runways.
(The POH bans sideslips with full flap. Wondering why,one of the group did the test pilot bit at a safe height. At the third attempt in a hefty full flap sideslip the control wheel appeared detached from the elevator and the nose dropped rapidly through the vertical, recovery taking 200/300 ft. Lesson learned.)
Now D-AORB based near Bremen. Replaced by the aforementioned C-180 G-AXZO which was demolished/vandalised by some gentlemen in a Jeep Cherokee a couple of years back.
The group my be a bit miffed to be called old codgers!
(The POH bans sideslips with full flap. Wondering why,one of the group did the test pilot bit at a safe height. At the third attempt in a hefty full flap sideslip the control wheel appeared detached from the elevator and the nose dropped rapidly through the vertical, recovery taking 200/300 ft. Lesson learned.)
Now D-AORB based near Bremen. Replaced by the aforementioned C-180 G-AXZO which was demolished/vandalised by some gentlemen in a Jeep Cherokee a couple of years back.
The group my be a bit miffed to be called old codgers!
Last edited by cessnapete; 11th Jan 2015 at 04:22.
