Want a Cessna 170

James331 said:
It’s pretty, hard to see the cowl and the metal wing wouldn’t be my top choice, the panel isn’t that bad if everything works, just toss in a navcom and ILS head, maybe a skybeacon for ADSB if you live in a area that needs it, but DAMN that’s one heck of a prop strike!
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Any idea on what the metal wing useful load is? Can you leave this plane on a tie down or do polished planes get nasty outside?

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James331 said:
Not sure the weights, regardless I wouldn’t leave it outside.
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Is it hard to get insurance on a totaled plane?

Note: Logbook entry indicating the airplane was a total loss was made all pertinent logs (airframe/engine/propeller) Log books avaliable for inspection in Los Angeles.
 
It wouldn't be the first insurance "total loss" to fly again. Hell I know of a 152 that had been totaled, fixed, flown for years, then sold to an FAA inspector. That FAA inspector had some babies and needed a bigger plane so now its owned by a CFI and all kinds of students have flown it.
 
texasclouds said:
the airplane was a total loss was made all pertinent logs
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The term "totaled" as no special meaning within the regulations. So long as the repair(s) is documented and the aircraft is approved for return to service it is no different than any other plane that's been dinged up. Now if the write up stated "destroyed" and the data tag(s) removed plus a letter was sent to the OEM then you have a problem.
 
texasclouds said:
Is it hard to get insurance on a totaled plane?

Note: Logbook entry indicating the airplane was a total loss was made all pertinent logs (airframe/engine/propeller) Log books avaliable for inspection in Los Angeles.
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Doubt they care as long as you don’t try to get some crazy sky high hull value on it.
 
Lowflynjack said:
Continental O-145
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Researching this online, it seems that Continental never made an O-145, but Lycoming did.

The Lycoming O-145 is 4 cylinders 55 HP.

Continental C-145 is 6-cylinders 145 HP (also same as O-300-A).
 
texasclouds said:
@Tom-D

So am I getting this correctly?: Pilot has a prop strike then calls insurance. They total it since the engine rebuild and propeller cost are higher than the insured value. Now insurance is auctioning it off.

The cowl appears to be sitting in the hangar if you look in the background. The engine has to be torn down, right? You are joking about flying it home with just a prop?
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What FAR would be broken ? If you flew it with a new prop?
 
Tom-D said:
Not nearly as bad as I've seen.
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I still wouldn’t strap into that thing without a good tear down.

But legit, if you’re going to keep it long term, don’t mind the metal wing, and there is no other major damage, for like 7k it might be a good buy.
 
texasclouds said:
Any idea on what the metal wing useful load is? Can you leave this plane on a tie down or do polished planes get nasty outside?
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I'd want it in a hangar, they get grungy outside without a lot of work.

gross weight on all 170s is 2200 pounds, metalizing the wings does not change that.
 
Tom-D said:
You fly at night. ?? OMG no wonder you have engine failures :)
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I fly in lots worse than night lol

But still, not sure about how much $$ you equate to your life, but a tear down is no where near expensive enough to justify not doing. I mean if I had a incurable disease, sure, but for most just tear that thing down and make sure it’s a happy engine.
 
James331 said:
I fly in lots worse than night lol

But still, not sure about how much $$ you equate to your life, but a tear down is no where near expensive enough to justify not doing. I mean if I had a incurable disease, sure, but for most just tear that thing down and make sure it’s a happy engine.
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a full teardown, clean up, inspection, and reassembly with no new parts required is about 10K.
I've torn down in this mode and not found anything broken that needed replacement caused by this type of strike. Here is the kicker,, once torn down it must make airworthy standards to reassemble, which may lead you into a full overhaul, then the cam may not be re-workable, same with all other parts. so a tear down may end up costing 20-25k.
first thing I'd do with it is an oil change, a new prop, then a full power run for about 1 hour, drain oil check for metal. If all is normal fly it.
If it is not running normal. put a use engine in it, there are 2 on barnstormers now for under 10k
 
So your life at this point isn’t worth more than a used car?
 
James331 said:
Who cares.

You’re saying with how hard that thing got pranged, regardless of the FAR, you wouldn’t do a tear down?.
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It wouldn't be the first thing that I'd do. And I wouldn't do it until it indicated it needed it.
 
Tom-D said:
I assume that you believe it is an automatic death sentence if you don't.
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No, but risk to reward, for the unpredictable nonsense I’ve dealt with so far as a pilot, and I’m not even high time in the big picture, I wouldn’t open the door to more just to save 10k on a known hurt airplane

I mean if you’re just going to be in the pattern or always gliding distance to a good spot in VFR day, OK, but beyond that hellz no
 
So what is the mortality rate on freshly overhauled engines? I hear it is surprisingly high, all things considered.
 
Wouldn't it be great if you could get it for that.
 
Bell206 said:
The term "totaled" as no special meaning within the regulations. So long as the repair(s) is documented and the aircraft is approved for return to service it is no different than any other plane that's been dinged up. Now if the write up stated "destroyed" and the data tag(s) removed plus a letter was sent to the OEM then you have a problem.
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I always wonder how warbirds get rebuilt from just a data plate. I never understood how they could do that....
 
jkgoblue said:
warbirds get rebuilt from just a data plate.
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Back in the day it was SOP to rebuilding them and other aircraft like Stearmans. But in recent years not so easy for any production/military aircraft to be "rebuilt" around a data plate. That's why it's important to keep an eye out for log entries containing the words "destroyed" or "scrapped." Also important to do your due diligence if aircraft missing logs and has obvious major repairs done. Every couple years seems the feds get a little more retentive on this subject.
 
Here IMO where this thing makes sense, if you’re a AP with a good engine and prop that you pulled off another plane that’s sitting in the hangar gathering dust waiting for a good airframe.

Or you’re looking to build your crazy “forever” C170
 
James331 said:
Here IMO where this thing makes sense, if you’re a AP with a good engine and prop that you pulled off another plane that’s sitting in the hangar gathering dust waiting for a good airframe.

Or you’re looking to build your crazy “forever” C170
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CONTINENTAL O300A
 
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