Buying a Cessna 170 (and 140) in Canada: a buyer's guide

Buying a classic Cessna 170 or 140 taildragger in Canada — the variants, corrosion and fabric checks, tailwheel considerations and what they cost. A buyer's guide from MarketPlane.ca.

A classic taildragger that still earns its keep

The Cessna 170 — and its little sibling the 140 — is a classic aluminum taildragger that flies as happily off a grass strip or floats as it does off pavement. They're handsome, capable and hold their value, which is why good ones sell fast in Canada. This guide covers the variants, the corrosion story, and what to pay. For the live number, see current Canadian aircraft prices by make and model.

The variants, briefly

Cessna 140 / 140A — the light two-seat taildragger; early ones are part fabric, the 140A all-metal.
Cessna 170 / 170A — the four-seat, all-metal step up; the 170A gains metal wings.
Cessna 170B — the most sought-after: bigger flaps and the smooth Continental O-300 six.

What to check before you buy

Corrosion is the number-one issue on these aircraft — inspect the wing spar and carry-through, the floor and lower fuselage, and any float-fitting areas carefully, especially on coastal or float examples. Check early-140 fabric, the landing-gear box and firewall for old ground-loop damage, engine time against TBO, and logbook continuity with AD compliance. Always get an independent pre-purchase inspection from someone who knows classic Cessnas.

What it costs — and next steps

These classics are cheap to fuel and famously good at holding value; condition and originality matter more than year. See the live Canadian market for current prices and what used aircraft actually cost in Canada for the ownership side. You'll want complete logbooks and the Transport Canada registration transfer; for a US aircraft, run the import cost calculator first. Then browse Cessna 170s and other aircraft for sale in Canada.

Common questions

How much does a Cessna 170 cost in Canada?

Classic Cessna taildraggers hold their value well, so condition and originality drive price more than year. Nicely restored 170Bs and float-equipped examples command a premium; project aircraft are cheaper but can cost more in the end. See current Canadian asking prices at /models.

Cessna 140 or Cessna 170 — which should I buy?

The 140 is a light two-seat taildragger — economical, charming, limited useful load, and part fabric on early models. The 170 is the four-seat, all-metal evolution and the more practical family/float aircraft. Both are beloved classics; the 170B (with the bigger flaps and the C-145/O-300 six-cylinder) is the most sought-after.

What should I check on a classic Cessna taildragger?

Corrosion is the headline — inspect the spar, carry-through, floor, lower fuselage and any float-fitting areas carefully, especially on coastal or float aircraft. Check the fabric on early 140s, the landing-gear box and firewall for past ground-loop damage, engine time against TBO, and complete logbooks with AD compliance. An independent pre-purchase inspection by someone who knows these aircraft is essential.

Do I need a tailwheel endorsement?

Yes — these are conventional-gear (taildragger) aircraft and you'll want a proper tailwheel checkout and some conventional-gear time before insurance and good sense will let you loose. Ground handling is the skill that matters; many insurers require dual instruction for low-time tailwheel pilots.

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