67-593: Skyhawk may refer to: Aircraft and military [ edit ] Cessna 172 Skyhawk, a single-engine, four-seat light airplane Douglas A-4 Skyhawk , a ground-attack jet aircraft Seibel S-4 , a helicopter evaluated by the United States Army under the designation YH-24 Sky Hawk SkyHawks Parachute Team , the Canadian Forces parachute demonstration team Sky Hawk, an Iranian experimental air-to-air version of
134-409: A 160 horsepower (119 kW) 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
201-647: A 172, the 172RG was certified on the Cessna 175 type certificate. No significant design updates were made to the 172RG during its five-year model run. 1,191 were produced. 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
268-536: A 210 hp (157 kW) 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. Certified to be powered by a 210 hp (157 kW) 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. Following
335-444: 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
402-520: 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. 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
469-426: A benefit, saying it was a proven design; 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. Compared to a standard 172, the 172RG is easier to load with its center of gravity too far aft, which adversely affects the aircraft's longitudinal stability . While numbered and marketed as
536-463: 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
603-473: 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,
670-430: A decreased maximum flap deflection from 40 degrees to 30 to allow a gross weight increase from 2,300 lb (1,043 kg) to 2,400 lb (1,089 kg). A 62 US gal (235 L) 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
737-645: A flat ride at Cedar Point amusement park in Sandusky, Ohio, US Skyhawk (comics) , a Marvel Comics character Sky Hawk , a 1976 electro-mechanical game by Nintendo that features 16mm film -based visuals. Skyhawks (TV series) , an animated cartoon television series sponsored by Mattel Toys Sky Hawk (manga) , a Japanese manga series The Sky Hawk , a 1929 film A neighborhood in Santa Rosa, California See also [ edit ] Captain Skyhawk ,
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#1732847757959804-459: A jet pump inside the wing sucked in stagnant air from the flap area, energized it and blew the higher-speed air over the ailerons. Various chemicals and enhancements were used to power the jet pump. Better results were obtained by departing from the Arado jet pump method and using an engine-driven generator to power electric motors driving axial fans to move the internal air. This concept was adopted on
871-409: 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
938-569: A one-piece windshield, increased horizontal stabilizer span, and a folding hat shelf in the rear cabin. Gross weight was increased to 2,300 lb (1,043 kg), 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
1005-449: A redesigned tail similar to the experimental 170C, "Para-Lift" flaps, and a maximum gross weight of 2,200 lb (998 kg) while retaining the 170B's 145 hp (108 kW) 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
1072-504: A reshaped cowling, a pointed propeller spinner, and an increased gross weight of 2,250 lb (1,021 kg). 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
1139-450: A revised tailwheel bracket, and other refinements over the 170 and 170A. It was marketed in 1952 for $ 7245. In 1955, the previously elliptical rear side windows were changed to a squarer design. The sole 170C , registered N37892 (c/n 609), was built in November 1954 with a redesigned squared vertical stabilizer. No production followed, and the prototype was converted to 170B standard with
1206-470: A revised tandem-seat fuselage and a wing with large modified Fowler flaps that deployed up to 60°. In 1952, the Cessna 170B was introduced, featuring a new wing tapered outboard of the flaps, incorporating dihedral similar to the military version. The B model was equipped with very effective modified Fowler (slotted, rearward-traveling) wing flaps which deflect up to 40°, adapted from the C-305/Bird Dog,
1273-615: A rounded tail in January 1956. However, the 170C was developed into the Cessna 172 , with early models sharing the squared tail of the 170C. In 1958, Cessna experimented with a belt driven 145 hp Continental engine. The company completed 1000 hours of test flying. The belt drive reduced vibration, engine noise and propeller noise. A 92 inch propeller with 70 degrees of pitch improved the rate of climb 12 percent. The belts used were developed by Goodyear Tire and Rubber Company and were 3/8-inch wide, 7/16-inch deep, and 41 inches long. The 170
1340-446: 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. Introduced for the 1983 model year,
1407-428: A total of 36 gallons in three tanks. Like the 140, they were constructed of metal with fabric-covered wings supported by a "V" strut. In 1949, Cessna began marketing the 170A , an all-metal 170 with zero- dihedral wing tapered outboard of the slightly-enlarged plain flaps with 50 degrees maximum deflection, two 21 gallon fuel tanks, and a single strut replacing the "V" strut of the 170. This and subsequent versions of
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#17328477579591474-511: 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
