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But after another couple of years, the NGP was no longer being mentioned by the company, until it was withdrawn from the conversation altogether, a decision for which Cessna offered vague or no answers at all. 24/7 support. And remember, the Skyhawk was selling on average more than a thousand units a year. Cessna 172 in flight. Interior … But in this new world of aviation realities, is this four-seat, single-engine icon still relevant? Just about every pilot has flown a Skyhawk at least once. Sporty’s Pilot Shop gave away one of the first new Cessna 172s as its 1997 Grand Sweepstakes Prize. And it has only gotten more perfect, a line so skillfully executed that the human eye can’t find a flaw. Float Kit, Long Range Tanks, Vortec Generators. Freon A/C. Back to my point: The 172 is still being produced and sold in good numbers by Textron Aviation’s Cessna Aircraft division. I’d argue that 180 hp, the current power rating for the Skyhawk, is perfect for it, though the plane did just fine most days in most places with the original 145 ponies. By the time Cessna rolled out the Cardinal, just 12 years into the 172’s production run, Cessna had already sold more than 12,000 172s, so it was hard for many to see the logic of discontinuing the 172. Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. And we all know how those attempts to retire a perfect airplane worked out. For an airplane that’s been around for 64 years (sing along, “When I get older…”), the 2020 172 Skyhawk is remarkably similar-looking (and flying) to early 172s. In fact, in 2006 Cessna announced a lower-cost two-seat LSA trainer, the Cessna 162 Skycatcher, a two-seat light sport plane that it hoped would fill what was then a growing need for an economical trainer. And once again, the Skyhawk endured. With hundreds of different models of aircraft in her logbook and thousands of hours, she writes about flying from real-world experience. Throughout the 1960s, Cessna was selling a thousand Skyhawks a year, and by the mid-1970s, it was turning out almost 2,000 every year. It didn’t. Q: What are the dimensions of the o-rings in this Primer Overhaul Kit? America’s owner-flown aircraft enthusiasts and active-pilot resource, delivered to your inbox! It’s not too heavy in feel or too light (though it leans in that latter direction). All About the Cessna 172 Skyhawk. Such was not always the case. Cessna had to redesign the horizontal tail after pilot-induced oscillation accidents, and it had to boost the horsepower of the engine after the near-universal complaint that it was underpowered, even though it was slightly more powerful than the Skyhawk. Likewise, it’s a stable airplane, but not too stable, which is both possible and, ultimately, undesirable. The measure varies by model; a Cessna 150 has a 10.11 m wingspan, while a Cessna 172 and Cessna 182 both an 11 m wingspan. The AD affects models ranging from mid-production 172s to the latest models. It’s what flying feels like, in much the same way that air is what breathing feels like. It’s not like I haven’t had the chance to get to know the 172. The next attempt was in 1968, when Cessna tried expressly to replace the Skyhawk with the Cessna Cardinal, a plane that many think is the prettiest Cessna ever, a claim I wouldn’t argue. Remember, too, that the 172 was originally a nose-gear version of the taildragger 170. Numbers don’t lie, or at least they’re not lying in this case. G-1000, SVT, ADSB Active Traffic. What’s on the horizon for the Skyhawk? One could make a convincing argument, in fact, that with the 172, Cessna built the epitome of the flying machine, that in the 50-some-odd years between the Wright Flyer and the Cessna 172, no one had gotten it quite right before Cessna. It doesn’t have to be like that anymore. Photo courtesy of wikipedia, Flugkerl2. Some of the well-known manufacturers are Daher, Piper, Cessna, and Pilatus. And even though not many private flyers are buying a new Skyhawk, lots of them are learning to fly in the plane, which is the most popular trainer in the world today. I don’t think that it’s familiarity that makes us think that the 172’s flying manners are divine. I’d argue that the reason that a Skyhawk’s flying manners are so forgettable is that the plane is the very definition of flying. Rumors abound about the design, but they are just that, rumors. I’ve flown fastback straight-tailed late-’50s bare-metal 172s and FADEC-equipped turbodiesel Skyhawks with flat panels splayed across the panel and seat tracks designed by NASA. The Piper Cherokees wingspan is shorter at about 10.06 m. A plane with a larger wingspan has to work when the engine is massive or if the vessels weight is very significant. Of course, for a few decades, the 150/152 was that plane, but as time passed and production costs rose, it became too expensive for Cessna to make a profit at it. Overhaul Bids is the fastest way for aircraft owners to find shops and pricing for engine overhauls and inspections. There was and is little competition among traditional aircraft makers for the sales of training aircraft of any description. So, an original 172 has a 62-pound advantage in useful load. Sluggish sales weren’t much of an issue with the most successful Skyhawk update, the Hawk XP, which featured a 195-hp Continental engine and constant-speed prop. It also became the de facto training leader. The Cessna 150 is a two-seat tricycle gear general aviation airplane that was designed for flight training, touring and personal use. TKS, WX-5000 Stormscope. The punchline is, despite so few pilots being gaga over the Skyhawk, it endures and continues to sell in numbers that keep Cessna happy with its continued spot on the production line in Independence, Kansas. By Isabel Goyer Updated January 5, 2021 Save Article. But the 172 was a truly modern entry-level four-seater with a nosewheel. With a 235 hp Continental six-cylinder engine (compared to the 145 hp Continental six in the 172), and