This is the Cessna 172. It has been
in production for over 60 years and is still one of the most popular light
aircraft owing to its longevity and popularity. Throughout history, the 172 has
been used for training purposes, and most pilots start their
flying journey from this aircraft. So far, more than 44,000 aircraft have been built
and are used throughout the world owing to their agility and safety. The aircraft
remains in production today due to its safety record and never-ending demand.
Developed from the 1948 taildragger four-seat Cessna 170, with primary
competitors including the Beechcraft Musketeer, the Grumman AA-5 series,
the Piper Cherokee, and more recently, the Diamond DA40 and Cirrus
SR20. The handling and performance of the 172 proved transformative,
and the airplane became the mainstay for training and light family
load-hauling for more than half a century. It has been called "the most elegant
compromise in the history of aviation" because, without being best in
class in any department, its design satisfies a variety of customers.
Its introduction was controversial as the 170 was a much-loved airplane,
and the switch to tricycle gear was seen by some as a betrayal of
tradition. Around the same time, Cessna also discontinued the taildragger 140 in
favor of the all-metal tricycle gear 150. This certainly was a gamble for
Cessna, ending production of popular, proven designs, but it was a gamble that
paid off. The company’s new consumer airplanes, the 172 and 182,
were tricycle gear designs that had long lives and prodigious
production numbers while boasting two of the best safety records in light GA. Their
production numbers speak for how well that equation worked for the
flying public. The 172's design was so clean and aerodynamic that
Cessna’s marketing department dubbed the 172 the "land-o-matic" because it was so easy
to fly and land. Non-aviation people probably know the names; Piper
Cub or Diamond, but the Skyhawk’s shape is far more familiar. It is not
very stylish or appealing like the Cirrus SR20 or the Tecnam P2010, but it’s utilitarian,
easy to fly, very cheap to operate, and, combined with its
legendary dispatch reliability. The 172 is a solid, reliable, durable, and
predictable aircraft with many abilities. The fact that it is a high-wing
makes it optimal for student pilots as it gives them better visibility and stability.
It measures 27 feet 2 inches in length, 8 feet 11 inches in height, and has
a wingspan of 36 feet. Two large doors allow for easy access and convenient
loading, and the aircraft is blessed with a sturdy tricycle landing
system and a resilient airframe. When the 172 was launched, Cessna
used sheet-metal construction for the aircraft rather than the prevailing
fabric-covered welded steel construction, and traditionalists were critical
of Cessna’s move away from the classic "tube-and-rag" design. Even today,
when the use of carbon fiber in airframe construction is
widespread, the Cessna 172 refuses to abandon its all-metal
build and still faces criticism. On the consumer side, metal has many advantages; repairs are easy,
inspections are routine, and the material conducts electricity, so it requires no special materials
to make components lightning-strike tolerant, as composite
airplanes do. For an airplane like the Skyhawk,
all-metal construction is not only still justifiable, but arguably
the better option.The original 172s had an upright vertical stabilizer and a
straight-backed fuselage, which looks dated to the modern eye. But that wasn’t so in 1956,
and Cessna made over 1000 172s that year. The following year, they
began what would become a proliferation of model changes and improvements, including the long
hibernation between the mid-1980s and 1997 that brought the technically advanced Skyhawk still in
production today. While the performance and capabilities of
the new Skyhawk were substantially similar to those of the airplane that Cessna
shelved in 1986, there were significant improvements in the exterior. The
airframe was better corrosion-proofed, the weak points had been beefed
up, the glass was better, the paint was more durable, the lighting was improved both
inside and out, and the panel was redesigned. While the old Skyhawks were notorious
for having shabby interiors, with plastic panels separating, fading
paint, and fabric wearing out, even after relatively few years in the
field, Cessna completely re-engineered the interior. New 172s boasted better-looking
interiors, which added to the value of the airplane at both ends of
the sales equation; when customers took delivery and when they
went to sell the airplane. Another significant improvement is the quality of the
seats, seat tracks, and restraints on older 172s felt somewhat skimpy and
uncomfortable after a couple of hours. The new seats are extremely strong,
solid-feeling, nicely adjustable, and durable. The seat belts attach with a
single snap and feature built-in airbags. One of the great strengths of the
172’s interior is its comfort. While its dimensions aren’t generous, for all but
the longest or widest of pilots and passengers, it’s comfortable. For sightseers,
the backseat of a Skyhawk is one of the best places to be, especially with
the added rear visibility from the Omni-Vision. Looking forward, control yokes can be seen with the Garmin
G1000 NXi avionics, which comes standard with the GFC 700 dual
digital autopilot. With the G1000 avionics, there are maps, charts,
traffic, terrain, weather, and a lot more, and for an entry-level airplane,
that’s a lot of capability. The engine on the early 172s was
a smooth-running, horizontally opposed 145hp Continental O-300-D, with a
fixed-pitch propeller. By the late 1960s, Cessna swapped the six-banger for
one of the most prolific engines ever made; the four-cylinder Lycoming
O-320 engine, which cranks out 150-HP. In addition to a new cowling
and motor mounts, the new engine package got an oil cooler.