1541-483: A useful load that was about 100 lb (45 kg) more than the Skyhawk P and a rate of climb that was actually 20 feet (6 m) 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
1608-656: A video game developed by Rare for the NES Cessna CH-1 Skyhook , based on the Seibel S-4B Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Skyhawk . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Skyhawk&oldid=1214096945 " Category : Disambiguation pages Hidden categories: Short description
1675-410: A wing design that lives on in the Cessna light singles of today (constant NACA 2412 section with a chord of 64 inches (1,600 mm) from centerline to 100 inches (2,500 mm) (the outboard end of the flaps), then tapering to 44-inch (1,100 mm) NACA 2412 section chord at 208 inches from centerline, with three-degree washout across the tapered section). The 170B model also included a new tailplane,
1742-459: Is 2,450 lb (1,111 kg). 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 180 horsepower (134 kW). The maximum engine rpm
1809-538: Is different from Wikidata All article disambiguation pages All disambiguation pages 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
1876-399: Is equipped with conventional landing gear , which is more challenging to land than tricycle landing gear . In 1956, Cessna introduced a replacement for the 170 that was essentially a nosewheel-equipped 170B with a square tailfin, designated the 172 . 170 production was halted soon after the 172 became available. Between 1951 and 1955, Cessna used modifications of the 170 and its derivative,
1943-492: The Cessna Aircraft Company between 1948 and 1956. It is the predecessor of the Cessna 172 , the most produced aircraft in history, which replaced the 170 in production in 1956. In late 1948, Cessna began sales of the 170, with a metal fuselage and tail and fabric-covered constant-chord wings. These earliest 170s were four-seat versions of the popular 140 with a more powerful 145 hp (108 kW) Continental C145-2 and an extra interconnected fuel tank in one wing for
2010-481: The Diamond DA40 Star and Cirrus SR20 . 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
2077-456: 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 12 in (30 cm). 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,
Skyhawk - Misplaced Pages Continue
2144-682: The FP172D . 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. As the T-41B, the R172E was powered by a fuel-injected 210 hp (157 kW) Continental IO-360-D or -DE driving
2211-646: The FR172F Reims Rocket for the 1969 model year. The R172G was similar to the R172E/F, differing in that it was certified to be powered by a 210 hp (157 kW) 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. The R172H introduced the extended dorsal fillet of the 172L to the T-41D. It was also certified to be powered by
2278-639: The FR172K Reims Rocket for the 1977 through 1981 model years. Cessna introduced a retractable landing gear version of the 172 in 1980, designating it as the 172RG and marketing it as the Cutlass RG . 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 180 horsepower (130 kW), giving it an optimal cruise speed of 140 knots (260 km/h), compared to 122 knots (226 km/h) for
2345-491: The Garmin G1000 avionics package and leather seats as standard equipment. As of 2009 , the 172S model was the only Skyhawk model in production. 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
2412-767: The MIM-23 Hawk air defense missile Automobiles [ edit ] Buick Skyhawk , a compact car built from 1975 to 1989 Studebaker Sky Hawk , a 1956 two-door coupe automobile Other uses [ edit ] Skyhawk (mascot) , a mascot for the Atlanta Hawks professional basketball team Skyhawk, the mascot of Stonehill College , a Division I College in Easton, MA Tennessee–Martin Skyhawks , an athletic program of The University of Tennessee at Martin Skyhawk (Cedar Point) ,
2479-564: 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. 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
2546-453: 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 150,000 miles (240,000 km), over 6 times further than flying around the world at
2613-568: The 170 shared the fin/rudder shape of the larger Cessna 190 and 195 models. In 1950, the United States Air Force , Army and Marines began using the military variant of the 170, the Model 305 , designated the L-19 and later O-1 Bird Dog by the military. It was used as a forward air control and reconnaissance aircraft. The Bird Dog was extensively redesigned from the basic 170 and included
2680-487: 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
2747-413: The 172. Introduced for the 1969 model year with a redesigned tailfin cap and reshaped rear windows enlarged by 16 square inches (103 cm ). Optional long-range 52 US gal (197 L) 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
Skyhawk - Misplaced Pages Continue
2814-418: 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 180 horsepower (134 kW). The aircraft had a gross weight of 2,550 lb (1,157 kg) and an optimal cruise speed of 122 knots (226 km/h) compared to the 172P's cruise speed of 120 knots (222 km/h) on 20 hp (15 kW) less. It had
2881-543: 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 175 hp (130 kW) Continental GO-300-E with a geared reduction drive powering a constant-speed propeller , increasing cruise speed by 11 mph (18 km/h) over
2948-631: 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
