The International Cessna 170 Association

ghostflyer wrote: However next week I will set up the temperory instruments to check under cowl pressures and temps and will adjust the outflow rate of the lower cowl.

Sorry about the flooding, we have a bit of that here from time to time but not catastrophic.

How are you adjusting the outflow?

My biggest problem is CHT,s at the moment.In cruise it sits at 370 deg . I rebuilt my lower cowl totally . Fuel consumption at full throttle is massive. Its about 50 lts a hour. Contrary to popular belief from our learnered brethern there is a speed increase It climbs like a home sick angle but at ...

I've done this on a B model with the A style cowl doors, using the complete DelAir STC kit. Is it worth the expense? That's an opinion, and the answer depends on your perspective, my stock motor was in need of a rebuild when I converted my plane. In my case I'm glad I did it, but there are some thin...

Have you gone over all of your connections? If it now holds a charge for two weeks you may have an intermittent problem with something else like the voltage regulator or the output side of the generator or alternator that the battery has successfully been masking.

Oh bummer, he had some good stuff, I hope someone picks those STCs up and the quality stays as good or better.

Bruce Fenstermacher wrote:Dave if someone doesn't chime in with the placard I'll check my collection of placard pictures at home. I know I have it.

Would you post them all? I would be curious to see them.

I used some strips of velcro to hold the tunnel cover down, that way I can ake the whole thing off if I want to. i have to say though that George made his look a bit nicer.

As silly as it sounds, make sure you dont have any leaks from your drain sumps. A very slow leak can leave almost no trace except a sump that is always damp, but if you are flying once a week it can throw off your fuel burn buy a gallon.

Following the Oct. 15th Dalton, GA fly-in, an early model 170B left cowl door (Fig. 48-35) popped open in flight shortly after departure 8O :cry: Luckily the door did not rip off and the pilot returned to Dalton. It appears the forward latch (the high cowl pressure side) failed. The door was badly ...

54170B you might want to check out the DelAir fuel tank conversion which increases the tank size of the stock 170A or B tanks to either 50gal. or 60 gal. depending on which you want. It might be worth having your wings rebuilt and treated with alodine or zinc chromate if you are going to operate on ...

The Cessna metal wing is a stressed skin design, in other words it derives it's strength from the outside skin in a manner similar to the way a fabric wing typically needs the internal guide wires to make it strong. I'm not sure what is involved in converting a rag wing to metal, but if they worked ...

Bruce I suspect you may be right and my perspective will change over time, I certainly don't wish anyone to get their ticket yanked, or be financially keel-hauled to keep it. And no, sadly my old pilot friends didn't loose their medicals because it was a hassle, a couple flew west and another probab...

I'm probably not old enough yet to feel different, but I honestly don't see what the big deal is about 3rd class medicals. They don't cost that much in the grand money hole of personal aviating (mine cost $125, that's less than the cost of one tank of gas) and they really aren't that hard to get. Se...

gahorn wrote:The three deer I killed with those airplanes, and multiple hogs I've nearly collided with in the 170, sent me over the edge for the light mod....

George I think you may need a deer horn on that thing.

Go Bill! Nothing wrong with more tailwheel planes around.