CESSNA 172

The 'Cessna 172 Skyhawk' is a four-seat, single-engine, high-wing airplane. More Cessna 172s have been built than any other Western aircraft. It is also probably the most popular flight training aircraft in the world.

Contents

Development

Cessna 172RG Cutlass

Reims FR172J and Hawk XP

Military operators

Famous Cessna 172 Flights

Garmin G1000

Specifications (172R)

References

External links

Related content

Development

Measured by its longevity and popularity, the Cessna 172 is the most successful mass produced light aircraft in history. The first production models were delivered in 1956 and they are still in production as of 2007; more than 40,000 have been built. The Skyhawk's main competitors have been the Beechcraft Musketeer and Grumman AA-5 series (neither in production), the Piper Cherokee and, more recently, the Diamond DA40.
The Cessna 172 started life as a relatively simple tricycle landing gear upgrade from the taildragger Cessna 170, with a fairly basic level of standard equipment. The first flight of the prototype was in November 1955. The 172 became an overnight sales success and over 1400 were built in 1956, its first full year of production.
Early 172s looked almost identical to the 170, with the same straight aft fuselage and tall gear legs, although the 172 sported a straight vertical tail while the 170 had a rounded fin and rudder. Later 172 versions incorporated revised landing gear and a lowered rear deck that allowed an aft window. Cessna advertised this added rear visibility as "Omni-Vision". The final aesthetic development in the mid-1960s, was the sweptback tail which is still in use today. This airframe configuration has remained almost unchanged since then, except for updates in avionics and engines, including the Garmin G1000 glass cockpit in 2005. Production had been halted in the mid-1980s, but was resumed in 1996 with the 160 hp (120 kW) 'Cessna 172R Skyhawk' and was supplemented in 1998 by the 180 hp (135 kW) 'Cessna 172S Skyhawk SP'.
The older 172s (172 through 172H) were delivered with a 145 horsepower (110 kW) air-cooled engine, while later versions were equipped with engines up to 180 horsepower (135 kW), although 150 or 160 hp (110 or 120 kW) was more common. One rare modification allowed the installation of a Franklin 220 hp engine, but this was not a factory-installed option.
The basic 172, with 2200 pounds maximum gross weight, remained in production until replaced by the 172A in early 1960. The 172A introduced a swept back tail and rudder, while the 172B in late 1960 introduced a shorter undercarriage, equipment changes, and for the first time, the Skyhawk name as a Deluxe option (added optional equipment sold as a package, with full exterior paint vs. partial paint).
The 1963 172D model introduced the lower rear fuselage with wraparound rear window. The 172F introduced electric flaps. This model was also built in France by Reims Cessna as the F172 until 1971. These models formed the basis for the US Air Force's T-41A Mescalero primary trainer. In 1966, the 172G introduced a more pointed spinner, while the 172H was the last Continental powered model.
The Cessna Company planned to drop the previous 172 configuration for the 1968 model year and replace it with a cantilever-wing/stabilator configuration that would be the 172J. However, as time for model introduction neared, those dealers who were aware of the change began applying pressure on the factory to continue the previous configuration. They felt the new model would be less usable as a trainer. Consequently, and at the last minute, the decision was made to continue the 172 in its original configuration. The planned 172J configuration would be introduced as a new model, the 177. The deluxe option would become the 177 Cardinal.
The familiar 172 needed to be re-engined because Cessna had canceled its contract with Continental for their venerable 0-300 6-cyl engine of 145 horsepower. Fortunately, the lighter (4-cyl) but more powerful (150 hp) Lycoming engine planned for the 172J would also be available for the 172I with few modifications. Note: The "I" is not usually mentioned because of its similarity, and therefore confusion, to the number 1). The "J" designation was never publicly used. The next upgrade (1969) was the "K" model. The 172K had a redesigned vertical fin cap and reshaped rear windows. Optional (larger) wing fuel tanks were offered. The 1970 model was still called the 172K but sported fiberglass, downward-shaped, conical wing cuffs. The main landing gear (originally flat spring steel) were replaced with tapered, tubular steel units. These were lighter, but they required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design.
The 172L, sold during 1971 and 1972, had a plastic fairing (between the dorsal fin and vertical fin) to introduce a greater family resemblance to the 182's vertical fin. The 172M of 1973-76 gained a drooped wing leading edge for improved low speed handling. This version was also the first to introduce the optional 'II' package which offered higher standard equipment. In 1976, Cessna stopped marketing the aircraft as the 172 and began using the "Skyhawk" designation.
The Skyhawk N, introduced for the 1977 model year, was powered by a Lycoming O-320-H, 160 hp (120 KW) engine designed to run on 100 octane fuel (all previous engines used 80/87). Unfortunately, this configuration proved troublesome and it was replaced by the similarly rated O-320-D in the 1981 Skyhawk P. The P, remaining in production until 1985, was the last basic Skyhawk model.
The Skyhawk R was introduced in 1996 and is powered by a Lycoming IO-360L2A (160hp). This is the first Cessna Skyhawk to have a fuel-injected engine. The maximum takeoff weight of the 172R is 2,450 lbs (1,113kg). The 172R introduced many improvements including a new interior with soundproofing, an all new multi-level ventilation system, a standard four point intercom, contoured front seats (energy absorbing to 26g) with vertical and reclining adjustments, and inertia reel harnesses.
The Skyhawk SP represented the most modern development of the Cessna 172. Introduced in 1998, it is powered by a Lycoming IO-360L2A (180hp). The maximum rpm was increased from 2,400 rpm to 2,700 rpm resulting in a 20hp increase over the R. As a result, the maximum takeoff weight was increased to 2,550 lbs (1,157kg). The aircraft, configured with owner-operators in mind, is offered with the Garmin G1000 avionics package as standard equipment and sports leather seats. As of 2007, Cessna offers both the R and S models.