3015-451: The Model 319 but substituted an engine-driven hydraulic pump to drive hydraulic-powered axial fans. This model was more successful and resulted in the highest lift capacity, as measured by the maximum lift coefficient, recorded up to that time. The 319 demonstrated the capability of taking off in 190 ft (58 m), landing in 160 ft (49 m) and clearing a 50 ft (15 m) obstacle in 450 ft (137 m). The aircraft had
3082-686: The T-41A), 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 150 hp (112 kW), an increase of 5 hp (3.7 kW) over the Continental powerplant. The increased power resulted in an increase in optimal cruise from 130 mph (209 km/h) true airspeed (TAS) to 131 mph (211 km/h) TAS. There
3149-651: The U.S. Army L-19, as test beds for boundary layer control research, under contract to the Office of Naval Research and the Army Transportation Corps, designating them as the models 309 and 319. The project was done in conjunction with the University of Wichita which conducted extensive wind tunnel tests of the concept. The model 309 utilized the German World War II Arado lift-increasing system in which
3216-528: 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 (including 26 as the T-41A), plus 140 by Reims as the F172G . 1967 model year with
3283-478: 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 . 1977 model year powered by
3350-421: The contemporary 160 horsepower (120 kW) 172N or 172P. It also had more fuel capacity than a standard Skyhawk, 62 US gallons (230 L; 52 imp gal) versus 53 US gallons (200 L; 44 imp gal), giving it greater range and endurance. The 172RG first flew on August 24, 1976. It was the lowest-priced four-seat retractable-gear airplane on the U.S. market when it was introduced. Although
3417-693: 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 (UPT). Following their removal from
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#17328477579593484-527: 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 (120 kW) 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
3551-563: The first production model in 1956, and as of 2015 , the company and its partners had built more than 44,000 units. With a break from 1986–96, the aircraft remains in production today. A light general aviation airplane, the Skyhawk's main competitors throughout its lifetime have been the Beechcraft Musketeer and Grumman American AA-5 series (neither currently in production), the Piper PA-28 Cherokee , and, more recently,
3618-507: The flap-extension speed to 110 knots (204 km/h). 6,425 total built; 1,725 (1977), 1,725 (1978), 1,850 (1979), and 1,125 (1980), 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
3685-452: 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. The 172RG uses the same basic landing gear as the heavier R182 Skylane RG , which Cessna touted as
3752-474: The mid-1980s, but resumed in 1996 with the 160 hp (120 kW) Cessna 172R Skyhawk. Cessna supplemented this in 1998 with the 180 hp (135 kW) Cessna 172S Skyhawk SP. 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 180 to 210 hp (134 to 157 kW), add constant-speed propellers , or allow
3819-449: 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). 1960 model year with a swept-back vertical tail and rudder and powered by a 145 hp (108 kW) 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 (76 mm),
3886-567: The standard 172, although it has higher landing gear maintenance and insurance costs than a fixed-gear 172. Model introduced in July 2014 for 2015 customer deliveries, powered by a 155 hp (116 kW) Continental CD-155 diesel engine installed by the factory under a supplemental type certificate . Initial retail price in 2014 was $ 435,000 (~$ 551,508 in 2023). The model has a top speed of 131 kn (243 km/h) and burns 3 U.S. gallons (11 L; 2.5 imp gal) per hour less fuel than
3953-449: The standard 172. As a result, the model has an 885 nmi (1,639 km) range, an increase of more than 38% over the standard 172. This model is a development of the proposed and then canceled Skyhawk TD . Cessna has indicated that the JT-A will be made available in 2016. Cessna 170 The Cessna 170 is an American single-engine, four seat, general aviation aircraft produced by
4020-499: 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. 65 were built, plus 3 by Reims as
4087-436: 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,
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#17328477579594154-560: 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 195 hp (145 kW) 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
4221-451: 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 180 hp (134 kW) fuel injected Superior Air Parts Vantage engine. From December 4, 1958, to February 7, 1959, Robert Timm and John Cook set
4288-633: Was also available with full IFR avionics. 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. 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
4355-479: Was increased from 2,400 rpm to 2,700 rpm resulting in a 20 hp (15 kW) increase over the "R" model. As a result, the maximum takeoff weight was increased to 2,550 lb (1,157 kg). 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
4422-428: Was no change in the sea level rate of climb at 645 ft (197 m) 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
4489-547: 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
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