Four-seat tailwheel touring aircraft · Single-engine piston aircraft · production 1952–1956 · See its reach on the 3D globe
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A Cessna 170B costs approximately $109k (€101k) to $131k (€121k) to buy at 1954 market values, and about $93k (€86k) a year to own flying 80 hours, roughly $1,164 (€1,078) per flight hour all-in. It seats 4, cruises at 105 kt (121 mph) and has a published range of 500 nm (926 km), needing about 1,148 ft (350 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The 170 is the aeroplane the 172 was made from. Cessna fitted a nosewheel, the tricycle version went on to outsell every other aircraft ever built, and the tailwheel original became the collectable. The B model added the large flaps that make it genuinely short-field capable. Two things to weigh. It is a taildragger, so insurance costs more and a proper checkout is not optional. And the 145 hp Continental six is a different overhaul proposition from the four-cylinder Lycomings in later Cessnas, in price and in shops willing to touch it. Buy it as a classic, not as a cheap 172.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 998 kg |
|---|---|
| Usable fuel | 140 L |
| Baggage weight | 54 kg |
| Engine | Continental C145-2 or -2H, 145 hp at 2700 rpm |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 4 |
| Realistic payload with mission fuel | 646 lb (293 kg) |
| Published planning range | 500 nm (926 km) |
| Practical planning radius (4 people) | 335 nm (620 km) |
| Cruise speed | 105 kt (121 mph) |
| Runway need | ~1,148 ft (350 m) |
| Landing gear | Fixed tailwheel (conventional) |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $11k (€10k) |
| Direct cost per flight hour | $108 (€100) |
Classic four-seat utility with excellent visibility, but corrosion, fabric control surfaces, logs and tailwheel history determine value.
Indicative cash costs at 1954 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $89k (€82k) | $2,219 (€2,055) | $563k (€521k) |
| 80 h / year | $93k (€86k) | $1,164 (€1,078) | $584k (€541k) |
| 120 h / year | $97k (€90k) | $812 (€752) | $606k (€561k) |
| 180 h / year | $104k (€96k) | $577 (€534) | $638k (€591k) |
Every figure above is built from a $11k (€10k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $108 (€100) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $25k (€24k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cessna 170B cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1954 market price for a Cessna 170B is $109k (€101k) to $131k (€121k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cessna 170B works out at roughly $93k (€86k) annually, which is about $1,164 (€1,078) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $108 (€100).
Published range is 500 nm (926 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 335 nm rather than the brochure figure.
Beyond a pilot certificate, a Cessna 170B requires tailwheel endorsement. 14 CFR 61.31(i) requires an instructor endorsement covering normal and crosswind takeoffs and landings, wheel landings and go-around procedure, unless you logged tailwheel pilot-in-command time before 15 April 1991. Ground handling, not flying, is what the training is for, and it is where the claims are. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 1,148 ft (350 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.