CESSNA 172R

Project Report

On

CESSNA 172R

Submitted in the partial fulfillment of the requirement for the award ofdegree of

Bachelors of Technologyin

AERONAUTICAL ENGINEERING

Under the Guidance ofEr. Mandeep SinghChief Engineer

Submitted byKomal Sidana100811780637

Department of Aeronautical Engineering

Gurukul Vidyapeeth Institute of Engineering & TechnologyBanur

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CESSNA 172R

Certificate

Certified that this project entitled “CESSNA 172R” submitted by Komal Sidana

(100811780637), student of Aeronautical Engineering Department, Gurukul Vidyapeeth

Institute of Engineering & Technology, Banur in the partial fulfillment of the requirement

for the award of Bachelors of Technology (Aeronautical Engineering) Degree of PTU,

Jalandhar, is a record of students own study carried under my supervision & guidance.

This report has not been submitted to any other university or institution for the award of

any degree.

Name of Project GuideDesignation

Er. Mandeep Singh Chief Engineer

Head, Aeronautical Engineering Deptt.

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CESSNA 172R

Acknowledgement

I owe a great many thanks to a great many people who helped and supported me

during the writing of this book.

My deepest thanks to Lecturer, Er. MANDEEP SINGH the Guide of the project

for guiding and correcting various documents of mine with attention and care. He has

taken pain to go through the project and make necessary correction as and when needed.

I express my thanks to the Principal of, GVIET, BANUR, DISTT PATIALA, for

extending his support.

My deep sense of gratitude to MANDEEP SINGH (TRAINER), [PATIALA AVIATION

CLUB] support and guidance. Thanks and appreciation to the helpful people at

[PATIALA AVIATION CLUB], for their support.

I would also thank my Institution and my faculty members without whom this

project would have been a distant reality.

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CESSNA 172R

Abstract

Industrial training is one of the most important components in the fulfillment of any

professional course conducted at any level and at any college. Each one of us would

always have an added advantage if we have a chance to come and face tools and the

processes we are being taught in the course. The main purpose of the learning program is

to expose the trainees to the practical experience of the actual industrial conditions in

which they are required to work in future. This project was undertaken at Patiala Aviation

Club, Patiala.

The lecturers help us to know the theoretical concepts of the process being followed at

industrial level and tools being used to conduct that process but we would get the

complete knowledge of the process only if we have a chance to witness the process, study

it and if possible being able to conduct the process if authorities allow us to do so. Thus

emerges the need of industrial training. This training helps us to complete our knowledge

about the process of developing software. Thus, it supplements over theoretical knowledge

attained at our college. I deem it a privilege to have undergone training in an organization,

which allowed me to see the most recent techniques used in software development.

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CESSNA 172R

Table of Contents

CONTENTS

S.N. Title Page No.

1. Introduction

About The Project

2. The Cessna story

3. Design and Development

4. Datasheet of Cessna 172R

5. Characterstics

6. General

7. Limitations

8. Emergency Procedures

9. Operational History

10. Accidents And Incidents

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CESSNA 172R

INTRODUCTION

Cessna 172R

Cessna 172R

Role Civil utility aircraft

National origin United States

Manufacturer CESSNA AIRCRAFT COMPANY

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THE CESSNA STORY

The history of Cessna aviation began in June 1911, when Clyde Cessna, a farmer in Rago, Kansas, built a wood-and-fabric airplane and became the first person to build and fly a powered aircraft in the heartland of America, between the Mississippi River and the Rocky Mountains.

Clyde Cessna started his aircraft ventures in Enid, Oklahoma testing many of his early designs on the salt flats. When bankers in Enid balked at providing capital, he moved to Wichita.

In 1924, Cessna partnered with Lloyd C. Stearman and Walter H. Beech to form the Travel Air Manufacturing Co., Inc., and served as its president. In January 1927 he left Travel Air to form his own business, the Cessna Aircraft Company. The first of his new monoplane designs, the "Phantom," flew on August 13, 1927. Following that, the company created a series of successful four and six-place monoplanes.

