On this site are equipment and condition info and photos to expand on the main web page. I think I have now arranged a local mechanic and aircraft inspector. I should have a professional opinion locally on many of the pending concerns after this weekend. The current offer is "in ferry-able condition" which I consider the airplane to be now, but that has its complications and they are unknown to me. The present offer price will change if I arrange an annual inspection. If you are genuinely interested let me know with minimum prudent delay.

I've been assembling all the notices from Cessna and FAA that I have. Some may apply now. In principle all the outstanding AD notes and "mandatory compliance" safety notices should be complied with till late '98 when the last annual inspection was signed off. One I did find seems to call for repetitive inspection of the impulse couplers on the mags at 500 hour intervals. Nothing else I found matters.

The site includes photos of the tail to show some storm damage. Hard to depict, but these should give a fair idea. Right now I am seeking connections to a local mechanic to get these things cared for and establish the means to get a ferry permit application signed.

See the tail photos. A simple 2x4 rudder lock was put up on the tail and hurricane winds thru here banged the rudder awkwardly against the corner of one of those boards. Dumb mistake.

The AD's that I know about are all complied with. Main ones are on the mags, the carb float and venturi, and the ignition lock. All these are OK. There have been none that apply in the last several years since the annual expired that I got notice of from FAA.

Is the price firm? Yes, I consider the price a great bargain for an enthusiast. My original plan was after inspection but in same condition as now, operational for demo flights, etc. $32K. That too seems really reasonable considering the low time, pubs, spares, fresh engine and the com parables I can find on the web listings market. Also it's one of the latest B models which are more desirable than the earlier ones. You should see those flaps do their stuff!

I believe the aircraft is OK to move to another location under ferry permit but that too -big-deal to no-way for long moves. I do not expect any problem with an annual inspection except the time to arrange it with new people. In the meantime as the new annual is worked out I have been offering the airplane for sale not "as is" but "as needed to ferry" away.

The basic equipment in 44D includes IFR qualified instrumentation and nav-com gear. The gyros are (venturi) air driven. The radios are good but old and only have a single working 360 channel com unit. The pitot is original and not heated. I consider it a VFR equipped airplane and its IFR qualification status is an arguable academic definition thing.

If you are looking for a 170 I think you'd be interested in this one. It's a fine example of the type and was always well treated. I'd be pleased to have any comments or feedback as well as questions you may have. The airplane is now at Duke Regional Airport (2W6) in Maryland. It was hangared in Massena, NY till 1969. Operated in central NY and dry California till 1986, then operated here in Maryland; all of this since '69, not hangared. Corrosion is not a problem. See tailcone shot. The aircraft has been out of license but not ignored. It has stood the test of time in service and out! I don't know of any AD notes outstanding. All the notices I've gotten from FAA, and there have been quite a few, are not applicable to 44D.

The airplane is a sound 1955 C-170-B with under 2000 hours and under 100 on a complete engine and accessory overhaul. There is no damage history (other than minor "hangar rash". The airport crew towed it backward into a small tree in 1988 and they dented the outer right aileron. They replaced the small outboard aileron skin. No other notable damage.) Paint is old and only fair at best; maybe some would call it poor. It's all the same color put on by me in 1970. Aged well, but ready for a shiny new paint job. This plane has been inactive since late 1999 while I seesawed with the FAA over a medical. (No-joy) I have been prepping it for an annual expected in August but just learned that both my mechanic and my inspector have moved and are suddenly no longer available. That complicates thing. Now, I'd like to sell it to an enthusiast who can handle moving it off under a ferry permit. The ship is well qualified as airworthy for that. I have reduced my asking price accordingly to $28K. Naturally I expect to assist the new owner in transferring the airplane in any way I can.

This has been my airplane and hobby since 1969 or so. There are only two previous owners. I have publications from Cessna covering the airplane, many removed components saved for patterns and, in some cases, spares. The basic airplane is very sound and the engine has had a top-notch overhaul. ('96). It has under 100 hours on the overhaul. I am a great fan and advocate of crosswind wheels. The airplane has been mostly inactive since fall 1999. So far, only minor things are pending refresh or repair. The firewall forward is AOK; fresh tires and battery, reasonable (but old) instrumentation. I consider the upholstery good. This 170 has never been equipped with floats and has no special fittings or mounting plates for them.

No major damage ever befell 2944D, so the airplane has no actual damage history to speak of. The rudder has a ragged area at the bottom where old tailwheel bumps happened. Been that way since I first saw it. Hurricane thru here year before last left the upper rudder dinged a bit, I'll have to see what an inspector thinks about that, but it doesn't seem serious to me. I once told someone this 170 has a one-piece windshield. Actually they're all "one-piece", but when the reinforcing strut is installed, they don't call it one-piece...I think. Anyway, 44D has the original chrome bar on the inside and aluminum strip on the outside. I put the windshield in during my first annual. (1969?) The Plexiglas has started to show its age and could be replaced now anytime. The other windows are all recent. (There are no sun visors and no shoulder harnesses.) I hope this material and the pictures supply the basic information you need to evaluate this fine old airplane.

