Just able

Despite skepticism on our part, the 170’s stock 145-horsepower Continental O-300 engine (with 1,500 hours on the tach) was able to haul the airplane up to 12,000 feet—enough to clear the mountains surrounding Yellowstone National Park. We found it’s an adequate mountain flyer, but could this aging 170B safely play in the backcountry before we transform it into a backcountry beast? A diversion to Driggs-Reed Memorial Airport (DIJ) in Driggs, Idaho, was in order to rendezvous with more than a dozen Cessna 185s, Carbon Cubs, and Aviat Huskys for a fly-out breakfast to Nine Quarter Circle Ranch (1MT0) in Gallatin Gateway, Montana.

AOPA Senior Photographer David Tulis and I flew the Sweepstakes 170 off Driggs’ grass runway in a loose formation with three Huskys. The Huskys easily outclimbed the 170—handicapped as it is by its cruise propeller—but once we reached 10,000 feet the 170 kept pace. Its six-cylinder engine purred smoothly, steadily burning a quart of oil every two and a half hours. The ancient venturi hanging off the side of the airplane supplied reliable vacuum for the attitude indicator and heading indicator. The scratchy BendixKing radio kept us in contact with the flight of four—mostly. But the intercom, ugh; I could barely hear anything Tulis said.

We snaked our way through the valleys that led to Nine Quarter Circle Ranch until we finally spotted its 4,000-foot-long grass runway in a valley with an idyllic stream flowing beside it. The Cessna’s high wing provides an outstanding view of the approach and landing environment. We stayed above an upsloping mountainside on downwind, flew around a hill that blocked the view of the runway on base, and aimed to narrowly clear 100-foot tall trees on short final.

With its massive semi-Fowler flaps, slowing to 60 mph (or less) on final is a cinch, and the Cessna’s downward-sloping nose provides great forward visibility all the way through landing and taxi.

Our real concern was the departure. We planned to depart at 10 a.m., well before the onset of summer heat and winds. The fuel tanks were half full and we were light, but how would the 170 handle the 6,974-foot field elevation and 8,500-foot density altitude? After a skittish takeoff that necessitated remaining in ground effect just above stall speed until we built up enough speed to climb at VX and clear the trees, we’d say we found the current limit of its backcountry capabilities.

We had a ton of fun flying with like-minded pilots and passengers to a backcountry destination in a beautiful, secluded part of the country. After the AOPA Sweepstakes Cessna 170 gets a well-deserved makeover (including a more powerful engine, bigger tires, digital avionics, lightweight interior, new paint, and much more), it will fly into places like Nine Quarter Circle Ranch with ease, and its lucky winner can enjoy the amazing views and special camaraderie of backcountry flying for themselves.

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