With the collapse of Wall Street in the autumn of 1929, Cessna and other manufacturers soon found themselves with dramatically shrinking sales. Cessna slashed prices, but to noavail. Faced with the prospect of bankruptcy, the company's board of directors voted to oust Cessna and closed the factory doors in 1931.

Undaunted, Cessna, along with his son Eldon, rented facilities in the abandoned Travel Air complex and created the C.V. Cessna Aircraft Co. It built small, custom racing airplanes. Sadly, Cessna was dealt another blow in 1933 when his close friend Roy Liggett died in the crash of the CR-2 racer built by Clyde and Eldon. Cessna's grief ran deep and he withdrew from aviation. Retreating to his farm in Rago, Clyde Cessna wouldnever involve himself in aviation again.

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During this period, Cessna's nephew, Dwane Wallace, had been working for Walter Beechdoing engineering analyses on biplanes. Wallace, whose love of flying had been kindled as a teenager, soloed in a well-worn Travel Air in March 1932 and later earned his privatepilot license. Although he continued to work diligently for Beech, Dwane had a dream: hewas contemplating plans to reopen the Cessna Aircraft Company. His gamble was that thepublic would buy an upgraded version of Cessna's 1928 Model AW cabin monoplane.

In January 1934, Dwane Wallace with his brother Dwight, a talented attorney, wrested control of their uncle's derelict company from the board of directors. With Dwane at the helm, the Cessna Aircraft Company was reborn and the process of building it into a global success was begun.

In 1948, Cessna introduced the 170, a four-place tail wheel airplane powered by a 145-horsepower Continental engine. The airplane, an obvious upgrade from the company's previous 140 model, was a popular improvement. In November 1955 the tricycle derivative of the 170 first flew. It entered service in 1956 and was an overnight success. Over 1400 were built in its inaugural year. This new airplane, later to be known as the Sky hawk, would become the most widely produced light aircraft in history. Cessna's advertising has boasted that its aircraft have trained more pilots than those of any other company.

In 1985 Cessna was bought by General Dynamics Corporation and in 1986 production of piston-engine aircraft was discontinued. Over 35,000 172s had been manufactured up until that point. The company cited product liability as the cause for their demise. The corporation's CEO, Russ Meyer, said that production would resume if a more favorable product liability environment were to develop. In 1992, Textron Inc. bought Cessna and, after passage of the General Aviation Revitalization Act of 1994, resumed production of the piston-engine 172, 182, and 206 designs.

On 27 November 2007 Textron announced that Cessna had purchased bankrupt ColumbiaAircraft for USD$26.4M and would produce its Columbia 350 and 400 as the Cessna 350and Cessna 400 at the Columbia factory in Bend, Oregon. There had been speculation that the acquisition of the Columbia line would spell the end of the Cessna NGP project, but on September 26, 2007, Cessna Vice President for Sales, Roger Whyte, confirmed that development of the NGP project would continue, unaffected by the purchase of Columbia

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CESSNA 172R

DESIGN AND DEVELOPEMENT

Measured by its longevity and popularity, the Cessna 172 is the most successful aircraft in history. Cessna delivered the first production models in 1956. As of 2012, Cessna, and its partners, had built around 60,000. The Schawk’s main competitors have been the Beech craft Musketeer and Grumman AA-5 series (neither in production), the Piper Cherokee, and, more recently, the Diamond DA40.

The Cessna 172 started life as a tricycle landing gear variant of the tail dragger 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 a larger elevator and more angular vertical tail. 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.

Early 172s were similar in appearance to the 170s, with the same straight aft fuselage and

tall gear legs, although the 172 had a straight vertical tail while the 170 had a rounded fin

and rudder. Later 172 versions incorporated revised landing gear and the sweptback tail,

which is still in use today. The final aesthetic development, in the mid-1960s, was a

lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as

"Omni-Vision." Cessna has not changed the airframe configuration since then, except for

updates in avionics and engines, including the Garmin G1000 glass cockpit in 2005.

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CESSNA 172R

Production halted in the mid-1980s, but resumed in 1996 with the 160 hp (120 kW)

Cessna 172R Sky hawk.

Data Sheet- Cessna 172R

WeightsAircraft Number Empty Weight Empty Moment Useful Load

2382R 1685.2 lbs. 65,905.4 764.8 lbs.

