Well before the 172 it was the 170. If all goes a planed I will be getting my PPL with a 1952 C-170B.

Reuben

Operating cost.... I know this is a common question that is not very easy to answer. I'm really looking for ballpark and average maintenance cost on a well maintained craft..... What would be an average annual?

I understand and will find the price for insurance, hanger, fuel, oil, reserves for major overhaul, etc.....



Anyone familar with http://www.planequest.com? Its a website that provides operating cost for a number of aircraft.
Little cautious of their numbers because for a 170 is show: Total Variable & Fixed Costs/Year: 5,728.98 and a 152: Total Variable & Fixed Costs/Year: 14,799.01

Your link to planequest prompted my attention. Just off the top I see they show fuel about $2.37 a gallon. Thats less than it actually is in most parts of country. Cant remember when we paid $2 something for fuel /per gallon. I dont know much about 170's but do they really only burn 5 gallons an hour? Sure sounds good compared to the 180 at 12 or 14 an hour. But then again the site shows the 180 burns 11gph. I wish!! It also shows that fuel for a 180 is only $2.28 per hour. Hmm, how are they getting 9c more for the 170?? What am I missing there? For a 182 its showing $3.34 per gallon. Strange....The hours per year vary a lot as well per plane. They have some weird info there as I keep looking at it.

I dont know. Operating an aircraft is not cheap thats for sure. I think if your worried about an extra $1000 or two each year for operations maybe a hanglider is a better option. Things happen with airplanes. They break, there is always something you have to have or need to spend your $$ on for them. I would take what that site is telling you and add $5000 just for starters. Just drop in on a plane and start going broke now... You wont regret it!

Happy 4th to everyone!!! Heres to burning some low lead today!!!

AKT

I had a 170B for about 10 years I put about 600 hrs on it, I did really like that plane. It consistently burned 7.5 gph at 65% power. The biggest problem was burning up #2 Cyl. (2x) The second biggest problem was lack of power, O-300A 145hp on a hot day in the south west didn't get it for me. TAS was about 120mph most of the time.

Consider spending a little more get something with at least 180hp+ you wont be puckering as much because you wont be seeing the trees coming at you as much on take off

I have the C172 (56) tailwheel conversion with O-300. Close to 1000 hours on it over 5 years here in Western/Central Nevada at base elevation of 4,500 feet. Easy on gas, gentle airplane, but what a gutless wonder. In the summer it's marginal as a one-person airplane. I play glider pilot a lot looking for air moving up. Otherwise rate of climb likes to stay in the negative numbers.

Gump

Some nice comments on a strong classic, while a 180 might fulfill a few more missions in high country, the fixed pitch simplicity and 7~8 USGPH of the 170 means they are still in demand.

With very nice 170B with upgraded main landing gear, Scott tailwheel, and the smooth O-300, available for $50k or so, they seem the best value entry aircraft outside of the Vagabonds, and Chiefs.

I purchased a nicely maintained 1952 170B, its my first airplane and will be my last. I've been slowly adding a few "nice to have, wants" not needs but conveniences I'd say. It's a fine make and model for average GA noodling about, it fits with 99.9% of my flying needs and for the other 0.1% ill buy a ticket to get there.