Template:Short description Template:Use mdy dates Template:Use American English Template:Infobox aircraft
The Cessna 172 Skyhawk is an American four-seat, single-engine, high wing, fixed-wing aircraft made by the Cessna Aircraft Company.<ref name="SkyhawkOverview">"Cessna Skyhawk" Template:Webarchive (2013), Cessna Aircraft Company. Retrieved 2013-04-12.</ref> First flown in 1955,<ref name="SkyhawkOverview"/> more 172s have been built than any other aircraft.<ref name="AvWeb1"/> 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 Template:As of, the company and its partners had built more than 44,000 units.<ref name="auto"/><ref name="FlyingMag1">Template:Cite journal</ref><ref>Cessna homepage: Skyhawk Template:Webarchive. Retrieved 2015-01-22</ref> With a break from 1986–96, 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,<ref name="Plane and Pilot">Plane and Pilot: 1978 Aircraft Directory, pp. 22–23. Werner & Werner Corp, Santa Monica CA, 1977. Template:ISBN</ref> and, more recently, the Diamond DA40 Diamond Star and Cirrus SR20.
Design and developmentEdit
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.<ref name="simpson">Template:Cite journal</ref> 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.<ref name="simpson" /> To reduce the time and cost of certification, the type was added to the Cessna 170 type certificate as the Model 172.<ref name="simpson" /> Later, the 172 was given its own type certificate.<ref name="3A12">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref name="A799">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 172 became an overnight sales success, and over 1,400 were built in 1956, its first full year of production.<ref>Clark, Anders (1 January 2015). "Cessna 172 Skyhawk Template:Webarchive". Disciples of Flight. Retrieved 12 August 2015</ref>
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".<ref name="Clarke" />
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.Template:Sfn Cessna supplemented this in 1998 with the Template:Convert Cessna 172S Skyhawk SP.<ref name="JAWA03 p588">Template:Harvnb</ref>
ModificationsEdit
The Cessna 172 may be modified via a wide array of supplemental type certificates (STCs), including increased engine power and higher gross weights. Available STC engine modifications increase power from Template:Convert, 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }} AOPA Pilot, May/July 1994</ref> The 172 has also been equipped with the Template:Convert fuel injected Superior Air Parts Vantage engine.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Operational historyEdit
World recordsEdit
From December 4, 1958, to February 7, 1959, Robert Timm and John Cook set the world record for (refueled) flight endurance in a used Cessna 172, registration number N9172B. They took off from McCarran Field (now Harry Reid International Airport) 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 Template:Convert, over 6 times further than flying around the world at the equator. The flight was part of a fund-raising effort for the Damon Runyon Cancer Fund.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Ruffin">Template:Cite book</ref> The aircraft is now on display at the airport.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
VariantsEdit
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 Template:Convert while retaining the 170B's Template:Convert 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 (1956), 1,041 (1957), 750 (1958), 788 (1959).<ref name="Clarke">Clarke, Bill: The Cessna 172 First Edition. TAB Books, 1987. Template:ISBN</ref><ref name="Phillipsp16">Template:Harvnb</ref><ref name=":0">Simpson 1991, p. 118</ref>
1960 model year with a swept-back vertical tail and rudder and powered by a Template:Convert O-300-C engine. It was also the first 172 to be certified for floatplane operation. 994 built.<ref name="Clarke"/><ref name="Phillipsp17">Template:Harvnb</ref><ref name=":0" />
1961 model year with shorter landing gear, engine mounts lengthened by three inches (76 mm), a reshaped cowling, a pointed propeller spinner, and an increased gross weight of Template:Convert. 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.<ref name="Clarke"/><ref name="Phillipsp17"/><ref name=":0" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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.<ref name="Clarke"/><ref name="Phillipsp17" /><ref name=":0" />
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 Template:Convert, 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.<ref name="Clarke"/><ref name="Phillipsp17"/><ref name=":0" />
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.<ref name="Clarke"/><ref name="Phillipsp178">Template:Harvnb</ref><ref name=":0" />
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.<ref name="3A12" /><ref name="Clarke" /><ref name="Phillipsp178"/><ref name=":0" />
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 (UPT). 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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 (including 26 as the T-41A), plus 140 by Reims as the F172G.<ref name="Clarke"/><ref name="Phillipsp178"/><ref name=":0" />
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 (including 34 as the T-41A), plus 435 by Reims as the F172H for both the 1967 and 1968 model years.<ref name="Clarke" /><ref name="Phillipsp178"/><ref name=":0" />
