Verticaltransit wrote:From a fellow 55 170b owner..who has done extensive modification and restoration..

1. If this is a new plane then the first order of business is to inspect every single last centimeter of the aircraft. Among other things, look at every nut, bolt, rivet, electrical wire, control cable, seat rail, cylinder bore, exhaust valve, brake lining and gear leg as if your life depends on it. If you are limited by knowledge or experience to assess these items, then research, study, and ask around until you you are no longer limited.

2. Replace, fix or address any critical issues that are discovered. Make note of issues that should be addressed in the future and when (This should be a pretty long list).

3. If you have any $$ left, then there are lots of awesome ways to spend it! Some good suggestions in the thread already.

The 170 doesn't really do any specific flight task all that well, but it does manage to be acceptably good at a significant number of them. If you want to start modifying, you really need to decide which direction you want to nudge the performance and experience. Cross country? Back country? Off airport? AK Bush? Load carrying? Sight seeing? Efficiency and cheap flying? Cabin comfort? Your choice will largely dictate how you navigate hundreds of variables. There can certainly be some overlap, but some are at opposite ends of the spectrum.

Arguably, the only things that would benefit you and the aircraft no matter how you want to fly it is the inertia real BAS seat belts, the vee brace, good lights, and lots and lots of flight hours. I think everything else depends on the mission.

Mapleflt wrote:I installed a Lycoming 0-360 A1D, fixed pitch it is lighter than the Conti 0-300. It's smaller dimensionally, two less jugs, shorter crankshaft, shorter camshaft etc. As I recall, without checking the specifications the difference is in the order of about 10-15 lbs.

soyAnarchisto wrote:Does that still require the dimple/button mod on the cowling? What's the approval basis? Was that del-air, avcon or a 1-off field approval? 10 less lbs and more ponies is a great combo!

Mapleflt wrote:I installed a Lycoming 0-360 A1D, fixed pitch it is lighter than the Conti 0-300. It's smaller dimensionally, two less jugs, shorter crankshaft, shorter camshaft etc. As I recall, without checking the specifications the difference is in the order of about 10-15 lbs.

mtv wrote:

Verticaltransit wrote:From a fellow 55 170b owner..who has done extensive modification and restoration..

1. If this is a new plane then the first order of business is to inspect every single last centimeter of the aircraft. Among other things, look at every nut, bolt, rivet, electrical wire, control cable, seat rail, cylinder bore, exhaust valve, brake lining and gear leg as if your life depends on it. If you are limited by knowledge or experience to assess these items, then research, study, and ask around until you you are no longer limited.

2. Replace, fix or address any critical issues that are discovered. Make note of issues that should be addressed in the future and when (This should be a pretty long list).

3. If you have any $$ left, then there are lots of awesome ways to spend it! Some good suggestions in the thread already.

The 170 doesn't really do any specific flight task all that well, but it does manage to be acceptably good at a significant number of them. If you want to start modifying, you really need to decide which direction you want to nudge the performance and experience. Cross country? Back country? Off airport? AK Bush? Load carrying? Sight seeing? Efficiency and cheap flying? Cabin comfort? Your choice will largely dictate how you navigate hundreds of variables. There can certainly be some overlap, but some are at opposite ends of the spectrum.

Arguably, the only things that would benefit you and the aircraft no matter how you want to fly it is the inertia real BAS seat belts, the vee brace, good lights, and lots and lots of flight hours. I think everything else depends on the mission.

Good advice there ^^^

I installed a v brace in my 170 after the first winter of ski flying. On floats or skis, a v-brace is a must do. And maybe for back country. If primarily pavement, not so much.

So, as he said, figure out your mission. Most of the mods I noted really aren’t mission specific, but mission will dictate the order you do things as well.
MTV

aussie bob wrote:I will stick my neck on the line and join the others who have eluded to the following:

Until you can land this aeroplane every time you try on a pre determined spot on a short narrow strip in a gusty crosswind on a crappy day, there is no mod listed here that will improve your flying or the aeroplane. Nada, none, not even the inertia reel seatbelts although they are perhaps a sensible thing if you go off airport.