Remarkably, the standard 172 didn’t get a fuel-injected engine until the
company reintroduced the model in 1996. Newer Skyhawks, both the 160-hp
R model and the 180-hp S model, feature fuel-injected engines. The
current S-model, introduced in 1998, has an upgraded 180hp Lycoming
IO-360 engine, giving the plane a maximum cruise speed of 124 knots and a maximum
range of about 600 nautical miles.
The silky-smooth flying manners of
the 172 help explain why the airplane, despite its rising price, remains such
a popular trainer. It can handle stiff winds, take a little abuse on the
touch-and-go circuit from new pilots, and carry two adults with full fuel under almost
any condition. Both the aircraft’s performance and economics are
compelling. The airplane chugs along at an honest 115 knots,
burning less than 10 gallons per hour while carrying a reasonable load. The harmony of
the flight controls is just about perfect, as Cessna created such a
stable and light platform. If you want to teach a student about how
trim works, the 172 is a great platform. If you want to teach crosswind landings,
the 172 is still a great platform. If you want to teach ground reference
maneuvers, you get the idea.Their payload capability is decent too, with a full fuel payload
of 560 lb. and a maximum payload of 870 lb. which means you can fly with
two big guys with full fuel or three big guys with some
fuel left off; good luck trying that in a Skycatcher.
Skyhawks climb pretty well too, about 700 fpm at sea level at max weight. These
two things, payload and climbing ability, are a huge differentiator
between the 172 and most two-seat trainers. They are, indeed, the two biggest
reasons why flight schools choose to operate 172s instead of
smaller airplanes. Skyhawks, however, aren’t fast. It has
a maximum cruise speed of 124 knots. And its maximum range, 640
nautical miles, is nothing to write home about either. It’s not
that the typical Skyhawk customer buys it for cross-country travel, but it is a surprisingly
workable machine for shorter trips. Just don’t be in too much of a
hurry to get where you’re going in a Skyhawk, as it’s no speed demon. In
1974, cruise performance was improved through an effort to reduce
drag and improve airflow through the cowling. This turned out to be a
greater improvement than many of the other changes. At 8000 feet, 75
percent of cruise increased from 113 to 120 knots, although owners say the lower number
is more realistic and most plan for even less, around 100
to 105 knots. Loading a 172 requires some attention, but
it’s relatively generous in the CG range, and regardless of loading,
there are few complaints about the handling qualities. Pitch forces are
the highest of the three axes, but good speed control minimizes this.
Properly flown, the 172 can handle stiff crosswinds. Improperly handled, it
suffers from a high level of landing accidents. It has proven itself as a forgiving
airplane that has enabled many people to be pilots who otherwise
wouldn’t have made the cut. It holds a great safety record and is the safest
single, with a fatal accident rate nearly three times better than
the GA average. The things that make a Skyhawk safe are its
slow landing speed thanks to its generous and well-designed flaps, its predictable and stable
flying manners, and its solid construction. With a basic empty
weight of 1,680 lb, 172s have a maximum takeoff weight of 2,550
lb and hold 53 gallons of useable fuel. The service ceiling is 14,000 feet and
it has a ground roll of 960 feet. The 172 has undergone a lot of
tweaks and improvements over the past 60 years of production. The basic 172
was equipped with a 145-hp Continental O-300 engine, which had a maximum
gross weight of 2,200 lb. Next was the 1960 model 172A, which introduced
a swept-back tailfin and rudder, as well as float fittings. The
fastback fuselage blended with the swept tail looked cool. The 172B
was developed for the 1961 model year. The landing gear was shortened by
three inches to improve its performance in crosswinds and handling while
taxing, and the motor mounts were raised by the same amount to retain
propeller ground clearance. For the first time, the "Skyhawk" name was applied
to an available deluxe option package. The 1962 model was the
172C. It brought to the line an optional autopilot and a key starter
to replace the previous pull-starter. The seats were redesigned to be six-way adjustable.