The 1968 model year marked the beginning of the Lycoming-powered 172s, with the 172I introduced with a Lycoming O-320-E2D engine of Template:Convert, an increase of Template:Convert over the Continental powerplant. The increased power resulted in an increase in optimal cruise from Template:Convert true airspeed (TAS) to Template:Convert TAS. There was no change in the sea level rate of climb at Template:Convert per minute. Starting with this model, the standard and deluxe Skyhawk models were no longer powered by different engines.<ref name="Phillipsp178"/> The 172I also introduced the first standard "T" instrument arrangement. 649 built.<ref name="Clarke" /><ref name="Phillipsp178"/><ref name=":1">Simpson 1991, p. 119</ref>
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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 (c/n 660), 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.<ref name="Phillipsp25">Template:Harvnb</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Simpson 1991, p. 137</ref>
Introduced for the 1969 model year with a redesigned tailfin cap and reshaped rear windows enlarged by Template:Convert. Optional long-range Template:Convert 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.<ref name="Clarke" /><ref name="Phillipsp18">Template:Harvnb</ref><ref name=":1" />
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 Template:Convert. 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.<ref name="Clarke" /><ref name="Phillipsp18"/><ref name=":1" />
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 (1973–75) and 1,900 (1976), plus 610 by Reims as the F172M.<ref name="Clarke" /><ref name="Phillipsp18"/><ref name=":1" />
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1977 model year powered by a Template:Convert Lycoming O-320-H2AD engine designed to run on 100-octane fuel (hence the "Skyhawk/100" name), 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 Template:Convert. 6,425 total built; 1,725 (1977), 1,725 (1978), 1,850 (1979), and 1,125 (1980), plus 525 by Reims as the F172N.<ref name="Clarke" /><ref name="Phillipsp189">Template:Harvnb</ref><ref name=":1" />
There was no "O" model 172, to avoid confusion with the number zero.<ref name="Clarke"/>
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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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Other changes included a decreased maximum flap deflection from 40 degrees to 30 to allow a gross weight increase from Template:Convert to Template:Convert. A Template:Convert 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 (1981), 724 (1982), 319 (1983), 179 (1984), 256 (1985), and 134 (1986), plus 215 by Reims as the F172P. Following the end of 172P production in 1986, Cessna ceased production of the Skyhawk for ten years.<ref name="Clarke" /><ref name="Phillipsp189"/><ref name=":1" />
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 Template:Convert. The aircraft had a gross weight of Template:Convert and an optimal cruise speed of Template:Convert compared to the 172P's cruise speed of Template:Convert on Template:Convert less. It had a useful load that was about Template:Convert more than the Skyhawk P and a rate of climb that was actually Template:Convert 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,Template:Refn and the construction numbers listed on the Federal Aviation Administration type certificate overlap with those of the 1983 and 1984 172P.<ref name="Clarke"/><ref name="Phillipsp19">Template:Harvnb</ref><ref name=":1" />
The Skyhawk R was introduced in 1996 and is powered by a derated Lycoming IO-360-L2A producing a maximum of 160 horsepower (120 kW) at just 2,400 rpm. This is the first Cessna 172 to have a factory-fitted fuel-injected engine.Template:Cn
The 172R's maximum takeoff weight is Template:Convert. 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.Template:Cn
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The Cessna 172S was introduced in 1998 and is powered by a Lycoming IO-360-L2A producing Template:Convert. The maximum engine rpm was increased from 2,400 rpm to 2,700 rpm resulting in a Template:Convert increase over the "R" model. As a result, the maximum takeoff weight was increased to Template:Convert. This model is marketed under the name Skyhawk SP, although the Type Certification data sheet specifies it is a 172S.<ref name="3A12" /><ref name="CessnaSkyhawkSP1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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.<ref name="CessnaSkyhawkSP2">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Template:As of, the 172S model was the only Skyhawk model in production.<ref name="CessnaSE">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Variants under 175 type certificateEdit
As the Cessna 175 Skylark had gained a reputation for poor engine reliability, Cessna attempted to regain sales by rebranding the aircraft as a variant of the 172. Several later 172 variants, generally those with higher-than-standard engine power or gross weight, were built under the 175 type certificate although most did not use the unpopular Continental GO-300-E engine from the 175.
