The International Cessna 170 Association

… An example: A few years ago I bought a 172C to train a family member. The Annual Inspection I used for purposes of “prebuy”…. found an AD note applicable to early 172s involving a “beef up” of the main horiz-stab main spar at the attach point to the aft fuselage bulkhead. There was no reference s...

So sorry to hear this issue has resulted in another bent aircraft. George it appears removing the parking brake tabs on the master cylinders is missing on the C-170 Special Attention Areas list. I’d also suggest replacing the serrated shaft style master cylinders be added to that list.

Thanks for the advice Bruce. It’s valuable to hear from someone who’s had actual experience with maintaining and replacing these transducers. What’s causing these transducers to fail? Could it be the heat and vibration in the engine compartment? Of course, on a fuel injected engine, mounting a fuel ...

What are your thoughts about placing the fuel flow transducer in the line between the fuel valve and the strainer rather than downstream of the gascolator? EI requires that the transducer be attached between two flexible hoses so the aluminum lines would have to be replaced or modified. Having two l...

An avionics tech commenting on Mooneyspace.com recommended the Mallory Sonalert SC628 buzzer as a replacement.

While the Mallory SonAlert may cause an iA to “pass’ an inpsection…. it will NOT be heard in-flight due to it’s diminutive volume.

Jon,
That’s a well know issue on the 170. Assuming your plane still has the parking brake locking plates (fig. 59-7 in the IPC) attached, it’s likely the one on your left brake engaged. See this thread.

Here's a photo from Robert Brown of the Barkweave Brown and Barkweave Green rear seat backs side-by-side. Could you place this in the 1948 Photo Documentation Bruce?

... Would have worked fine had (it) NOT been wired in series back to the buzzer in the cabin. ... As you know, the stall warning switch heater was not originally on the C-170. Here's a screenshot of how Cessna wired it on the the early 172s. It's part of the pitot heat circuit, not the stall warnin...

Final remarks on this fix: My Lift Detector was Safe Flight Part #148 and included the 12V 35W capacitor that serves as a stall warning horn heater (much like pitot heat). … Thanks for documenting your fix on this. I think you mean “stall warning switch vane heater” rather than “horn heater”. IMG_0...

The switch Safe Flight used was manufactured by Micro in Freeport, Illinois. They were bought out by Honeywell. It would be nice if we could crack the code on the Honeywell part number of this switch. Here’s a product brochure of their large switches.

Steve, Welcome! Before disassembling the switch I’d suggest following Cessnut’s advice of using contact cleaner. I like DeoxIT. There’s a thorough discussion by an avionics tech about repairing this switch on MooneySpace.com . Finally, place a wanted ad in the TradeMart and the Association’s Flypape...

D’Shannon now holds STC SA3-13, the old Doyn Lycoming O-340 STC. For those looking for missing paperwork, it might be worth trying to contact them.

I’m puzzled by the apparent inconsistency between CAR 3 rules which stipulate that the placard at the fuel tank filler should read usable fuel quantity and what George has been saying throughout this thread, which is that total capacity— 21 gallons— is what should be printed. CAR 3 went through at l...

Thanks for the correction George. Must have been too much eggnog.😏 I’ve edited my comment. A fuse/CB protects the WIRE….not the device. This is good point that I overlooked in my initial response. If one replaces a 2 amp fuse with a 15 amp fuse it’s possible — if there is a short — that wires could ...