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Early
in 1948, aviation publications across the country were
publishing press releases similar to the following, which
appeared in the February issue of FLYING magazine:
Wichita, Kansas - A full line of Cessna’s will roll off the
lines this year. Deliveries of the new 1948 model Cessna began
early in January ... The big news in the way of completely new
aircraft at Cessna this year is the Model 170, a four-place
plane powered by a 145 hp Continental engine. Selling at
$5,475, this new 170 is the low-cost four-placer to complete
Cessna's full line. Deliveries are expected to begin in March
...
During the late 1940s through the mid-1950s over 5,000 Cessna
170s were manufactured and well over half that number survive
today. This alone should indicate that this aircraft has
certain qualities that make it a desirable aircraft to own and
has also gained it recognition as a Neo-Classic in various
aircraft organizations.
The Cessna 170 began its life looking much like its little
brother, the Cessna 140. In fact, the 1948 C170 is quite often
mistaken for the smaller two-place C140 by the casual
observer. In 1948, Cessna expanded and stretched the 140 to
make it a four-place aircraft and called it the 170. It had no
dorsal fin, had fabric-covered wings, V-type wing struts and
three C140 fuel tanks to give it the necessary range for its
larger engine. The engine used was a Continental C145 (later
designated the 0-3OOA) and would be used throughout the entire
production run of Cessna 170s.
The First Production Model
The first production model was #18001, but both it and #18002
were experimental and eventually scrapped by Cessna. The first
C170 produced for sale to the public was SN18003, which rolled
out of the factory doors on February 6, 1948. She made her
first trip on February 27th, 1948. From Wichita,
she made demonstrations for Cessna dealers across the United
States.... Little Rock, Orlando, Miami, Birmingham, various
cities in Texas, Salt Lake City, Boise, and on to Bozeman,
Montana on May 5th, 1948. She bore the numbers
N2500V and was based in Montana until sold to a dealer in
Calgary, Alberta in 1973. Mr. McNiven purchased the plane in
that year, and he flew the plane approximately 75 hours until
he was involved in a landing accident in 1976. The aircraft is
rebuildable, but the owner feels that the plane (in it's
current condition) is worth $7000 due to its historic
significance.
Beginning very late in 1948 with SN18730, Cessna began
producing the all-metal, slicked-up version, which we
recognize today as the 170-single strut and with a dorsal fin
identical to the one used on the C195. The price new was
$5,995, and it was called the Model 170A. The plane had an
all-metal wing (actually saving 10 lbs of weight over the
"rag wing" by doing away with internal bracing no
longer needed with all metal construction) with slightly
larger flaps, which ran from a 0 degrees setting full up to a
full down setting of 50 degrees. The 170A, which was produced
through 1951, is commonly called the 'straight wing' model
because, unlike later 17OB’s, the C170A has no wing
dihedral. There were very few changes made in the C170A in its
three years of production. The chief difference lies in the
cowling. The 1949 model used the same fixed cowl flap on the
cooling air outlet as the rag wing. In 1950, the cowl flap and
rear cowl opening were changed to the configuration used on
all subsequent models. Incidentally, the first production
model of the C170A series, SN18730, N3843V, is still flying,
and is featured later in this book with articles on rebuilding
and updating of the Cessna 170 series in the Modifications
Section, page 89.
Cessna Introduces The 170B ...
The Cessna 170B was introduced in 1952 and continued in
production with several changes until production on the series
ended in 1956. The most obvious change from the 170A to the
170B is the large Semi-Fowler flaps similar to those used on
the L-19. (Note: Actually the L-19 wing and the C170B wing are
essentially the same except for military hard-point/hardware).
The flaps were labeled 'Para-lift' by Cessna, but the term
"barn door" is the more common description. The
flaps originally had four settings: 0, 20, 30, and 40 degrees.
Beginning in 1955, Cessna added a 10 degrees flap setting. The
10 degrees position is probably the favored setting for normal
take-offs since there is a very slight pitch change with flap
retraction compared to 20 degrees. Several owners have added
the 10 degrees notch to their flap quadrants. (Note: This is
an illegal modification, unless documented, submitted and
subsequently approved on a FAA Form 337.
The dihedral angle was increased to 3 degrees on the 1952 and
all subsequent models (the C170A wing was flat) and more twist
was given to the wing between the strut and the tip. The
stabilizer and elevator shape was changed and the aerodynamic
balance area was increased. A mass balance, enclosed in the
aerodynamic balance section, was added, requiring less control
pressure. The C170B elevator, when raised and released, simply
floats to the down position, whereas a C17OA's falls with a
bang.
In 1953, the engine cowling was changed from the center-hinged
type with an internal air box to a full-pressure cowl. Cabin
heating was also improved by replacing the single outlet with
a manifold-type that runs across the firewall with outlets for
front seats, a windshield defroster, and ducts to the front
doorposts for heat to the rear seats. The instrument panel was
extensively reworked. The small T-shaped floating panel was
replaced by a full-width floating panel identical to the one
on the C180. Piano key type switches were replaced with
push/pull type and space was provided for side-by-side radio
installation in front of the pilot. Overhead panel lighting
was also introduced.
Until mid-1953, the C170 had spring steel landing gear legs
that were interchangeable between right and left side of the
aircraft. These are readily apparent by their thick ankles and
outward bow. This system was changed in mid-1953 with SN25612
to the non-interchangeable right-and left-hand narrow-ankle
stiff gear.
Changes in the 1954 C170B were removal of the fuses from the
lower instrument panel to a separate fuse panel below the
panel on the left side, placement of the battery on the left
side of the firewall, and the flush riveting of the wing
struts at the lower end.
There were two major changes in 1955. The most obvious one is
the shape of the rear window, as it was squared-off in the
rear instead of being elliptical in shape. The other change
was to the tail wheel steering by the use of a cable running
through a pulley system to the tail wheel instead of the
previously used rudder home spring system.
The Cessna 172 was introduced in 1956, and tricycle gear took
over the general aviation scene. Since Cessna had parts left
for some C170s, they continued to produce the C170B with a few
changes. To keep costs down, the interiors were changed to the
molded type like the C172, the access door on the right side
was fixed in place instead of swinging out, and brakes and
flight controls were made optional on the right side
Performance.
The stock Cessna 170 will pretty much do what the Owner's
Manual says. It will get into a much shorter field than it
will get out of at gross weight. It will cruise in comfort at
about 118mph at 65% power at 4000'-7000' and burn about 8gph
with engine properly leaned. Some people say a C170A is faster
than a C170B due to less wing dihedral and flap drag, but it's
really the individual airplane that makes the difference: how
it is rigged, the number of antennas and other drag-inducing
obstructions, overall condition, etc.
Most C170s will take two adults, two children, 100 pounds of
baggage and full fuel, 37.5 gallons total, 33.5 gallons
useable, (A&B models, 42 gallons total, 37 gallons
useable) and still be legal for a gross weight of 2200 pounds.
The C170 will climb 500- 700fpm at this weight and land at
about 52mph.
The Cessna 170 is a good, honest tail dragger and has had very
few AD notes or problems with maintenance.
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