The 175 Skylark was rebranded for the 1963 model year as the P172D Powermatic, continuing where the Skylark left off at 175C. It was powered by a Template:Convert Continental GO-300-E with a geared reduction drive powering a constant-speed propeller, increasing cruise speed by Template:Convert over the standard 172D. It differed from the 175C in that it had a cut-down rear fuselage with an "Omni-Vision" rear window and an increased horizontal stabilizer span. A deluxe version was marketed as the Skyhawk Powermatic with a slightly increased top speed. Despite the rebranding, sales did not meet expectations, and the 175 type was discontinued for the civilian market after the 1963 model year.<ref name="Clarke" /><ref name="3A17" /><ref name="Phillipsp17" /> 65 were built, plus 3 by Reims as the FP172D.<ref name="Phillipsp17" />
Although the 175 type was discontinued for the civilian market, Cessna continued to produce the aircraft for the United States Armed Forces as the T-41 Mescalero. Introduced in 1967, the R172E was built in T-41B, T-41C, and T-41D variants for the US Army, USAF Academy, and US Military Aid Program, respectively.<ref name="Krivinyi">Krivinyi, Nikolaus: World Military Aviation, page 148. Arco Publishing Co, 1977. Template:ISBN</ref> As the T-41B, the R172E was powered by a fuel-injected Template:Convert Continental IO-360-D or -DE driving a constant-speed propeller, and featured a 28V electrical system, jettisonable doors, an openable right front window, a 6.00x6 nose wheel tire and military avionics, but no baggage door. The T-41C was similar to the T-41B, but had a 14V electrical system, a fixed-pitch propeller, civilian avionics, and no rear seats. The T-41D featured a 28V electrical system, four seats, corrosion-proofing, reinforced flaps and ailerons, a baggage door, and provisions for wing-mounted pylons. 255 T-41B, 45 T-41C, and 34 T-41D aircraft were built. While Cessna produced the R172E exclusively for military use, Reims built a civilian model as the FR172E Reims Rocket, with 60 built for the 1968 model year.<ref name="3A17" /><ref name="Phillipsp212">Template:Harvnb</ref>
The R172F was similar to the R172E and was built in both T-41C and T-41D variants. 7 (T-41C) and 74 (T-41D) built, plus 85 by Reims as the FR172F Reims Rocket for the 1969 model year.<ref name="3A17" /><ref name="Phillipsp212"/>
The R172G was similar to the R172E/F, differing in that it was certified to be powered by a Template:Convert Continental IO-360-C, -D, -CB, or -DB engine. 28 (T-41D) built, plus 80 by Reims as the FR172G Reims Rocket for the 1970 model year.<ref name="3A17" /><ref name="Phillipsp212"/>
The R172H introduced the extended dorsal fillet of the 172L to the T-41D. It was also certified to be powered by a Template:Convert Continental IO-360-C, -D, -H, -CB, -DB, or -HB engine. 163 (T-41D) built, plus 125 by Reims as the FR172H Reims Rocket for the 1971 and 1972 model years.<ref name="3A17" /><ref name="Phillipsp212"/>
Certified to be powered by a Template:Convert Continental IO-360-H or -HB engine. Only one was built by Cessna, while Reims built 240 as the FR172J Reims Rocket for the 1973 through 1976 model years.<ref name="3A17" /><ref name="Phillipsp212"/>
Following the success of the Reims Rocket in Europe, Cessna decided to once again produce the 175 type for the civilian market as the R172K Hawk XP, beginning with the 1977 model year. It was powered by a derated Template:Convert Continental IO-360-K or -KB engine driving a McCauley constant-speed propeller and featured a new cowling with landing lights and an upgraded interior. The Hawk XP II was also available with full IFR avionics.<ref name="3A17" /><ref name="Phillipsp190">Template:Harvnb</ref> However, owners claimed that the increased performance of the "XP" did not compensate for its increased purchase price and the higher operating costs associated with the larger engine. The aircraft was well accepted for use on floats, however, as the standard 172 is not a strong floatplane, even with only two people on board, while the XP's extra power improves water takeoff performance dramatically.<ref name="Clarke" /> 1 (1973 prototype), 725 (1977), 205 (1978), 270 (1979), 200 (1980), and 55 (1981) built, plus 85 (30 in 1977, 55 in 1978–81) by Reims as the FR172K Reims Rocket for the 1977 through 1981 model years.<ref name="Phillipsp190"/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Cessna introduced a retractable landing gear version of the 172 in 1980, designating it as the 172RG and marketing it as the Cutlass RG.<ref name=P&P_172RG/><ref name=AVWeb_172RG/>
