Hey guys,

I noticed that in all the reports about my trip, I almost never talked about the plane, my 170. Yet she is the main protagonist, without whom I would not have been able to make the trip.
So I thought I'd share a bit about my experiences with the plane and the upgrades we made while building her; nothing systematic, but rather a subjective recollection, based on moments that seem worth remembering.

Now I'm sitting here at the foot of the Pyrenees in northern Spain, where a cold, gusty wind has triggered mountain waves.
The telltale clouds reminded me of the day the mountain wave northwest of Great Falls, MT, took me up to 13000 feet.
It got cold up there, but the heater in the cabin was up to the task and kept me warm despite my ill-advised summer attire.
That's one advantage of a late model 170B with the better heat distribution system.

The BAS shoulder harness is primarily a safety mod to prevent me from bumping into the panel if the mountain wave throws nasty rotor turbulence in my direction.
But thanks to the inertia reel, I can also comfortably reach for the pen in the pocket on the co-pilot's side without having to unbuckle.
Even on a short flight, I like to move my old body from time to time, so the BAS also counts as a comfort improvement for me.

Staying with the “comfort in the cockpit” topic: Whiskyblue has leather seats which I like a lot. Comfy, easy to clean, good looking.

Last in this rubric are the Rosen Visors. They can be firmly adjusted to any desired position, are large and translucent, meaning that you can put them anywhere in the field of vision without obstructing anything. For me, they are invaluable when landing against a low sun.

That pretty much sums up my experiences of well being in the cabin.
In case I'll come up with more, I'll bring it up in a later post.

When I took my bird on our first trip it had all steam gauges. That was four years ago. I learned to fly it that way and felt comfortable with it. A GNS430 took care of GPS navigation and with Foreflight on the iPad my needs as a strictly VFR pilot were covered.

Then pitted cam lobes on the O-300 called for an overhaul and I convinced myself that the better solution was to upgrade the engine. That meant that the panel needed a new hole for the prop control, and while we’re at it why not replace the old throttle cable with the new type of vernier control. Oh, and we need to change the engine monitor from the 6 to the 4 cylinder version, and then we could… and wouldn't now be time to get rid of the old panel with all its decades-old patches, start from scratch and install some glass?

I'm sure many have slid down this slippery slope after making a fundamental decision, and of course there are always good arguments to justify giving in to temptation. Removing the vacuum system and the old DG and AI and replacing them with state of the art technology in a new panel is one that I succumbed to.

After reading up on my options I finally went with two AV-30’s. Some say the G5 is more robust, it may be, but for me the AV-30’s worked flawlessly. And I really love how they look in a 170 panel. The round GI 275 would also fit, but it’s much more expensive and, as I mentioned above, being a VFR pilot I don’t need all its features, its seamless integration into the Garmin world or its compatibility with different autopilots. Then I sold the EDM engine monitor and installed the CGR-30 combo. Basically the same functionality, but now all info on two round screens. Did I mention how much I love round... LOL

With all the new whiz-bang stuff I had so much information at my fingertips that it took me some time to customize my scan and configure the displays so that I could see the important bits at a glance without having to press any buttons. With its two displays this was easy with the CGR’s. The AV-30s took more time because they offer so much data and customization options. Of course, some compromises had to be made here too. For example, we also have a tailBeaconX installed, and to view and change its transponder squawk, I have to switch from the main AI screen to the next one.

On a long flight I enjoy flicking through the pages and trying to synthesize all this data into a coherent picture of the flight, I am a physicist after all. However, sometimes I have wondered if too much data can keep you on constant alert, constantly on the edge of too many worries.

Take that low reading of the fuel pressure, for example. What’s going on there? It was fine five minutes ago! The engine’s running perfectly, all other numbers in the green. Five minutes later all good again. The more sensors the greater the probability that one will act up. Gotta remember that.

How did she do? Well, I asked in the title...
As far as all the new glass in the panel is concerned, she did great!

I followed both the resto-mod efforts and your return to service trip in awe, your efforts where nothing short of spectacular. I've long held that a 170B is the ideal airplane for me. I also made efforts to update mine similarly, now I just need to head out on a venture with it. My Plan A is for an extended summer trip, lots of remote camping to lakes that can only be reached on floats.

You sir are inspirational, I can only hope to enjoy a similar adventure when the time arises for me.

Here’s another thought, or should I say rumination, on my 170 build.

When I decided to replace the O-300 in my 170B rather than overhaul it, more power was obviously the main motivation for the upgrade, but we also felt that we should make the entire installation the best it could be. It’s a beautiful engine and putting all new hardware firewall forward, including control cables, wiring, hoses, fittings, fasteners etc… was the obvious choice. For my 1955 model this meant a major rejuvenation. But it would not only improve reliability and ease future maintenance, it had some immediate practical implications, as well, as I found out on my 5-week long trip.

