1. Cessna 172p For Sale

. 172: 8,700 (1956). 172R: US$274,900 (2012). 172S: US$307,500 (2012) Developed from Variants The Cessna 172 Skyhawk is an American four-seat, single-engine, high wing, made by the. First flown in 1955, more 172s have been built than.

CESSNA AIRCRAFT MANUALS 172 The handbook is designed To help you operate your plane with safety and. POH CESSNA 172P 1984: 14-02691. Free Shipping over $500*. The Cessna 172 Skyhawk is an American four-seat. Where it would stay until the 172P. A second door latch pin was introduced in 1984.

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 as of 2015, the company and its partners had built more than 44,000. The aircraft remains in production today. The Skyhawk's main competitors have been the and (neither currently in production), the, and, more recently, the and. Contents. Design and development The Cessna 172 started life as a tricycle landing gear variant of the, with a basic level of standard equipment.

In January 1955, Cessna flew an improved variant of the Cessna 170, 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 a tricycle landing gear, and the modified Cessna 170C flew again on 12 June 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, 3A12. The 172 became an overnight sales success, and over 1,400 were built in 1956, its first full year of production. A 1960 Cessna 172A 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 '.' Production halted in 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.

Cessna 172p For Sale

Modifications The Cessna 172 may be modified via a wide array of (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 the use of. Other modifications include additional fuel tank capacity in the, added baggage compartment tanks, added to reduce drag, or enhanced landing and takeoff performance and safety with a kit. Operational history. The record-setting 1958-built Cessna 172 A Cessna 172 was used in 1958 to set the; the record still stands.

On December 4, 1958, Robert Timm and John Cook took off from in Las Vegas, Nevada, in a used Cessna 172, registration number N9172B. They landed back at McCarran Airfield on February 4, 1959, after 64 days, 22 hours, 19 minutes and 5 seconds in flight. The flight was part of a fund-raising effort for the Cancer Fund. Food and water were transferred by matching speeds with a chase car on a straight stretch of road in the desert and hoisting the supplies aboard with a rope and bucket. Fuel was taken on by hoisting a hose from a fuel truck up to the aircraft, filling an auxiliary belly tank installed for the flight, pumping that fuel into the aircraft's regular tanks and then filling the belly tank again. The drivers steered while a second person matched speeds with the aircraft with his foot on the vehicle's accelerator pedal. Engine oil was added by means of a tube from the cabin that was fitted to pass through the firewall.

Only the pilot's seat was installed. The remaining space was used for a pad on which the relief pilot slept. The right cabin door was replaced with an easy-opening, accordion-type door to allow supplies and fuel to be hoisted aboard. Early in the flight, the engine-driven electric generator failed. A Champion wind-driven generator (turned by a small propeller) was hoisted aboard, taped to the wing support strut, and plugged into the cigarette lighter socket; it served as the aircraft's source of electricity for the rest of the flight. The pilots decided to end the marathon flight because with 1,558 hours of continuously running the engine during the record-setting flight, plus several hundred hours already on the engine beforehand (considerably in excess of its normal overhaul interval), the engine's power output had deteriorated to the point at which they were barely able to climb away after refueling. The aircraft is on display in the passenger terminal.

Photos and details of the record flight can be seen in a small museum on the upper level of the baggage claim area. After the flight, Cook said: Next time I feel in the mood to fly endurance, I'm going to lock myself in our garbage can with the vacuum cleaner running. That is until my psychiatrist opens up for business in the morning. Variants. 1963 Cessna 172D 172D The 1963 172D model introduced the lower rear fuselage with a wraparound rear window and a one-piece windshield. New rudder and brake pedals were also added. 1,146 172Ds were built.

1963 also saw the introduction of the 172D Powermatic. This was equipped with a producing 175 horsepower (130 kW) and a cruise speed 11 mph (18 km/h) faster than the standard 172D. In reality this was not a new model, but a Skylark that had been renamed for its last year of production. The Skylark had gained a reputation for poor engine reliability, and the renaming of it as a 172 was a marketing attempt to regain sales through. The move was not a success, and neither the 1963 Powermatic nor the Skylark were produced again after the 1963 model year. 1964 Cessna 172F 172F The 1965 model 172F introduced electrically operated flaps to replace the previous lever-operated system. It was built in France by Reims Cessna as the F172 until 1971.

These models formed the basis for the '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 for the cadet pilot indoctrination program, while others were distributed to Air Force aero clubs. A total of 1,436 172Fs were completed. The 1968-built Cessna 172I introduced the engine of 150 hp (112 kW) The 1968 model marked the beginning of the -powered 172s. The 'I' model was introduced with a 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) TAS to 131 mph (211 km/h) TAS (true airspeed). There was no change in the sea level rate of climb at 645 ft (197 m) per minute.

The 172I also introduced the first standard 'T' instrument arrangement. The 172I saw an increase in production to record levels with 1,206 built. 172J The Cessna Company planned to drop the previous 172 configuration for the 1968 model year and replace it with a cantilever-wing/stabilator configuration that would be the 172J. However, as time for model introduction neared, those dealers who were aware of the change began applying pressure on the factory to continue the previous configuration.