The Cutlass RG sold for about US$19,000 more than the standard 172 and featured a variable-pitch, constant-speed propeller and a more powerful Lycoming O-360-F1A6 engine of Template:Convert, giving it an optimal cruise speed of 140 knots (260 km/h), compared to Template:Convert for the contemporary Template:Convert 172N or 172P.<ref name="Clarke"/> It also had more fuel capacity than a standard Skyhawk, Template:Convert versus Template:Convert, giving it greater range and endurance.<ref name=AOPA_172RG>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The 172RG first flew on August 24, 1976.<ref>Template:Harvnb</ref> It was the lowest-priced four-seat retractable-gear airplane on the U.S. market when it was introduced.<ref name=P&P_172RG>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Although the general aviation aircraft market was contracting at the time, the RG proved popular as an inexpensive flight-school trainer for complex aircraft and commercial pilot ratings under U.S. pilot certification rules, which required demonstrating proficiency in an aircraft with retractable landing gear.<ref name=AVWeb_172RG>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The 172RG uses the same basic landing gear as the heavier R182 Skylane RG, which Cessna touted as a benefit, saying it was a proven design;<ref name=P&P_172RG/> however, owners have found the landing gear to have higher maintenance requirements than comparable systems from other manufacturers, with several parts prone to rapid wear or cracking.<ref name=AVWeb_172RG/> Compared to a standard 172, the 172RG is easier to load with its center of gravity too far aft,<ref name=AVWeb_172RG/> which adversely affects the aircraft's longitudinal stability.
While numbered and marketed as a 172, the 172RG was certified on the Cessna 175 type certificate.<ref name="3A17">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> No significant design updates were made to the 172RG during its five-year model run.<ref name=AVWeb_172RG/> 1,191 were produced.<ref>Template:Harvnb</ref>
Although it is slower and has less passenger and cargo capacity than popular competing single-engine retractable-gear aircraft such as the Beechcraft Bonanza, the Cutlass RG is praised by owners for its relatively low operating costs, robust and reliable engine, and docile flying qualities comparable to the standard 172, although it has higher landing gear maintenance and insurance costs than a fixed-gear 172.<ref name=AVWeb_172RG/><ref name=AOPA_172RG/>
Special versionsEdit
- J172T Template:Visible anchor
Model introduced in July 2014 for 2015 customer deliveries, powered by a Template:Convert Continental CD-155 diesel engine installed by the factory under a supplemental type certificate.<ref name=":2">Template:Cite book</ref> Initial retail price in 2014 was $435,000 (~$Template:Format price in Template:Inflation/year).<ref>Thurber, Matt. "AirVenture Report: 2014 Template:Webarchive" AINonline, 1 September 2014. Accessed: 4 September 2014.</ref> The model has a top speed of Template:Convert and burns Template:Convert per hour less fuel than the standard 172.<ref name="Niles28Jul14">Template:Cite news</ref> As a result, the model has an Template:Convert range, an increase of more than 38% over the standard 172.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This model is a development of the proposed and then canceled Skyhawk TD.<ref name="Bertorelli30Jul14">Template:Cite news</ref> Cessna has indicated that the JT-A will be made available in 2016.<ref name=avw2015-05>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In reviewing this new model Paul Bertorelli of AVweb said: "I'm sure Cessna will find some sales for the Skyhawk JT-A, but at $420,000, it's hard to see how it will ignite much market expansion just because it's a Cessna. It gives away $170,000 to the near-new Redbird Redhawk conversion which is a lot of change to pay merely for the smell of a new airplane. Diesel engines cost more than twice as much to manufacture as gasoline engines do and although their fuel efficiency gains back some of that investment, if the complete aircraft package is too pricey, the debt service will eat up any savings, making a new aircraft not just unattractive, but unaffordable. I haven't run the numbers on the JT-A yet, but I can tell from previous analysis that there are definite limits."<ref name="Bertorelli30Jul14" />
The model was certified by both EASA and the FAA in June 2017.<ref name=Grady06Jun17>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It was discontinued in May 2018, due to poor sales as a result of the aircraft's high price, which was twice the price of the same aircraft as a diesel conversion. The aircraft remains available as an STC conversion from Continental Motors, Inc.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In July 2010, Cessna announced it was developing an electrically powered 172 as a proof-of-concept in partnership with Bye Energy. In July 2011, Bye Energy, whose name had been changed to Beyond Aviation, announced the prototype had commenced taxi tests on 22 July 2011 and a first flight would follow soon.<ref name="AvWeb18Oct10">Template:Cite news</ref><ref name="AVweb28Jul11">Template:Cite news</ref> In 2012, the prototype, using Panacis batteries, engaged in multiple successful test flights.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The R&D project was not pursued for production.
