The International Cessna 170 Association

I would have your mechanic add a V brace, which is readily available from Atlee Dodge. If or when you get to off airport ops you will be glad you did. You might also think about adding ski brackets so you can try ski flying at some point. It is a hoot.

I have a battery box (sans lid) that might help you out of your predicament. Send me a PM if interested and I will try to reply with a photo. As I recall it came out of a '63 C172; I've not checked part numbers but believe it to be same as 170.

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I just removed my headliner, which was old but not original near as I can tell ('52 170B). The zipper had been replaced with one sewn into a patch that was then hand stitched into the airplane. It worked OK but looked tacky. In any case, the headliner material was quite fragile with age and had litt...

Don't have any first-hand experience but I've read of using ice to pull small dents. Might search for something along those lines.

I’ve posted this before but this thread is probably a good spot to relate the story again. Not long after buying my 170B I experienced a partial power loss that initially manifested as a slight tic in the indicated RPM. Pulling carb heat initially seemed to help. Problem gradually worsened until I w...

I use the Airglas (Landis) 2500 in southcentral AK and think it is a good ski for the C170B. I recommend you run a tail ski too to keep your tailfeathers out of the snow in soft conditions. I have the Airglas dish, which is comparable weight to the tailwheel it replaces. Pray for snow and enjoy your...

One other possibility for a ticking noise comes to mind. I once had the hinge pin of my right cowling door ('52 170B so I have the big door) work its way forward until it was catching on the back of the prop. As I recall it made a distinct ticking sound but was mitigated by reducing RPM. Engine ran ...

Some years ago I owned a C182A converted to conventional gear and flew it on skis in the Alaska winter. As I recall, our 0-470 was initially a single port primer and we had our A&P modify it to the 6-port primer because it was so rough starting in cold weather. After modifying the primer system ...

Two thoughts about use of carb heat: 1. A bunch of years ago I owned a C180 (O-470) that showed signs of a serious carb ice problem after major overhaul. Symptoms included rough running but didn't show up as a change in manifold pressure. The cause was eventually diagnosed as an intake leak and poor...

I once-upon-a-time researched installing a float kit in my 170B so I could join all the float flyers in AK in the Summer time. If I recall correctly, the gross weight restriction was related to the poor climb rate. Seems like the aircraft needed to be able to climb at least 200 or 300 fpm or some su...

I have a '52 170B that I enjoy flying on Airglas (Landis) L2500A straight skis. I typically operate light in the winter (back seat out, two persons with fuel and camping or ski gear) and find the 2500 to be a good "fit" for the aircraft. The L3000 should work well and handle heavier weight...

Welcome, Jared, we've a bunch of 170s flying in AK so you are in good company. Come over and say Hi if you ever see my blue/white '52 170B and I don't get to you first.
Bill

I've been tracking on a similar project; how to make the original Cessna rear seat servicable without being such a weight penalty. I am looking at the foundation used by Sport Aircraft Seats in Wasilla, Alaska and waiting for a response to an email requesting info. Check out their Zero Down-Time Sea...

I have the McCauley 1A175/SFC8040 and O-300-D in my '52 170B. Installation was in 1988 and paperwork consisted of FAA Form(s) 337. Prop 337 makes reference to adequate prop clearance with one main tire flat and static RPM to fall within limits of 170B type certificate. Good luck with getting an appr...