They felt the new model would be less usable as a trainer. Consequently, and at the last minute, the decision was made to continue the 172 in its original configuration. The planned 172J configuration would be introduced as a new model, the 177. The deluxe option would become the. The 'J' designation was never publicly used.

1969 model-year Cessna 172K, built in 1968 172K The next model year was the 1969 'K' model. The 1969 172K had a redesigned tailfin cap and reshaped rear windows. Optional long-range 52 US gal (197 l) wing fuel tanks were offered. The rear windows were slightly enlarged by 16 square inches (103 cm 2). The 1969 model sold for US$12,500 for the 172 and US$13,995 for the Skyhawk, with 1,170 made.

The 1970 model was still called the 172K, but sported fiberglass, downward-shaped, conical. Fully articulated seats were offered as well. Production in 1970 was 759 units. 1971 Cessna 172L at Kemble Airfield, England, 2003 The 172L, sold during 1971 and 1972, replaced the main landing gear legs (which were originally flat spring steel) with tapered, tubular steel gear legs. The new gear had a width that was increased by 12 in (30 cm). The new tubular gear was lighter, but required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design. The 'L' also had a plastic fairing between the dorsal fin and vertical fin to introduce a greater family resemblance to the 's vertical fin.

The 1971 model sold for US$13,425 in the 172 version and US$14,995 in the Skyhawk version. 827 172Ls were sold in 1971 and 984 in 1972. Canon pixma ip1500 driver for vista. 1976 Cessna 172M instrument panel The 172M of 1973–76 gained a drooped wing leading edge for improved low-speed handling.

This was marketed as the 'camber-lift' wing. The 1974 172M was also the first to introduce the optional 'II' package which offered higher standard equipment, including a second nav/comm radio, an ADF and.

The baggage compartment was increased in size, and nose-mounted dual landing lights were available as an option. The 1975 model 172M sold for US$16,055 for the 172, US$17,890 for the Skyhawk and US$20,335 for the Skyhawk II. 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 are relocated to the left side for improved pilot readability compared with the earlier 172 panel designs. Total production of 'M' models was 7306 over the four years it was manufactured.

1976 Cessna Skyhawk N landing 172N The Skyhawk N, or Skyhawk/100 as Cessna termed it, was introduced for the 1977 model year. The '100' designation indicated that it was powered by a Lycoming O-320-H2AD, 160 horsepower (119 kW) engine designed to run on 100-octane fuel, whereas all previous engines used 80/87 fuel. But this engine proved troublesome, and it was replaced by the similarly rated O-320-D2J to create the 1981 172P.

The 1977 'N' model 172 also introduced rudder trim as an option and standard 'pre-selectable' flaps. The price was US$22,300, with the Skyhawk/100 II selling for US$29,950. The 1978 model brought a 28-volt electrical system to replace the previous 14-volt system. Air conditioning was an option. The 1979 model 'N' increased the flap-extension speed for the first 10 degrees to 115 knots (213 km/h).

Larger wing tanks increased the optional fuel to 66 US gallons (250 l). The 'N' remained in production until 1980 when the 172P or Skyhawk P was introduced. 172P built by Reims Aviation in France The 172P, or Skyhawk P, was introduced in 1981 to solve the reliability problems of the 'N' engine. The was a great improvement. The 'P' model also saw the maximum flap deflection decreased 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 wet wing was optional, with a capacity of 62 of fuel.

The price of a new Skyhawk P was US$33,950, with the Skyhawk P II costing US$37,810 and the Nav/Pac equipped Skyhawk P II selling for US$42,460. In 1982, the 'P' saw the landing lights moved from the nose to the wing to increase bulb life. The 1983 model added some minor soundproofing improvements and thicker windows. A second door latch pin was introduced in 1984.

Production of the 'P' ended in 1986, and no more 172s were built for eleven years as legal liability rulings in the US had pushed Cessna's insurance costs too high, resulting in dramatically increasing prices for new aircraft. There were only 195 172s built in 1984, a rate of fewer than four per week.

172Q Cutlass The 172Q was introduced in 1983 and given the name Cutlass to create an affiliation with the 172RG, although it was actually a 172P with a 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 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.

Production ended after only three years when all 172 production stopped. 172R The Skyhawk R was introduced in 1996 and is powered by a derated 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 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. Cessna 172S Skyhawk, built 2001, at, (2014) The Cessna 172S was introduced in 1998 and is powered by a producing 180 horsepower (134 kW). The maximum engine rpm 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 the avionics package and leather seats as standard equipment. As of 2009, only the S model is in production. Cessna 172RG Cessna introduced a retractable landing gear version of the 172 in 1980 and named it the Cutlass 172RG. The Cutlass featured a variable-pitch, constant-speed propeller and a more powerful engine of 180 horsepower (130 kW). The 172RG sold for about US$19,000 more than the standard 172 of the same year and produced an optimal cruise speed of 140 knots (260 km/h), compared to 122 knots (226 km/h) for the contemporary 160 horsepower (120 kW) version. The 172RG did not find wide acceptance in the personal aircraft market because of higher initial and operating costs accompanied by mediocre cruising speed, but was adopted by many flight schools since it met the specific requirements for 'complex aircraft' experience necessary to obtain a Commercial Pilot certificate (the role for which it was intended), at relatively low cost. Between 1980 and 1984 1177 RGs were built, with a small number following before production ceased in 1985.