Cessna 172RG Cutlass

Cessna produced a retractable-gear version of the 172 named the 'Cutlass 172RG' and also produced versions on floats. The Cutlass had a variable pitch, constant speed propeller and more powerful standard engine as did the more spartan, militarized 'Cessna 172E' sold to the US Army as a spotter plane. While numbered and marketed as a 172, the 172RG is actually a variant of the Cessna 175 type.

Reims FR172J and Hawk XP

The 'Reims Rocket', designated FR172J and produced by Reims Aviation from the late 60s to the mid 70s, was powered by a Rolls-Royce built, fuel-injected, Continental IO-360D (210 hp) with a constant speed prop. This was essentially the same engine used in the twin-engined Cessna 336/337 series. The Reims Rocket led to the 'R172K Hawk XP', a model produced from 1977 to 1979 in both Wichita and Reims. This configuration featured a fuel injected, Continental IO-360K (later IO-360KB) derated to 195 hp, and turned a two blade, constant speed propeller. The Hawk was was capable of 131 kt cruise speed, and performed similarly to the Cessna 182. While numbered and marketed as 172s, the R172J and R172K models are actually variants of the Cessna 175 type.

Military operators

A variant of the C172, the T-41 is used as a trainer with the United States Air Force and Army. Because of its high-wing design, stability at low airspeeds, and relatively low stall speed, the C-172 is an excellent platform for search and rescue operations, and is the primary platform for the Civil Air Patrol's operations. Some C-172RGs in the CAP Fleet are equipped with the Satellite Digital Imaging System. In addition, the United States Border Patrol uses a fleet of C-172s for aerial surveillance along the Mexican-American border.

★ Angola, Bolivia, Chile, Colombia, Dominican Republic, Ecuador, El Salvador, France, Greece, Guatemala, Honduras, Indonesia, Ireland, Liberia, Nicaragua, Pakistan, Panama, Peru, Philippines, Saudi Arabia, South Korea, Thailand, Trinidad and Tobago, Turkey, United Kingdom, and United States.
The Irish Air Corps uses the Reims version in the army co-operation and pilot training roles. The type is popular and successful in service despite some accidents and associated fatalities. Air Corps examples are painted dark green and carry the service roundels. Most are not fitted with the distinctive wheel spats.