Canceled modelEdit
On October 4, 2007, Cessna announced its plan to build a diesel-powered model, to be designated the 172 Skyhawk TD ("Turbo Diesel") starting in mid-2008.<ref name=":2" /> The planned engine was to be a Thielert Centurion 2.0, liquid-cooled, two-liter displacement, dual overhead cam, four-cylinder, in-line, turbo-diesel with full authority digital engine control with an output of Template:Convert and burning Jet-A fuel. In July 2013, the 172TD model was canceled due to Thielert's bankruptcy. The aircraft was later refined into the Turbo Skyhawk JT-A, which was certified in June 2014 and discontinued in May 2018.<ref name="AvWeb1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Niles28Jul14" /><ref name="GoyerApr2008">Goyer, Robert: "Skyhawk With a Bang", Flying magazine April 2008, pp. 64–68. Hachette Filipacchi US Media</ref><ref name="AOPA01May08">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Simulator company Redbird Flight uses the same engine and reconditioned 172 airframes to produce a similar model, the Redbird Redhawk.<ref name="Bertorelli28Jul13">Template:Cite news</ref><ref name="Bertorelli09Sep13">Template:Cite news</ref>
Premier Aircraft Sales also announced in February 2014 that it would offer refurbished 172 airframes equipped with the Continental/Thielert Centurion 2.0 diesel engine.<ref name="Niles20Feb14">Template:Cite news</ref>
Military operatorsEdit
A variant of the 172, the T-41 Mescalero was used as a trainer with the United States Air Force and Army. In addition, the United States Border Patrol uses a fleet of 172s for aerial surveillance along the Mexico-US border.
From 1972 to 2019 the Irish Air Corps used the Reims version for aerial surveillance and monitoring of cash, prisoner and explosive escorts, in addition to army cooperation and pilot training roles.<ref name="IAC">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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For T-41 operators, see Cessna T-41 Mescalero.
- FAPA/DAA<ref>Template:Harvnb</ref>
- {{#invoke
- flag||Austria}}
- Austrian Air Force 1× 172
- Bolivian Air Force 3× 172K<ref name="Andrade 1982, p. 27">Template:Harvnb</ref>
- Chilean Army 18× R172K (retired)<ref>Template:Harvnb</ref>
- Colombian Air Force – To replace Cessna T-41s used for primary training with deliveries from June 2021.<ref>Template:Cite magazine</ref>
- Ecuadorian Air Force 8× 172F<ref>Template:Harvnb</ref>
- Ecuadorian Army 1× 172G<ref name="Andrade 1982, p. 27"/>
- Guatemalan Air Force 6× 172K<ref>Template:Harvnb</ref>
- Honduran Air Force 3<ref>Template:Harvnb</ref>
- Iraqi Air Force<ref name="IAF">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- {{#invoke
- flag||Ireland}}
- Irish Air Corps 8× FR172H, 1× FR172K<ref>Template:Harvnb</ref> Five FR172H remained in service until 2019.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- Air Reconnaissance Unit 2<ref>Template:Harvnb</ref>
- Lithuanian Air Force 1<ref>Template:Cite magazine</ref>
- Malagasy Air Force 4× 172M<ref>Template:Harvnb</ref>
- Nicaraguan Air Force 7<ref>Template:Harvnb.</ref><ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- Pakistan Air Force 4× 172N<ref>Template:Harvnb</ref>
- Philippine Army -3 Units of 172M in In service (PA-101, PA-103 & PA-911)
- Philippine Navy - 1×172F - Donated By Olympic Aviation in 2007 as PN 330.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref name=cessna172>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 1×172N - Purchased from Welcome Export Inc. in July 2008 as PN 331,<ref name=cessna172/> 4x172S- acquired from US Foreign Military Sales delivered in February 2022<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- Royal Saudi Air Force 8× F172G, 4× F172H, 4× F172M<ref>Template:Harvnb</ref><ref name="Taylor">Taylor, John: Jane's Pocket Book of Military Transport and Training Aircraft, p. 67. Macmillan Publishing Inc, 1974. Template:LCCN</ref>
- Republic of Singapore Air Force 8× 172K, delivered 1969 and retired 1972.<ref name="Taylor" /><ref>Template:Harvnb</ref>
- Suriname Air Force (One in service for sale)<ref>De Overheid (19 April 2014), Oenebare Verkoop Template:Webarchive, retrieved 15 March 2015</ref>
Accidents and incidentsEdit