While numbered and marketed as a 172, the 172RG was actually certified on the type certificate. 1977 model R172K Hawk XP on Wipline amphibious floats The FR172J Reims Rocket was produced by in France from the late 1960s to the mid-1970s. It was powered by a Rolls-Royce built, fuel-injected, -H(B) 210 hp (160 kW) engine with a constant-speed propeller. The Reims Rocket led to Cessna producing the R172K Hawk XP, a model available from 1977 to 1981 from both Wichita and Reims.

This configuration featured a fuel-injected, K (later ) derated to 195 hp (145 kW) with a two-bladed, constant-speed propeller. The Hawk XP was capable of a 131-knot (243 km/h) cruise speed.

Owners claimed that the increased performance of the 'XP' didn't 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. While numbered and marketed as 172s, the R172J and R172K models are actually certified on the type certificate. Turbo Skyhawk JT-A Model introduced in July 2014 for 2015 customer deliveries, powered by a 155 hp (116 kW) installed by the factory under a. Initial retail price in 2014 was $435,000.

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 the standard 172. As a result, the model has a 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 cancelled Skyhawk TD. Cessna has indicated that the JT-A will be made available in 2016. 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.' The model was certified by both EASA and the FAA in June 2017. Electric-powered 172 In July 2010, Cessna announced it was developing an 172 as a proof-of-concept in partnership with. In July 2011, Bye Energy, whose name had been changed to, announced the prototype had commenced taxi tests on 22 July 2011 and a first flight would follow soon.

In 2012, the prototype, using Panacis batteries, engaged in multiple successful test flights. Canceled model 172TD 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. The planned engine was to be a, liquid-cooled, two-liter displacement, dual overhead cam, four-cylinder, in-line, turbo-diesel with with an output of 155 hp (116 kW) and burning 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, slated for deliveries in 2015. Simulator company will use the same engine and reconditioned 172 airframes to produce a similar model to be called the Redbird Redhawk. Premier Aircraft Sales also announced in February 2014 that it would offer refurbished 172 airframes equipped with the diesel engine. Military operators A variant of the 172, the was used as a trainer with the and. In addition, the uses a fleet of 172s for aerial surveillance along the Mexico-US border.

The uses the Reims version for aerial surveillance and monitoring of cash, prisoner and explosive escorts, in addition to army cooperation and pilot training roles. 's Cessna F172P, used in his flight from Helsinki to Moscow, on display at the,. On October 23, 1964, lead singer for on their 1960 release version of ' and 'Don't Cha Know' and later a solo artist, was killed when the Cessna 172 he was aboard crashed in northwest while en route to a performance. Box was the second lead vocalist for The Crickets to die in a plane crash after. On August 31, 1969, American professional boxer was killed when on approach to an airfield outside. On September 25, 1978, a Cessna 172, N7711G, collided with, a. The two aircraft crashed over,.

There were a total of 144 fatalities: two in the Cessna 172, 135 on the PSA Flight 182 and seven on the ground. On May 28, 1987, a rented Reims Cessna F172P, D-ECJB, was used by a German teenage pilot to fly an unauthorized flight from through airspace to land near the in, all without being intercepted by Soviet. On April 9, 1990, an, collided head-on with a Cessna 172, N99501, while en route from to. The Cessna crashed, killing two occupants, but the Brasilia made a safe emergency landing. On January 5, 2002, high school student Charles J. Bishop, N2371N, and intentionally crashed it into the side of the in downtown, killing only himself and otherwise causing very little damage.

On April 6, 2009, a Cessna 172N, C-GFJH, was stolen by a student from in, and entered airspace over. The plane was intercepted and followed by, finally landing on Highway 60 in after a seven-hour flight. The student pilot, a Canadian citizen born in, Adam Dylan Leon, formerly known as Yavuz Berke, was suffering from and attempted to commit suicide by being shot down. Instead, he was arrested shortly after landing. On November 3, 2009, he was sentenced to two years in a US federal prison after he pleaded guilty in August 2009 to all three charges against him: interstate transportation of a stolen aircraft, importation of a stolen aircraft, and illegal entry.

College procedures at the time permitted students access to aircraft and the keys were routinely left in the aircraft. On October 9, 2013, The passenger of G-BCYR made a successful emergency landing at, United Kingdom following its pilot becoming incapacitated while the aircraft was in flight. The passenger had no flying experience and was escorted by a of the while being talked down by flying instructors.

He had been on a local flight from, when the incident occurred. The pilot of the aircraft later died in hospital. The incident formed the basis of a documentary broadcast in the United Kingdom by on 27 March 2014. Specifications (172R).

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