In flight operations I always planned on 10 GPH but the actual burn was just over 7 to 7.5 My operations were normally at 2450 rpm as a routine, and that was usually at or around 65%. The normal indicated airspeed was 108 miles per hour or so at cruise speed with a bit more true. Net mileage approaches 18 mpg. This and essentially everything else is accurately reflected in the POH. This 170-B has Goodyear crosswind wheels which most people don't know about and many will rate as a problem. The floating brake disks can make a rattling noise when taxiing and this annoys some people. It is about the only drawback to crosswind wheels. I got used to them quickly and would never remove them. They are a great revision to a conventional gear airplane! The basic airplane is very sound and has been dependable and easy to care for. The current location is Hollywood, Maryland at airport 2W6.

To Answer a specific query, the POH states 65% speed and fuel burn at SL, 2500, and 5000 to be 2350 RPM/118TAS MPH/8.2gph, 2450 RPM/120 MPH/8.2gph, 2500+RPM/121+MPH/7.9+gph. In my operations 2450 generally gave less speed and less fuel burn. I'm sure the speed numbers here are a little high for 44D. The fuel capacity is 40 gallons, 37.5 usable.

Last modified: Aug 28, 2005

Aircraft: N2944D Cessna 170B, Year 1955, TT A/C & Eng 1952.3, TSMO 97.1

Serial Numbers:

Airframe: 26887

Engine: Continental 145, Model 0-300A, SN 10398-D-5-A, (17022)

Propeller: McCauley, Model 1A170-DM 7653, SN: 59316, (Pitch 53", Diameter 76")

• Carburetor: MA3SPA, PN:10-3237, SN:3980001, overhauled May 4, 1995
•  
• ELT: Ameri-King model AK-450, SN: 4504670. D-cell battery powered
•  
  Nav-Com: Genave Alpha 600, SN: 79-41 (360 channel nav-com with separate CSI. Works; listed for continued use in compliance with emissions limits. Some people say these cannot be repaired or reinstalled after removal. I am not informed on this.)
•  

  VOR Course Selector Indicator: Genave Theta 300, SN: 33-72

  Transponder: Genave Beta 5000, SN: 72-15 (last repair June 16, 1992)- (works and will calibrate correctly. Encoding altimeter operates correctly in mode C)

  EGT Gauge: Hanna Aero Model E-100, SN: K 32484 (thermocouple mismatch strictly temporary repair via in-line resistor. Needs to be changed out probably by a new gauge and thermocouple)

  Broadband Com Antenna: Model AD-1

  Isolation Amp and Marker Beacon Receiver: RST 501

  Marker Beacon Antenna: small boat style

  VSI: Model 1636-6H-B1 (Feb 77)

  Encoding Altimeter: Aerosonic PN 101420-01249 SN: 25680C Apr 79

  Tachometer: Recording Tachometer RT-7, SN: 1548707

  Nav-Com: King KX-150, (inoperative), SN: 21268 (hole filler dead weight only)

  Generator Overhauled Aug 8, 1997, PN: 110189022, SN: 11198

  Magnetos: Left: S6LN-21, PN 10-51365-39 SN: 839325 --- Right: S6LN-21, PN 10-51365-1 SN: 459163 (These are "bendix" mags renumbered and all mods complied with to '98)

  
  

Starter: Delco-Remy PN: 1109656, SN: 26588

Air Filter Assembly: Bracket PN: 5110-A, Element: BA-1608.

Mufflers and exhaust stacks replaced new yellow tagged 4/3/2000

Maintenance Events and Expiration Dates:

Annual inspection: expired Oct 30 1999

Transponder Check: June 1992 Yellow Tag check date (reconditioned, repaired)

VOR Check: unknown - works OK

ELT Batteries Duracell, 6 Alkaline D cells, replaced Sept 2005

Bracket Air Filter Element: #BA-6108 replaced Mar 30 2005

Panel Instrument Inventory: see photos (L to R)

Empty hole, Sheet metal blocker

Airspeed

OMNI CDI

T&B gyro

Clock with stopwatch functions

Directional

Gyro

Airspeed

Magnetic Compass

VSI

Artificial Horizon gyro

Manifold Pressure Gauge

Tachometer

Oil Pressure

Oil Temperature

EGT

Carburetor venturi temperature

Vacuum gauge

CHT

End of Entries

This airplane has been sold. Thanks so much for your interest!!! Last revision Sept 17, 2005.