Maximum Weights Normal Utility

Ramp Weight 2457 lbs. 2107

Lbs

Takeoff Weight 2450 lbs. 2100 lbs

Landing Weight 2450 lbs. 2100 lbs

Baggage Weight 120 lbs. empty

Area 1 120 lbs. emptyArea 2 50 lbs. empty

Powerplant

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Engine: Textron Lycoming IO-360, 160 BHP @ 2400 RPM. 4 Cylinders, Direct Drive, horizontally opposed, air cooled, fuel injected.

Oil: Full 8 qts. Min for local flight 6 qts. Min for x-country 7 qts. Grade and type summer- 100W50 Winter- 65W30

Fuel System

Fuel: Approved Grades 100LL (blue), 100(green) Total Fuel 56 gal. Total Usable Fuel 53 gal.

System Description: The airplane is equipped with a standard fuel system consisting of two vented fuel tanks, a fuel tank selector valve, fuel strainer, and auxiliary fuel pump. Fuel flows by gravity from one or both tanks to the fuel selector, through a fuel strainer tothe injector manifold. From the injector, the fuel flows to the cylinders and is mixed with air at the intake port. The fuel selector should be in the BOTH position for takeoff, climb,descent, landing, and maneuvers that involve prolonged slips and skids. Operation from either the LEFT or RIGHT position is reserved for level cruising flight only.

Landing Gear and Brakes

System Description: Landing gear is fixed in the tricycle configuration with a steerable nosewheel. Nosewheel is steerable and differential braking allows for a tighter turn radius. Nose strut is an air-oil type shock. Each main gear is equipped with a hydraulically activated single disk brake on the inboard side of each wheel.

Tire Inflation: Mains 28 PSI Nose 34 PSI

Electrical System

Alternator- 28 volt, 60 ampereBattery- 24 volt

System description: Power is supplied to most general electrical items through a split primary bus bar, with an essential bus wired between the two primaries to provide power for the master switch and annunciation circuits. Each primary bus bar is also connected toan avionics bus bar via a single avionics power switch. The avionics power switch should

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CESSNA 172R

be turned off prior to starting the engine to prevent harmful transient voltages from damaging the avionics equipment. The ammeter shows a discharge or a charge on the battery and should remain at or near the zero indication after a brief charging period.

Pitot-Static System

System description: The system is standard with a heated pitot head under the left wing and two static ports on either side of the nose cowling. The alternate static source is located on the panel above the throttle and supplies static pressure from inside the cockpit.

BEST GLIDE SPEED 65 KIAS

Stall in landing configuration Vso 33 KIASStall in cruise configuration Vs1 44 KIASRotation speed Vr 55 KIASBest angle of climb speed Vx 60 KIASBest rate of climb speed Vy 76 KIAS

Maneuvering speed Va 2450 lbs. 99 KIAS 2100 lbs. 92 KIAS 1600 lbs 82 KIASFlaps extended Vfe 0-10° 110 KIAS 10-30° 85 KIAS

Max. Structural cruising speed Vno 129 KIASEnroute climb speed 70-85 KIASApproach Speed 60-70 KIASNever exceed speed Vne 163 KIASDemonstrated Crosswind Component 15 KTS

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CESSNA 172R

Specifications (172R)

Cessna 172R instrument panel

General characteristics

Crew: one Capacity: three passengers Length: 27 ft 2 in (8.28 m) Wingspan: 36 ft 1 in (11.00 m) Height: 8 ft 11 in (2.72 m) Wing area: 174 sq ft (16.2 m2) Aspect ratio: 7.32

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CESSNA 172R

Airfoil: modified NACA 2412 Empty weight: 1,691 lb (767 kg) Gross weight: 2,450 lb (1,111 kg) Fuel capacity: 56 US gallons (212 litres) Powerplant: 1 × Lycoming IO-360-L2A four cylinder, horizontally opposed

aircraft engine, 160 hp (120 kW) Propellers: 2-bladed metal

Performance

Cruise speed: 122 kn (140 mph; 226 km/h) Stall speed: 47 kn (54 mph; 87 km/h) (power off, flaps down) Never exceed speed: 163 kn (188 mph; 302 km/h) (IAS) Range: 696 nmi (801 mi; 1,289 km) with 45 minute reserve, 55%

