Why the Cessna 172 is Excellent

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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.
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Channel: Dwayne's Aviation
Views: 39,907
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Keywords: aviation, Four seat airplanes, VANS RV 10, TECNAM P2006T, Pipistrel Panthera, Mooney Acclaim Ultra, Lancair Evolution, Mooney Ovation ultra, Cessna Corvalis & Corvalis TT, Cirrus SR22, Cessna 182 Skylane, Diamond DA40, Cirrus SR20, Cessna 172 Skyhawk, Diamond da42, airplane, Cessna, Cessna TTX, Cessna 400, Columbia 400, Cessna Corvalis, Cessna Corvalis 400, Cessna Corvalis TTX, Cessna 350, Columbia 350, Why The Cessna 400 Failed
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Length: 21min 49sec (1309 seconds)
Published: Tue Apr 05 2022
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