The International Cessna^® 170 Association

tgorn wrote:I am a Piper owner who is making the switch to a C-170. I do not speak 'Cessna' and am learning a lot about 170's. So, a couple questions. First, I am in the market for a 180hp 170 , and have an Alaskanized PA-12 for sale . Please contact me if you want more information tgorn@ak.net.

1) I noticed the back seat configuration is different between some C-170 aircraft. If an aircraft has the bench seat in the back can it be removed/installed easily? Most of my flying will be without backseat passengers, but on occasion 2 little squirts will be back there. I have only seen C-170's with Atlee Dodge style seats in them, but noticed there are several for sale with 'bench seats' in the back.
In most cases it is very easy to remove. It is four bolts. Installing it is four bolts and a lot of swear words. It is not a fast process.I would definitely go for the FA Dodge jump seats for your needs.

2) If a C170 does not have long range fuel, do you have any estimates on installation of A) aux fuel wing tanks? or B) interior javellion tank (also wondering where inside the plane a javellion tank can be installed)
If you need range, and load, It would be better for you to look for a C-180. Installation and use really hurts the Max Zero Fuel Weight. A C-170 with the standard O-300 will get 4 hour range of fuel. The Lyc. 180 will get about 3hr 30 min range.

3) Anyone have experience with Aero R2800 retractable wheel skis on a 180hp 170?
I cant answer this one being in the dessert.

4) Anyone have experience adding the 'extended baggage' mod on a C-170? Expense estimate?
Big thing with the 170 is it is an honest 4 place airplane. It is not more. If you start adding cargo and fuel, I believe you will out grow your use quickly. Extended Baggage mod on the 170 I believe is by field approval. I dont believe there is an STC but I might be wrong on that one.

5) I noticed C180 gear legs are a popular mod on 170's, but know there are different types of C180 gear legs. Is there are certain model/type of C-180 gear legs 170 owners use? What specific benefit do you get from this mod (prop clearance, toughness)? Again, if I were to add this mod what is the cost/ process? Do they simply bolt on, or is it more complex?170 Legs are strong and durable. It starts to get weird when you start hanging tundra tires on there. 180 legs meet those requirements but is not necessary. The 180 legs can be had in the salvage yards for around $2000 or so. A better mod to look for is the PPonk gear castings with the 170 legs.

6) Any advice for me regarding C-170's is apreciated. What to look for; or what to avoid. Thanks.
TG it sounds to me you need a 180. If you dont mean to come across as requiring all the sturdiness then you will be at home with a 170. Consider a 170 like a sports car. All the 180 guys that have flown both say, they wish they had the 170 to fart around in by themselves but when it was time to go to work, they have to jump into the 180. I have to agree with this mentality. The 170 is a great airplane but the boys in Alaska like to use their equipment to the edge of the envelope. The design purpose of the 170 was for business commuting not hauling. Much like a Sedan car and a pick up truck.

TG