Cessna 172
The Cessna 172 Skyhawk is an American four-seat, single-engine, high wing, fixed-wing aircraft made by the Cessna Aircraft Company. First flown in 1955, more 172s have been built than any other aircraft. It was developed from the 1948 Cessna 170 but with tricycle landing gear rather than conventional landing gear. The Skyhawk name was originally used for a trim package, but was later applied to all standard-production 172 aircraft, while some upgraded versions were marketed as the Cutlass, Powermatic, and Hawk XP. The aircraft was also produced under license in France by Reims Aviation, which marketed upgraded versions as the Reims Rocket.
Measured by its longevity and popularity, the Cessna 172 is the most successful aircraft in history. Cessna delivered the first production model in 1956, and, the company and its partners had built more than 44,000 units. With a break from 1986 to 1996, the aircraft remains in production today.
A light general aviation airplane, the Skyhawk's main competitors throughout much of its history were the Beechcraft Musketeer and Grumman American AA-5 series, though neither are currently in production. Other prominent competitors still in production include the Piper PA-28 Cherokee, and, more recently, the Diamond DA40 Diamond Star and Cirrus SR20.
Design and development
The Cessna 172 started as a tricycle landing gear variant of the taildragger Cessna 170, with a basic level of standard equipment. In January 1955, Cessna flew an improved variant of the Cessna 170, a Continental O-300-A-powered Cessna 170C with larger elevators and a more angular tailfin. Although the variant was tested and certified, Cessna decided to modify it with a tricycle landing gear, and the modified Cessna 170C flew again on June 12, 1955. To reduce the time and cost of certification, the type was added to the Cessna 170 type certificate as the Model 172. Later, the 172 was given its own type certificate. The 172 became an overnight sales success, and over 1,400 were built in 1956, its first full year of production.Early 172s were similar in appearance to the 170s, with the same straight aft fuselage and tall landing gear legs, although the 172 had a straight tailfin while the 170 had a rounded fin and rudder. In 1960, the 172A incorporated revised landing gear and the swept-back tailfin, which is still in use today.
The final aesthetic development, found in the 1963 172D and all later 172 models, was a lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as "Omni-Vision".
Production halted in 1986 because of Product liability costs, but resumed in 1996 at Cessna's new factory at Independence, Kansas with the Cessna 172R Skyhawk. Cessna supplemented this in 1998 with the Cessna 172S Skyhawk SP.
Modifications
The Cessna 172 may be modified through a wide array of supplemental type certificates, including increased engine power, higher gross weight limits, and certain aerobatic conversions. Available STC engine modifications increase power from, add constant-speed propellers, or allow the use of automobile gasoline. Other modifications include additional fuel tank capacity in the wing tips, added baggage compartment tanks, added wheel pants to reduce drag, or enhanced landing and takeoff performance and safety with a STOL kit. The 172 has also been equipped with the fuel injected Superior Air Parts Vantage engine.Operational history
The Cessna 172 has been used extensively for flight training, personal transportation, and aerial patrol work. Various operators, including civil flying schools and government agencies, have flown the type for tasks such as search-and-rescue, pipeline inspection, and law-enforcement observation.World records
From December 4, 1958, to February 7, 1959, Robert Timm and John Cook set the world record for flight endurance in a used Cessna 172, registration number N9172B. They took off from McCarran Field in Las Vegas, Nevada, and landed back at McCarran Field after 64 days, 22 hours, 19 minutes and 5 seconds in a flight covering an estimated, over 6 times farther than flying around the world at the equator. The flight was part of a fund-raising effort for the Damon Runyon Cancer Fund. The aircraft is now on display at the airport.Variants
Cessna has historically used model years similar to U.S. auto manufacturers, with sales of new models typically starting a few months prior to the actual calendar year.
Introduced in November 1955 for the 1956 model year as a development of the Cessna 170B with tricycle landing gear, dubbed "Land-O-Matic" by Cessna. The 172 also featured a redesigned tail similar to the experimental 170C, "Para-Lift" flaps, and a maximum gross weight of while retaining the 170B's Continental O-300-A six-cylinder, air-cooled engine. The 1957 and 1959 model years brought only minor changes, while 1959 introduced a new cowling for improved engine cooling. The prototype 172, c/n 612, was modified from 170 c/n 27053, which previously served as the prototype of the 170B. A total of 3,757 were constructed over the four model years; 1,178, 1,041, 750, 788.