with a beefier airframe, the 182 could haul more and fly farther, too. Factory Quote. Dealers wanted to keep the 172; customers, too. So, the lowest-cost Cessna became the 172. We see $30M+ overhauls per year and fixed the old world problems of calling around and rolling the dice. It delivered 126 of the 172-S, the only model in production right now, in 2019, many of those going to larger flight schools in fleet deals. The Cessna Citation II are light corporate jets built by Cessna as part of the Citation family. It doesn’t really need such a model; one could argue, however, that it didn’t need it in 2006, either. You don’t say, “That’s darned good air,” but I think we can all agree that Mother Nature pretty much nailed that particular gaseous mixture. I’ve flown maybe 50 different Skyhawks of different vintages, configurations and engines. So instead of the Cardinal replacing the 172, it became a second model. Considering how much people like to complain, that’s a pretty powerful testimony, if you ask me. The point was, such reports will make you sleepy. Which model is smoother, has more perfectly harmonized flight controls, a more intuitive feel? And Then This Happened Aviation Breakthroughs/Oddities/Milestones: Cessna Single-Engine Evolution: 30 Years Of Magic. $26,757 for Factory Overhaul; Service Limit Engine; 7 Week Turnaround Preproduction interest in the 172 was so great that Cessna discontinued the taildragger 170 right around the time it introduced the 172. Just how many were purchased by individuals for their personal use is unknown, but considering the Skyhawk’s hefty price tag of between around $375,000 and $435,000, it has to be a small number. Just up the road, another FBO maintains and crews a fleet of aircraft (mostly older Cessna Cardinals) that use auto fuel. Factory Quote. MIG-15 in good condition without engine. So, the 172 must occupy the most legendary of lofty places in Cessna lore, right? A former colleague once described flight reports on the 172 as somniferous. The FAA issued its final rule on an AD affecting 14,653 Cessna singles in the U.S. and probably at least as many in the rest of the world requiring repeated inspection of the spot where the strut meets the lower door post. Does it make any sense to try this on your own? It was initially popular, but when GA tanked in the early 80s, its fate was sealed, along with the rest of Cessna’s piston single-engine lineup. We provide affordable writing services for students around the world. Piper, Cessna’s biggest competitor, explored an LSA option too, but, like Cessna, abandoned it, though before it hadn’t yet made much progress or spent much money on it. No one thought it was a perfect solution. What plane makes you look better? A 2020 Skyhawk’s basic empty weight of 1,680 pounds is 420 pounds greater than the empty weight of the 1956 model, though today’s 172 has a 330-pound edge in maximum takeoff weight. When it did, it reintroduced only a handful of its former models; the 172 and 182 made the cut, but the 152 did not. Disclaimer – prices are for reference only. Until the future gets here, whenever that is, we’ve got the regular Skyhawk, a sheet-metal four-seater powered by a gas-piston engine that is remarkable for how perfect a compromise it is in every way, a fact that puts it on a perch that no one seems to pay much attention to but that customers, mostly larger flight schools, keep adding to their shopping carts. Later ones, like this pretty example, are better protected from corrosion, both inside and out. Which isn’t terribly surprising, as the four-seat Skyhawk is carrying a lot of weight. This engine is after OH/overhaul, includes no documents or paper work. Is it silly to compare the Gulfstream G650, a Mach .925 intercontinental fly-by-wire business jet, to the Cessna 172? At least that was its calculus when it decided not to reintroduce the plane when it restarted production of the 172 (and 182 and 206) in 1997. Cessna 172-P, C-172P Spokane, Washington Continental O-470-R Overhaul. In 2018, early 1997 models starts at $800,000, up to $1.7 million for 2006 planes. It didn’t help that the Cardinal had issues upon its introduction. After all, a good pilot is always learning. x 1/2" O.D. O SMOH Engine. That need was generated in large part by the cancellation of the company’s 152 (nee 150) 20 years earlier. Yet private pilots are still reluctant to use it–even at a savings of $1 a gallon. Aircraft Maintenance, Repair, and Overhaul. World’s Coolest Cessna 175 Skylark. Down market from the 172 was the 150, which morphed into the 152 in 1978. For the skeptical, let me ask a follow-up question: What’s the best-loved Cessna ever? Cockpit is complete, incl driver seat, clocks in panels etc. While pilots often say that more power is always better, it’s not always the case. Custom Aircraft Paint and Interiors, Avionics, Charter, and Aircraft Sales. In fact, it might be the very best thing. Compared to a 2020 model, the 1956 172 is a primitive machine. The other bookend, the higher-priced, higher-performance Cessna, is the 182 Skylane, which, as mentioned, Cessna reintroduced in 1997 and is a steady if unspectacular seller at a base price of $565,000 for the turbocharged single. So, the lowest-cost Cessna became the 172. Like Cessna, Piper defaulted to its PA-28 four-seat Archer, which is a near-twin of the 172 in terms of performance, operating costs and market appeal. With overhaul, mistakes can cost thousands of dollars and sometimes lives. Photo by Jack Fleetwood. 1750 Total Time. The truth is, the Skyhawk’s flying manners are close to perfection. The Cessna 150 is the fifth most produced civilian plane ever, with 23,839 aircraft produced. What remains to be said, as it turns out, is just about everything. The new Skyhawk can fly faster and go farther. It wasn’t going to be just an airplane but, rather, a family of airplanes for everything from training to personal transportation and more. 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