In 1963, the "Omni-Vision" rear-window 172D version was introduced. To
help overcome the squirrelly handling, the span of the horizontal tail was
increased by eight inches. The center strip in the windshield was
eliminated, and along came the one-piece windshield, which
improved the view out the front. An optional child’s seat for the baggage bay was introduced,
and gross weight was increased from another 50 pounds to
2300 pounds. Skyhawk models 172 E through H featured
improvements such as a nose gear stroke shortened by three inches, and the F model came
with electrically operated flaps. Many lamented the passing of the
manually operated versions because they were more precise, less
distracting, and easier to maintain. The 172K of 1971 dropped the famed
and successful Wittman spring steel main gear in favor of tapered steel
tubes that provided more fore and aft flexing to supposedly improve ground handling
on rough surfaces. In 1972, the 172L emerged with an extended dorsal fin to improve
longitudinal stability, making it more difficult to enter a spin. Improvements
continued on the next models. The Skyhawk was reintroduced in 1997
as the 172R with average equipment, including the new Silver-Crown
Plus line of avionics, a launch product for BendixKing that proved
to be doggy. While modern for its time, this gear was plagued with problems. Although
produced under the same type certificate, the airplane has a long
list of improvements, including a metal panel, refined seats, better
seatbelts, better ventilation, and improved anti-corrosion treatment. The mid-2000s model line
brought the most popular Skyhawk172S with Garmin’s G1000 integrated avionics suite and
eventually the hugely capable GFC 700 autopilot. While it had its growing
pains, the G1000 was a vast improvement over the problematic BendixKing
gear and brought the 172 into the world of glass, just like the Diamond
DA40. The biggest change was the fuel-injected Lycoming IO-360 in place
of the carbureted variant used in the last production Hawks. Moreover,
there were special versions of the aircraft as well, including the R172K
Hawk XP and the Turbo Skyhawk JT-A. Perhaps one of the most recognizable and
most produced general aviation aircraft, Cessna’s 172 Skyhawk may
also be among the most economical four-seaters to own. Sure, there
are others worth considering, including the Piper Warrior, Beechcraft
Sundowner, and even a Grumman Cheetah, but Skyhawks tend to be favored by
flight schools. This makes more of them, including modern glass
panel-equipped models, available on the used market. And there are plenty of Skyhawks
of various vintages to choose from. Resale prices are at an all-time high, especially
for models with engine and avionics upgrades. While the price tag of a new 172 puts it in a different
league than its early predecessors, the things that made the 172 an
attractive model to begin with are all still there. Most owners report
low annual costs, and compared to other brands, Cessna parts are reasonably inexpensive,
and used parts are normally available in abundance if
needed. The selling prices of well-maintained
and generously modified Skyhawks can easily fetch close to, if not north
of, $100,000, while newer ones go out the door with prices of around
$450,000. Then again, these airplanes, despite their rivets shining in
the sun, are thoroughly modern, highly evolved examples of the four-seat, entry
level general aviation airplane. Speaking of the aircraft’s cons,
Skyhawks are notorious leakers of rain, especially around the windshield.
Moreover, many 172s have been poorly or improperly rigged over the
years. Corrosion has been found between cable strands, and this isn’t
always visible. Things like this tend to be disguised by a new paint job
rather than fixed. The rigging and condition of control cables, pulleys,
fairleads, and fittings should be carefully checked. The design is also notorious
for poor nose gear shimmy damping. Cessna 172s have become a staple of
flight training schools across the world as they're designed to be easy to
fly and to survive less-than-accomplished landings. Talking about
172’s pros, there is a list that can continue for a long time; its parts are plentiful,
it carries a reasonable load, and its still simple to fly. These desirable
traits only scratch the surface.It is the best at giving its owners a
satisfying taste of everything they wanted in a personal airplane. It is a
tough, sturdy, and predictable aircraft with reliable avionics as well as
a decent payload capacity and good climbing ability as compared to other light
trainers. It is inexpensive to operate and has remarkable dispatch
reliability. Its clean aerodynamic design, harmonious controls,
and smooth flying manners make it simple to fly and forgiving of mistakes—two
essential requirements for raw pilots. It is a great, fun flyer; a good-short-haul,
a wonderful trainer, and a solid IFR platform. Without question, after all these
years, the venerable Cessna 172 Skyhawk still delivers enormous practical
value through its unbeatable formula. It is an affordable, economical,
utilitarian, safe, and easy-flying airplane that fills a variety of roles. With a focus
on safety and simplicity, the Cessna 172 is probably as docile and easy
to fly as an aircraft can be. It's a simple airplane, with simple systems
and simple procedures. And if any design could claim to be the world’s
favorite aircraft, it’s the 172.