In a little over 25 hrs after leaving 28M in MA, I had achieved my first goal, I had made it to Montana. The little airport in Winifred has a big hangar with space for my bird (and my tent), and the ramp in front was empty. A perfect place to relax and stay an extra day.

I decided to use it for an oil change. When I turned the first camloc fastener to remove the cowl I had a flashback: I remembered the pain I felt every time I had to change the oil or take off the cowl when I first got the plane. How I hated that hodgepodge of screws, some were PKs, some machine screws, some flat head, some Phillips. Not only took it forever to get the cowl off, I always had to remember what went where.

Now, there’s one small set of 6 machine screws and all the rest is quarter turn camloc’s. Easy, and much faster too! But it’s not only about convenience, now I don’t think twice about taking the cowl off to check for something I feel suspicious or simply unsure about. For me the no-pain cowl removal has become a safety enhancement of sorts.

On one occasion, taking off the cowl even earned my bird some nice compliments. I had pulled up to a shop to ask for assistance in troubleshooting an oil pressure indication glitch. The friendly mechanic asked me to open her up and promised to look at it. When he did, he said: “Wow, what a clean install!” and took his time to check it out. When he was done and turned his attention to the oil pressure issue, I had the impression that now he was not only being friendly and helpful, but that he really enjoyed fiddling around with wires and hoses of a beautiful engine and getting it back in perfect working order.

So the extensive installation not only had practical benefits for me, it also prompted praise which gave me unexpected emotional support: yes, it was ok to spend so much money on first-class work (the compliment for which goes to Greg/bigrenna).

One of the traps I fell into when I began searching for my C170 was comparing how many and which mods the advertised candidates had already installed.

In my fantasies I was already cruising around Alaska, hopping from sandy beaches to gravel bars to glaciers.

Fortunately I came back to reality and followed the advice that a solid purchase decision should be based on other criteria.

The fact that the 170B I eventually bought already had some of these modifications was more of a coincidence.

When we installed the big engine, we also talked about the upgrades that some people think a Super 170 should have.

It was time to take an honest look at my mission, my desires and my budget. I made a list, and I'd like to share my thoughts on why some of the modifications that some consider "must-haves" are not on it.

Take the V-brace, for example.

Yes, it does add rigidity. Do I need that? No, I'm not a hardcore off-airport guy, I much prefer a gentleman-like approach to backcountry flying. And float operations or ski flying are not on my radar. I grab the strap bolted to the door post to get in and to adjust the seat. No help needed there either.

For me, there are not enough advantages of a V-brace to offset the disadvantages I see in the following points: Impairment of field of vision, metal that affects the function of the compass, which has to be moved for it to work properly, and cost of parts and installation. There's also the risk that the headliner, which has to be pulled back for installation, can't be reattached perfectly and ruins the really nice interior. So no V-brace for my bird.

Whiskyblue doesn’t have bushwheels either. Yes, they are real cool and absorb the jolts from rough surfaces, but (see above) I’m not into gravel bars. I would loose in cruise speed and useful load and spend a ton of money to have what the internet calls a must.

For me the Desser 8.50s are the perfect match for where I land and how I fly.

There’s no baggage door on my bird, and that’s an issue I feel somewhat ambivalent about.

On one hand I didn’t miss it at all during my recent five and a half week camping trip. At each stop I had more to unload than I could have reached through the baggage door.

Sliding the seats forward and taking the stuff out through the cabin doors was easy enough, and when I needed the folding bike I would have had to climb in anyway.

For short trips or daily operations, on the other hand, it could prove quite handy. One could grab tools, coolers and light camping gear easily through the baggage door.

Considering my mission and the cost of STC, parts, fitting and painting, I decided to do without it for the time being.

F Attlee Dodge jump seats? I don’t have two, just one. Do I regret that? No, because I’ve never flown with more than one passenger, but I have it in there just in case.

On my long trips I take it out, it’s easy and gives me all the space for luggage.

I tried to be pragmatic and let my mission rather than “web-wisdom” guide the selection of modifications, and the experiences of my recent trip confirmed that...I didn’t miss any of the above.

After the first couple of long flights during my five-week trip across the country, I noticed one example of what I would call side-effects of a well-thought-out and implemented upgrade process: it’s not only about replacing a given part with a “better” one, in most cases it also provides an opportunity to improve on its installation.

Take, for example, the instrument panel of my 170.

Replacing the EDM engine monitor with the CGR-30P/C triggered the design of a new panel.

But it was not only about putting round holes in place of a rectangular opening in order to retain the legacy look of a 170 panel.

Greg of @bushwagoneast strived to set up everything pilot forward to give it as seamless a flow of operation as possible and calls it a right-handed airplane.