Famous Cessna 172 Flights

★ On December 4, 1958 Robert Timm and John Cook took off from McCarran Airfield, Las Vegas, NV. Some 64 days, 22 hours, 19 minutes and 5 seconds later, they landed back at McCarran Airfield on February 4, 1959. The flight was part of a fund raising effort for the Damon Runyan Cancer Fund. Food and water were transferred by matching speeds with a chase car on a straight stretch of road in the desert, and hoisting the supplies aboard with a rope and bucket. Fuel was taken on by hoisting a hose from a fuel truck up to the airplane, filling an auxiliary belly tank installed for the flight, pumping that fuel into the airplane's regular tanks, and then filling the belly tank again. The drivers steered while a second person matched speeds with the airplane with his foot on the vehicle's accelerator pedal. Engine oil was added by means of a tube from the cabin that was fitted to pass through the firewall. Only the pilot's seat was installed. The remaining space was used for a pad on which the relief pilot slept. The right cabin door was replaced with an easy-opening, accordion-type door to allow supplies and fuel to be hoisted aboard. Early in the flight, the engine driven electric generator failed. A Champion wind driven generator (turned by a small propeller) was hoisted aboard, taped to the wing support strut, plugged into the cigarette lighter socket -- and served as the airplane's source of electricity for the rest of the flight. The pilots decided to end the marathon-flight because, with nearly 1500 hours continuous running during the record-setting flight plus several hundred hours already on the engine beforehand (considerably in excess of its normal overhaul interval), the engine's power output had deteriorated to the point that they were barely able to climb away after refueling. The aircraft is on display in the passenger terminal at McCarran International Airport. Photos and details of the record flight can be seen in a small museum on the upper level of the baggage claim area.

★ In 1987, a rented Skyhawk 172B was used by a German teenage pilot Mathias Rust to fly (without permission) from Helsinki-Malmi Airport through Soviet airspace to a landing near the Red Square in Moscow, all without being intercepted by Soviet air defense.

★ On January 5, 2002, high school student Charles J. Bishop (inspired by the September 11 attacks), stole a Cessna 172 and crashed it into the side of the Bank of America Tower in downtown Tampa, Florida, killing himself, but otherwise causing very little damage. See 2002 Tampa plane crash.

Garmin G1000

Main articles: Garmin G1000

The Garmin G1000 'glass cockpit' was introduced on both the 172R and 172S models in 2005. The G1000 replaces the analogue gauge based cockpit with two integrated, 12" LCD displays which not only improve pilot situational awareness, but safety and operational simplicity as well. These two displays are identical and interchangeable, and are connected by an Ethernet data bus.
In normal operation, the left LCD is used as the primary flight display (PFD) and displays critical information such as attitude, airspeed, and altitude, whilst the right screen is used as a multi-function display (MFD). The G1000 replaces traditional mechanical gyroscopic flight instruments with the Garmin GRS77 Attitude and Heading Reference System. AHRS provides accurate, digital output and referencing of the aircraft's position, rate, vector, and acceleration data. The system can also restart and properly reference itself in flight.
The MFD consists of a large GPS moving map, all engine information, and can be overlaid with topographic terrain information. The MFD also features Traffic Information Services (TIS) which displays other aircraft in proximity. The MFD can also display lightning, storm activity, and receive real-time weather information including NEXRAD, METARs and TAFs. In the event of a display failure, the G1000 will automatically revert to 'revisionary' mode and all critical flight information will be transferred to the remaining LCD display.
The 172 Skyhawk does not include the Garmin GFC700 fully integrated autopilot designed for the G1000. Instead, it has the dated, and somewhat cumbersome, Bendix/King KAP140 autopilot - a semi-integrated compromise. The GFC700 is expected to be introduced on the 172 in the near future.
Mounted in a primary training aircraft, the G1000 represents a fundamental shift in flight training technique and philosophy, and has become a matter of debate in aviation circles. Student pilots must learn to interpret airspeed and altitude 'tapes' centralized on the PFD rather than individual 'needle' instruments. The Garmin G1000 has a deeply modal interface which is a significant change from the almost 'modeless' interface of the older analogue instrument panel. The G1000 provides a wealth of useful information to the pilot, but it requires a steep learning curve to operate the system effectively. Otherwise a new pilot can be distracted and become lost in the complexity of the interface.

Specifications (172R)

References

★ Type certificate data sheet no. 3A17. Revision 45. (Mar 31, 2003) Department of Transportation. Federal Aviation Administration

★ Type certificate data sheet no. 3A12. Revision 73. (Feb 14 2006) Department of Transportation. Federal Aviation Administration

External links

★ Cessna Skyhawk Home Page

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