1960 model year with a swept-back vertical tail and rudder and powered by a O-300-C engine. It was also the first 172 to be certified for floatplane operation. 994 built.
1961 model year with shorter landing gear, engine mounts lengthened by three inches, a reshaped cowling, a pointed propeller spinner, and an increased gross weight of. The stepped firewall introduced in the closely related Cessna 175 was adopted in the 172, along with the 175's wider, rearranged instrument panel located further aft in the fuselage. For the first time, the Skyhawk name was applied to an available deluxe option package that included optional wheel fairings, avionics, and a cargo door along with full exterior paint rather than partial paint stripes. The Skyhawk was also powered by an O-300-D in place of the O-300-C of the standard model. 989 built.
1962 model year with fiberglass wingtips, redesigned wheel fairings, a key starter to replace the previous pull-starter, and an optional autopilot. The seats were redesigned to be six-way adjustable, and a child seat was made optional to allow two children to be carried in the baggage area. 810 built.
1963 model year with a cut down rear fuselage with a wraparound Omni-Vision rear window, a one-piece windshield, increased horizontal stabilizer span, and a folding hat shelf in the rear cabin. Gross weight was increased to, where it would stay until the 172P. New rudder and brake pedals were also added. 1,011 were built by Cessna, while a further 18 were produced by Reims Aviation in France as the F172D.
1964 model year with a redesigned instrument panel with center-mounted avionics and circuit breakers replacing the electrical fuses of previous models. 1,209 built, 67 built by Reims as the F172E.
1965 model year with electrically operated flaps to replace the previous lever-operated system and improved instrument lighting. 1,400 built, plus 94 by Reims as the F172F.
The 172F formed the basis for the U.S. Air Force's T-41A Mescalero primary trainer, which was used during the 1960s and early 1970s as initial flight screening aircraft in USAF Undergraduate Pilot Training. Following their removal from the UPT program, some extant USAF T-41s were assigned to the U.S. Air Force Academy for the cadet pilot indoctrination program, while others were distributed to Air Force aero clubs.
1966 model year with a longer, more pointed spinner and sold for US$12,450 in its basic 172 version and US$13,300 in the upgraded Skyhawk version. 1,474 built, plus 140 by Reims as the F172G.
1967 model year with a 60A alternator replacing the generator, a rotating beacon replacing the flashing unit, redesigned wheel fairings, and a shorter-stroke nose gear oleo to reduce drag and improve the appearance of the aircraft in flight. A new cowling was used, introducing shock-mounts that transmitted lower noise levels to the cockpit and reduced cowl cracking. The electric stall warning horn was replaced by a pneumatic one. 1,586 built, plus 435 by Reims as the F172H for both the 1967 and 1968 model years.
The 1968 model year marked the beginning of the Lycoming-powered 172s, with the 172I introduced with a Lycoming O-320-E2D engine of, an increase of over the Continental powerplant. The increased power resulted in an increase in optimal cruise from true airspeed to TAS. There was no change in the sea level rate of climb at per minute. Starting with this model, the standard and deluxe Skyhawk models were no longer powered by different engines. The 172I also introduced the first standard "T" instrument arrangement. 649 built.
For 1968, Cessna planned to replace the 172 with a newly designed aircraft called the 172J, featuring the same general configuration but with a more sloping windshield, a strutless cantilever wing, a more stylish interior, and various other improvements. A single 172J prototype, registered N3765C, was built. However, the popularity of the previous 172 with Cessna dealers and flight schools prompted the cancellation of the replacement plan, and the 172J was redesignated as the 177 from the second prototype onward and sold alongside the 172.
Introduced for the 1969 model year with a redesigned tailfin cap and reshaped rear windows enlarged by. Optional long-range wing fuel tanks were also offered. The 1970 model year featured fiberglass, downward-shaped, conical camber wingtips and optional fully articulated seats. 2,055 built for both model years, plus 50 by Reims as the F172K.