- On February 13, 1964, Ken Hubbs, second baseman for the Chicago Cubs and winner of the Rookie of the Year Award and the Gold Glove Award, was killed when the Cessna 172 he was flying crashed near Bird Island in Utah Lake.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On October 23, 1964, David Box, lead singer for The Crickets on their 1960 release version of "Peggy Sue Got Married" and "Don't Cha Know" and later a solo artist, was killed when the Cessna 172 he was aboard crashed in northwest Harris County, Texas, while en route to a performance. Box was the second lead vocalist for The Crickets to die in a plane crash, following Buddy Holly.<ref name="HubStuff">Template:Cite magazine</ref><ref name="buddyhollyonline">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On August 31, 1969, American professional boxer Rocky Marciano was killed when the Cessna 172 in which he was a passenger crashed on approach to an airfield outside Newton, Iowa.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On September 25, 1978, a Cessna 172, N7711G, and Pacific Southwest Airlines Flight 182, a Boeing 727, collided over San Diego, California. There were 144 fatalities, 2 in the Cessna 172, 135 on the PSA Flight 182 and 7 on the ground.<ref name=AAR795>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On May 28, 1987, a rented Reims Cessna F172P, registered D-ECJB, was used by German teenage pilot Mathias Rust in an unauthorized flight from Helsinki-Malmi Airport through Soviet airspace to land near the Red Square in Moscow, all without being intercepted by Soviet air defense.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On April 9, 1990, Atlantic Southeast Airlines Flight 2254, an Embraer EMB 120 Brasilia, collided head-on with a Civil Air Patrol Cessna 172, N99501, while en route from Gadsden Municipal Airport to Hartsfield–Jackson Atlanta International Airport. The Cessna crashed, killing two occupants, but the Brasilia made a safe emergency landing.<ref name="ASN1990">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On January 5, 2002, high school student Charles J. Bishop stole a Cessna 172, N2371N, and intentionally crashed it into the side of the Bank of America Tower in downtown Tampa, Florida, killing only himself and otherwise causing very little damage.<ref name="cnn">"Small, stolen plane slams into Tampa skyscraper", (archived from the original), CNN, 5 January 2002. Retrieved 5 January 2012</ref><ref name="cn">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On April 6, 2009, a Cessna 172N, C-GFJH, belonging to Confederation College in Thunder Bay, Ontario, Canada, was stolen by a student who flew it into United States airspace over Lake Superior. The 172 was intercepted and followed by NORAD F-16s, finally landing on Highway 60 in Ellsinore, Missouri, after a seven-hour flight. The student pilot, a Canadian citizen born in Turkey, Adam Dylan Leon, formerly known as Yavuz Berke, suffered from depression and was attempting to commit suicide by being shot down, but was instead arrested shortly after landing. On November 3, 2009, he was sentenced to two years in a US federal prison after pleading guilty to all three charges against him: interstate transportation of a stolen aircraft, importation of a stolen aircraft, and illegal entry into the US. College procedures at the time allowed easy access to aircraft and keys were routinely left in them.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref name="CBC07Apr09">Template:Cite news</ref><ref name="AvWeb07Apr09">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="AvWeb07Apr09A">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="CBC03Nov09">Template:Cite news</ref>
- On August 16, 2015, Cessna 172M N1285U collided in midair with a private North American Sabreliner, N442RM, on approach to Brown Field Municipal Airport in California, killing all five people on board the two aircraft. The cause was found to be air traffic control error. This accident, together with another fatal 2015 mid-air collision under similar circumstances, prompted the U.S. National Transportation Safety Board to recommend that the FAA more strongly emphasize scenario-based training for controllers.<ref>Template:Cite news</ref><ref>Template:Cite news</ref><ref name=Doublemidair>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On November 11, 2021, Glen de Vries, co-founder of Medidata Solutions and Blue Origin space tourist, died in the crash of a 172 near Hampton Township, New Jersey.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- On March 5, 2024, a 172M of 99 Flying School, 5Y-NNJ, crashed after colliding with Safarilink Aviation Flight 053, a de Havilland Canada Dash 8, near Wilson Airport over Nairobi National Park, killing the instructor and student pilot aboard the 172. The Safarilink flight landed safely with no injuries to the 44 people on board.<ref>Template:Cite news</ref><ref>Template:Cite news</ref>
Specifications (172R)Edit
See alsoEdit
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NotesEdit
ReferencesEdit
BibliographyEdit
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External linksEdit
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