See the details of the complete restoration on this page.

 We did this 'Super 170' project with the mindset and end goal of creating a plane that Clyde Cessna would build today if he were still alive and leading the Cessna Aircraft Company.  He would take a strong and popular airframe and add features and components that were not yet invented in 1955 to make a plane that was affordable and easy to fly and maintain.  It would carry a full family and/or loads in and out of places a tri-gear plane can not.

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We located a low time, damage-free airframe built as a 170B model in 1955.  The benefits of that year of production is:

1: It was the latest version of the 170 series with all the latest design and features (Wings, Flaps, Landing Gear).

2: It shared many parts and features of the C180 and the '170 Military Version "L19 BirdDog" aircraft.

3: It was approved and continues to be approved and maintained under Civil Air Regulations, Part 3 (CAR3) as opposed to the current rules of FAR Part 23.  This means the modifications we planned to make to the plane could be done and approved with existing FAA approved data from Cessna drawings and FAA Circular 43-13b.

4: We did not know it then, but new MOSAIC rules about to be approved in FAA will include this plane making continued service, upgrades and operation much lower cost.

STARTING:
The project began by completely disassembling the entire plane and removing all paint coatings down to bare metal.  Once each panel and surface was inspected, it was then protected for life with a coating of good old fashioned Zinc Chromate.

Even the top skins of each wing and control surface were removed so the interior spaces could be fully inspected and then treated with Zinc Chromate.  After that, new skins were installed.
Engine:
Next step was to select a new powerplant.  We chose the popular and strong 4-cylinder Lycoming -360 series engine.  DelAir STC approved the installation to this airframe.  We found a O-360 version with 64TTSN that had been sitting in storage for several years.  It was purchased and sent to LyCon for O/H and flow balancing.  The crankshaft was replaced with one that provides for hydraulic prop control and they installed an accessory pad to the engine to allow a hydraulic governor to be mounted.  A spin-on oil filter adapter was added.  Brand new carburetor, magnetos, plugs, wires, airbox, and fuel lines were installed.  Parts of the engine were chrome plated before installation to give it a bit of 'bling'.  We installed a new B&C starter and alternator, MT compact governor, Bogart battery cables, Steve's machined aluminum gascolator.  All temp and pressure sensors were installed with new ones that provided two sources of measurement instrumentation.  An oil pad heater makes preheating in the winter easy.  A new engine mount with solid seaplane bushings at the firewall and new rubber mounts at the engine makes a solid, vibration free installation.  Later in use, one of the mags was replace with a SureFly Electronic Ignition.  The remaining mag still has an impulse coupling, so starting is like a car and retains the ability to hand prop.  A new stainless steel firewall was installed before the engine was mounted.  The brakes and related parts normally hidden tight to the firewall were replaced with new while they were open and visible.


Wings & Control Surfaces:
First we installed the Sportsman STOL leading edge system for improved low speed handling.  Then the old pitot system was replaced with a modern heated pitot tube.  Molded streamline wingtips with Whelen position/strobe lamps are at the ends.
The wings and all control surfaces were painted with two layers of Emron then balanced and put aside for later installation.  New stainless steel cables, bushings, bearings, and flap tracks are now in place.

Airframe:
While it is all apart, it is a great time to install a float kit, in case someone wants to make it a seaplane someday.  We used the float kit from a C180 because it provides larger, stronger reinforcement areas at the fuselage.  A baggage door from a C172 was installed along with a baggage extension STC.  This provides the user with easy access and huge area for bulky loads.  To make ground handling 'fun' a BAS tail pull handle was installed.  Skylights and new glass all around along with a V-Brace gives clear and strong support to the frame.  The gear legs on this model are the same as used on early C180's.  They are very strong.  We installed the P-Ponk gear leg reinforcement system to the gearbox.  New Cleveland double-puck brakes along with dual brake pedals from a C180, new brake lines, master cylinders, solid axles and hydraulic ski stub axles round out the landing gear improvements.  Steps were chrome plated and chrome plated cowl grab handles were installed

Continuing on the fuselage, we added BAS inertia shoulder harnesses for improved safety.  The tail wheel section was replaced with one from a L19 Bird Dog as it is stronger and spreads the loads of connection to a larger area.  The interior surface was first painted with zinc chromate, then a layer of grey Navy ship surface epoxy over that to create a surface that is corrosion proof and durable.

Exterior Finish:
Now the exterior Emron finish is applied to the fuselage and cowling.

Re-assembly Begins:
Now it is time to re-install the tail, rudder and horizontal stabilizer.

Avionics & Wiring:
Now that painting is completed, we pack up the plane on the back of a car hauler and relocate it to the avionics shop.  There, the engine controls, are installed, a new panel is designed , CNC cut and installed.  A compact firewall battery is installed.  Wiring is connected to all the sensors, antennas, radios, and lights using new breakers.  The panel layout was done to a more modern 'T' style standard using direct reading instrument heads.  The second set of sensors are wired independently to the Grand Rapids Technology Engine Information System and display EFIS.  This allows for a glass panel and modern features of navigation and engine monitoring.  With the panel out, we are able to install very nice firewall insulation that isolates heat and vibration from the engine compartment.  The boot cowl and footwells are also insulated before interior trim is installed.

Seating:
While the avionics are being done, the interior seating is sent to Alaska (Sport Aircraft Seating) for rebuild, powder coating and custom designed padding and covering.  This process eliminates many pounds of steel springs in favor of much lighter and longer lasting Ceconite over the frames.
Re-assembly of wings, door and interior:
With avionics complete, we move the plane to our re-assembly shop where the wings, flaps, control surfaces and fender spats are installed.  New heating and ventilation hoses are used forward of the firewall.  Inside, the entire interior surface all the way to the baggage door is covered with 3/8" thick closed cell foam insulation.  This deadens sound and vibration and provides a lightweight barrier to heat and cold without the weight of older fabrics.  The interior doors and sidewalls are finished with a light, attractive surface that is removable for servicing in the future.  The wheel spats provide protection of the wings and tail from mud and stones.  Hydraulic lines were installed to allow for easy use and changeover to/from skis.

Propeller:
Now we selected the MT Composite prop because of the low weight vs metal props and they are extremely smooth in operation and allow for OWNER repairs to minor blade damage.  I tried the Hartzell 2B Composite Trailblazer, two  MT 2-blade versions and this MT 3-blade version before making my decision to stay with the MT 3-blade.  It was not as fast in cruise as the 2B versions, but it is soooo smooth and looks sooooo good on the ground!

Awards and More:
I took the plane when completed to OSH AirVenture and had it judged.  It attracted a lot of attention to be sure.  The judges all came by several times to inspect the workmanship and details and features.  In the end, they agreed the plane was so unique it did not fit into any of the Vintage, Modified, or Classic categories, so they made a special category that year and awarded it "Best Customized Classic".  To this day, when the plane arrives at OSH, they attempt to place it show center along with other past winners.  Cessna Flyer published a grand article about the plane and featured it on the front cover.  BackCountryPilot.org also published an article about the re-build and the plane.