Mike,

Partnering is a good idea. I've had a partner in my A36 since the day we bought it, 22+ years ago.

We're still sharing the plane. It works if you find the right guy.

Good luck.

I will disagree with the folks about not flying for several years while the kids are growing up. We never stopped flying; there is no better way to cover distance quickly with the little ones.

On friday afternoon I drove from DC to NYC with the kids for the weekend. When we drove past the airport my 4 1/2 year old started lobbying me that we should take the plane instead. While I wholeheartedly agreed with her, the logistics of the trip didn't allow fot that. So instead of 90minutes to Teterboro, we spent 5 hrs on I95

I didn't say he should stop flying. I said with twins he probably won't have much time. Unless you have been thru it you wouldn't fathom how hard it can be with multiples. We had a lot of help but that help tends to leave when you get home from work and then it's just you and an exhausted wife to deal with it.

There's a pretty good deal on a 170 that just went on Barnstormers ($31.5K). I don't know the plane - just saw the ad and remember when all 170s were around twice that.

You can get a nice Stinson for less - probably much less.

If you're willing to give up the tailwheel you might want to consider a sport sundowner. There are some really great deals right now on TAP and controller. The value for the $ and cost of operation for these AC are hard to beat.

I heard him on the radio this morning in a C140 "Chickasha traffic this is Cessna N123TW turning final for 18 on the grass Chickasha".

I think the man wants a tail dragger!

Ha yeah, I'm hooked! I'm pretty sure I could hear you grinning in the Waco, and who can blame ya. Heck of a morning for flying here in OK.

Mike,

Check out the Stinson 108s currently on Barnstormers... heck of a lot of plane for the money

This one, for example: http://www.barnstormers.com/listing_ima ... ?id=694708

Drew

I have been noticing that the Stinsons look like a bargain. That one is very nice. I need to read up on them. Anyone know anything about maintaining a Franklin engine?

Like any vintage engine, they are OK if you get in with the small number of people who really know the engine. They sound great and are extremely smooth. The Franklin is a little thirsty for the output it produces. I used to figure 10gph on my 165 HP Stinson 108-3. The problems that I had were intake leaks and sticking valves. The engine must be set up with the valve guides closer to the "loose" end of their range to prevent sticking.

I loved flying the Stinson 108 series airframe. It compares very closely to the 170 but has a better control feel and much better roll rate. I also much prefer the Stinson landing gear to the Cessna spring gear. It's much more solid on the ground and the plane doesn't feel like it's trying to "wallow" as you taxi. The big downside is fabric. Make sure it's fresh and keep it in a hangar. A cover job would cost what the plane is worth.

My little Franklin 150 purrs like a kitten. There is a small but dedicated cottage industry which sells parts for these things and, so far, I have no had any problems with parts availibility.

Engine parts not a problem, pretty reliable by reputation.

Look into the "dash" numbers of the 108's, -1,-2,-3, as there were some significant changes in the model line.
Stay away from metalized ones, too heavy.

Good airplane, was on my list beforenI bought the Bo (my wife wanted to go faster)

Also look at the Aeronca Sedan, but find out what happened with the spar cap AD.

Spend some time @ http://www.cessna170.org

Great organization with some really knowledgeable guys.

I had for two years and ~120 hours a 1951 170A with the O-300D engine (vacuum pump). Specs say 145HP on the 170's various engines, but it only produces that at 2700RPM. You'll get maybe 120HP from a tight engine during takeoff. That's not much for a 2200 pound aircraft. Useful load is typically around 800 or so.

If you routinely fly from a shorter strip with obstacles, you must be acutely conscious of the 170's anemic takeoff and climb performance. Mandated go arounds can be exciting undertakings.

On the other hand, it is a delightful airplane in the air. Smooth six cylinder, excellent visibility and relaxing to fly. You'll not be getting anywhere fast, so may as well enjoy it!

It is also one of the better tailwheel aircraft for transitioning from those funny aircraft with the wheel up front, as it has relatively tame ground handling compared to some of the others that have been mentioned in this thread. Yes, the mains are soft, but that can be remedied with either 180 legs or a much cheaper solution -- a bit of nose down trim during short final to keep you on the pavement when doing wheel landings.

In short, it's a stout airframe that can actually fly two people and a lot of their gear or four folks & tiny bags without breaking the bank, but it is slow, wimpy in the take-off department, typically has an awkward panel for IFR work (my only case of severe spatial disorientation during IMC was in a 170), and is, after all, a sixty or so year old aircraft. Some of the 170's on the market are held together with duct tape and prayers.

If you understand those factors and are still interested, then I think it would likely keep you flying more than some of the other aircraft. Cheap, fun, no small amount of utility (though slow in the process) and beckons one to take it out just for the sake of doing so. I say go for it.

Thanks for the info, John. Always great to hear from current/former owners. I actually just got my C170 assn. member's website access and first magazine over the weekend. I'm just starting to dig through it and learn more about the airplane.

It's looking like a pretty darn good first taildragger for me and the 2-3 buddies I have who are interested. Sounds like they're stable and relatively easy to handle on landing, and the all-metal A and B models will be familiar to all of us from a maintenance standpoint. I'd like the TO/climb performance of a 180hp conversion or even a C180, but it's not something we need given the long strips we operate from. If we end up with one I'll certainly load it up to gross with a good CFI and get a good feel for how it handles, though the 140 I've been flying with 2 onboard and full tanks in 95deg weather has probably been a good primer.

We're pretty high on them right now and I think I could have a lot of fun in one without breaking the bank. Hopefully in the next few months I can update the thread with some pics and a pirep from the flight home in one.

I saw this one on ebay this morning. Don't know if its what you are looking for, but thought I would pass it along.

http://cgi.ebay.com/ebaymotors/Cessna-1 ... 340wt_3554