Introduced for the 1971 model year with tapered, tubular steel landing gear legs replacing the original flat spring steel legs, increasing landing gear width by. The new landing gear was lighter, but required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design. 172L also had a nose-mounted landing light, a bonded baggage door, and optional cabin skylights. The 1972 model year introduced a plastic fairing between the dorsal fin and vertical fin to introduce a greater family resemblance to the 182's vertical fin. 1972 also introduced a reduced-diameter propeller, bonded cabin doors, and improved instrument panel controls. 1,535 built for both model years, plus 100 by Reims as the F172L.
Introduced for the 1973 model year with a "Camber-Lift" wing with a drooped leading edge for improved low-speed handling, a key-locking baggage door, and new lighting switches. The 1974 model year introduced the Skyhawk II, which was sold alongside the baseline 172M and Skyhawk models with higher standard equipment, including a second nav/comm radio, an ADF and transponder, a larger baggage compartment, and nose-mounted dual landing lights. 1975 introduced inertia-reel shoulder harnesses and an improved instrument panel and door seals. Beginning in 1976, Cessna stopped marketing the aircraft as the 172 and began exclusively using the "Skyhawk" designation. This model year also saw a redesigned instrument panel to hold more avionics. Among other changes, the fuel and other small gauges were relocated to the left side for improved pilot readability compared with the earlier 172 panel designs. 6,826 built; 4,926 and 1,900, plus 610 by Reims as the F172M.
1977 model year powered by a Lycoming O-320-H2AD engine designed to run on 100-octane fuel, whereas all previous engines used 80/87 fuel. Other changes included pre-select flap control and optional rudder trim. The 1978 model year brought a 28-volt electrical system to replace the previous 14-volt system as well as optional air conditioning. The 1979 model year increased the flap-extension speed to. 6,425 total built; 1,725, 1,725, 1,850, and 1,125, plus 525 by Reims as the F172N.
There was no "O" model 172, to avoid confusion with the number zero.
Introduced for the 1981 model year with a Lycoming O-320-D2J engine replacing the O-320-H2AD of the 172N, which had proven unreliable. Other changes included a decreased maximum flap deflection from 40 degrees to 30 to allow a gross weight increase from to. A wet wing and air conditioning were optional. The 1982 model year moved the landing lights from the nose to the wing to increase bulb life, while 1983 added some minor soundproofing improvements and thicker windows. 1984 introduced a second door latch pin, a thicker windshield and side windows, additional avionics capacity, and low-vacuum warning lights. 2,664 total built; 1,052, 724, 319, 179, 256, and 134, plus 215 by Reims as the F172P. Following the end of 172P production in 1986, Cessna ceased production of the Skyhawk for ten years.
Introduced for the 1983 model year, the 172Q was given the name "Cutlass" to create an affiliation with the 172RG Cutlass RG, although it was actually a 172P with a Lycoming O-360-A4N engine of. The aircraft had a gross weight of and an optimal cruise speed of compared to the 172P's cruise speed of on less. It had a useful load that was about more than the Skyhawk P and a rate of climb that was actually per minute lower, due to the higher gross weight. The Cutlass II was offered as a deluxe model of the 172Q, as was the Cutlass II/Nav-Pac with IFR equipment. The 172Q was produced alongside the 172P for the 1983 and 1984 model years before being discontinued. Sources disagree on the exact number of 172Q aircraft built, and the construction numbers listed on the Federal Aviation Administration type certificate overlap with those of the 1983 and 1984 172P.
The Skyhawk R was introduced in 1996 and is powered by a derated Lycoming IO-360-L2A producing a maximum of 160 horsepower at just 2,400 rpm. This is the first Cessna 172 to have a factory-fitted fuel-injected engine.
The 172R's maximum takeoff weight is. This model year introduced many improvements, including a new interior with soundproofing, an all new multi-level ventilation system, a standard four point intercom, contoured, energy absorbing, 26g front seats with vertical and reclining adjustments and inertia reel harnesses.
The Cessna 172S was introduced in 1998 and is powered by a Lycoming IO-360-L2A producing. The maximum engine rpm was increased from 2,400 rpm to 2,700 rpm resulting in a increase over the "R" model. As a result, the maximum takeoff weight was increased to. This model is marketed under the name Skyhawk SP, although the Type Certification data sheet specifies it is a 172S.
The 172S is built primarily for the private owner-operator and is, in its later years, offered with the Garmin G1000 avionics package and leather seats as standard equipment.
, the 172S model was the only Skyhawk model in production.