I would go even further and state that Cessna built a great wing that is hard to improve on. Sure, a Sportsman Cuff (which I have never tried) may may improve things, but it's a very mission specific mod as others have already said. I have flown a few modified Cessna wings and none have been as good as the original for most missions.

Put your money into fuel and experience!

mtv wrote:

aussie bob wrote:I will stick my neck on the line and join the others who have eluded to the following:

Until you can land this aeroplane every time you try on a pre determined spot on a short narrow strip in a gusty crosswind on a crappy day, there is no mod listed here that will improve your flying or the aeroplane. Nada, none, not even the inertia reel seatbelts although they are perhaps a sensible thing if you go off airport.

I would go even further and state that Cessna built a great wing that is hard to improve on. Sure, a Sportsman Cuff (which I have never tried) may may improve things, but it's a very mission specific mod as others have already said. I have flown a few modified Cessna wings and none have been as good as the original for most missions.

Put your money into fuel and experience!

I certainly cannot argue the value of practice and familiarity with the airplane.

Now, the Sportsman cuff….it’s also a safety device. If you can consistently land your plane slower, with better control at those slow speeds, your practice program just got significantly safer. And, not having flown a Sportsman equipped wing, I would argue that you are not well qualified to discount that kits effect on a Cessna wing. The Sportsman cuff is nothing like the other cuffs out there: Bush, etc. the difference is significant, believe me.

So, my point is, these mods make the airplane both safer and more functionally durable. And, if the goal is proficiency, as you noted and I agree with, safety and function should be VERY high on anyones list.

MTV

mtv wrote:

aussie bob wrote:I will stick my neck on the line and join the others who have eluded to the following:

Until you can land this aeroplane every time you try on a pre determined spot on a short narrow strip in a gusty crosswind on a crappy day, there is no mod listed here that will improve your flying or the aeroplane. Nada, none, not even the inertia reel seatbelts although they are perhaps a sensible thing if you go off airport.

I would go even further and state that Cessna built a great wing that is hard to improve on. Sure, a Sportsman Cuff (which I have never tried) may may improve things, but it's a very mission specific mod as others have already said. I have flown a few modified Cessna wings and none have been as good as the original for most missions.




I certainly cannot argue the value of practice and familiarity with the airplane.

But to dismiss purely safety items, like the BAS harness and tail pull handles is just wrong. Even in carefully controlled practice, things can go sideways, and that harness system WILL save your life…..it saved mine. The tail pull handles offer a different place to push, pull and shove than that somewhat frail horizontal stabilizer, the likes of which have been damaged by pushers and solvers. That thing fails, you’re looking at huge money.

Tailwheel mods, likewise are a safety matter. During practice, if that tailspring fails….you may have the opportunity to try out that BAS harness, or the seatbelts if you opted out of the harness.

Tailwheels are THE most abused part of these aircraft….it’s just a tough place to work, and frankly, most owners ignore them. Hence the need on a newly acquired plane to ensure that tailwheel is up to the intended task of getting competent in the plane, which requires a LOT of exercise of that tailwheel.

Now, the Sportsman cuff….it’s also a safety device. If you can consistently land your plane slower, with better control at those slow speeds, your practice program just got significantly safer. And, not having flown a Sportsman equipped wing, I would argue that you are not well qualified to discount that kits effect on a Cessna wing. The Sportsman cuff is nothing like the other cuffs out there: Bush, etc. the difference is significant, believe me.

So, my point is, these mods make the airplane both safer and more functionally durable. And, if the goal is proficiency, as you noted and I agree with, safety and function should be VERY high on anyones list.

MTV

Mapleflt wrote:Any chance of a better picture or two on how the Garmin is mounted within the yoke, it looks slick.