Not only are flaps, radio, navigation, lights, prop and engine operation and monitoring easily accessible with my right hand, I can even change the squawk of the tailbeaconX or any other data field in the AV-30 AI without taking my left hand off the yoke, which is especially helpful in turbulence.

I really came to appreciate this setup while flying in the mountains out west.

Helped by muscle memory and an occasional quick glance my right hand quickly found the desired button or control without distracting me from looking at the beautiful scenery around me.

Did the airplane sell?

G44 wrote:Did the airplane sell?

The plane is still for sale.

I haven't marketed it aggressively because I was honestly torn about selling it.

And while it's not sold, I have some plans in the works.

Regarding my experience with tires during my trip, I already mentioned the Desser 8.50’s, which are perfect for my mission.

As for the tailwheel, my bird came with the ABI wide fork and a 4.00x4 glider tire with tube.
Compared to the Baby Bushwheel, which also fits in the wide fork, the glider tire is about the same size, but costs a lot less and some people claim it handles better on hard surfaces.

More flotation on soft surfaces (deep sand, wet ground) is the reason to swap out the Scott 3200 tailwheel. However, on the backcountry strips I landed on, I haven’t encountered conditions where tailwheel flotation was an issue, and I’m not interested in landing on wet sandbars.

Having experienced occasional shimmy on tarmac, I feel ambivalent about its usefulness for my gentleman-like approach to backcountry flying.

A wide tailwheel doesn’t quite fit with 850s in my opinion/experience. Once you’re in 29/31/35 territory, and are using them as intended, the wide tailwheels are necessary and awesome to have.

When I’m on 850’s, I switched to running a solid tailwheel tire called amerityre. It’s high density closed cell foam rubber, not hard solid rubber like the old style. They’re great. About as much cushion/give as a fully inflated 8” pneumatic tailwheel, and zero maintenance. $100. Handles anything the 850s will. Then put the wide fork on when I have on wide mains.

I also find the ironic spelling of Amerityre to be funny. Made right here in the US. With British spelling.

asa wrote:They’re great. About as much cushion/give as a fully inflated 8” pneumatic tailwheel, and zero maintenance. $100.

IMG_8066.jpeg

Im not sure the use of a handtruck tire on a “certified” aircraft is the best idea… LOL

asa wrote:I also find the ironic spelling of Amerityre to be funny.

I also had a chuckle.

Bigrenna wrote:

asa wrote:They’re great. About as much cushion/give as a fully inflated 8” pneumatic tailwheel, and zero maintenance. $100.

IMG_8066.jpeg

Im not sure the use of a handtruck tire on a “certified” aircraft is the best idea… LOL

Was going to say more, but, you're right, it's probably right up there with a glider tire clearly labeled "experimental use only". I thought this was a safe space after seeing he was running that.

140eagles wrote:As for the tailwheel, my bird came with the ABI wide fork and a 4.00x4 glider tire with tube.

asa wrote:Was going to say more, but, you're right, it's probably right up there with a glider tire clearly labeled "experimental use only"

Im pretty sure Wolf’s Cessna is not a Maule… LOL

Safe space yes, but I was just pointing it out as there are a lot of folks who read BCP and it sounded like you were suggesting that was an acceptable substitute.

As far as the glider tire goes, the basis is the STC.

Wolf,

Thanks for sharing your adventure and stepping out of your comfort zone on the entire journey from build to epic trip.

I've only regretted selling each plane I've owned. I've done 6 different transactions over the course of 35 years. Not many compared to some, a lot compared to many. What I offer is keep that lovely 170 as long has you have time and resources to stay current and comfortable. I anticipate a fair bit of sellers remorse when you finally hand the keys over to a new buyer.

Greg did a great job on that plane and it's surely one of the finest examples of a 170 in the country today. Don't be in a hurry unless life circumstances force the sale.



MW

Bigrenna wrote:As far as the glider tire goes, the basis is the STC.

Well that’s disappointing, I thought I was being a cool outlaw with it installed.

Back to actual subject…

Wolf, what’re your thoughts on AV30s? I see you went with tailbeaconX so that’s a big bonus but what if you didn’t have a tailbeaconX, would you do those again? I’m not really happy with mine and wonder if you feel the same or if they behaved well on your trip

asa wrote:Wolf, what’re your thoughts on AV30s? I see you went with tailbeaconX so that’s a big bonus but what if you didn’t have a tailbeaconX, would you do those again? I’m not really happy with mine and wonder if you feel the same or if they behaved well on your trip

Asa, I really like the AV30s. They worked flawlessly during my trip.

I like the way the data is presented and the customization of the display. Having all the relevant data in one display in front of me I can quickly form a coherent picture of the situation at a glance and don't have to move my eyes around.

The data were reliable, I think it took two or three flights to calibrate the ASI.

So, yes, I would do them again.