Power, at 12,000 ft Service ceiling: 13,500 ft (4,100 m) Rate of climb: 721 ft/min (3.66 m/s) Wing loading: 14.1 lb/sq ft (68.6 kg/m2)

GENERAL:

ENGINE

Number of Engines: 1.Engine Manufacturer: Textron Lycoming.Engine Model Number: IO-360-L2A.Engine Type: Normally aspirated, direct drive, air-cooled, Horizontally opposed, fuel injected four cylinder engines with 360 cu. in. displacement.Horsepower Rating and Engine Speed: 160 rated BHP at 2400 RPM.

PROPELLER

Propeller Manufacturer: McCauley Propeller Systems.Propeller Model Number: 1C235/LFA7570.Number of Blades: 2.Propeller Diameter: 75 inches.Propeller Type: Fixed pitch.

FUEL

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CESSNA 172R

USE OF UNAPPROVED FUELS MAY RESULT IN DAMAGE TO THE ENGINE AND FUEL SYSTEM COMPONENTS, RESULTING IN POSSIBLE ENGINE FAILURE.

Approved Fuel Grades (and Colors):100LL Grade Aviation Fuel (Blue).100 Grade Aviation Fuel (Green).

Fuel Capacity:

Total Capacity: 56.0 U.S. gallons.Total Usable: 53.0 U.S. gallons.Total Capacity Each Tank: 28.0 U.S. gallons.Total Usable Each Tank: 26.5 U.S. gallons.

To ensure maximum fuel capacity and minimize cross feeding when refueling, always park the airplane in a wings level, normal ground attitude and place the fuel selector in the Left or Right position. Refer to Figure 1-1 for normal ground attitudedimensions.

OIL

Oil Specification:

MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil: Used when the airplane was delivered from the factory and should be used to replenish the supply during the first 25 hours. This oil should be drained and the filter changed after the first 25 hours ofOperation. Refill the engine with MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil and continue to use until a total of 50 hours has accumulated or oil consumption has stabilized.

MIL-L-22851 or SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil conforming to the latest revision and/or supplements to Textron Lycoming Service Instruction No. 1014,must be used after first 50 hours or once oil consumption has stabilized.

Recommended Viscosity for Temperature Range:

Temperature MIL-L-6082 or SAE J1966 Straight Mineral Oil SAE Grade

MIL-L-22851 or SAE J1899 Ashless Dispersant SAE Grade

Above 27°C (80°F) 60 60

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CESSNA 172R

Above 16°C (60°F) 50 40 or 50-1°C (30°F) to 32°C (90°F)

40 40

-18°C (0°F) to 21°C (70°F) 30

30, 40 or 20W-40

Below -12°C (10°F) 20 30 or 20W-30-18°C (0°F) to 32°C (90°F)

20W-5020W-50 or 15W-50

All Temperatures ---- 15W-50 or 20W-50

NOTE

When operating temperatures overlap, use the lighter gradeof oil.

Oil Capacity:Sump: 8 U.S. QuartsTotal: 9 U.S. Quarts

MAXIMUM CERTIFICATED WEIGHTSRamp Weight Normal Category: 2457 lbs. Utility Category: 2107 lbs.

Takeoff Weight Normal Category: 2450 lbs. Utility Category: 2100 lbs.

Landing Weight Normal Category: 2450 lbs. Utility Category: 2100 lbs.

Weight in Baggage Compartment, Normal Category:Baggage Area 1 (Station 82 to 108): 120 lbs. See note below.Baggage Area 2 (Station 108 to 142): 50 lbs. See note below.

NOTEThe maximum combined weight capacity for Baggage Area 1and Baggage Area 2 is 120 lbs.

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CESSNA 172R

Weight in Baggage Compartment, Utility Category:

In this category, the rear seat must not be occupied and thebaggage compartment must be empty.

STANDARD AIRPLANE WEIGHTS

Standard Empty Weight: 1639 lbs.Maximum Useful Load, Normal Category: 818 lbs.Maximum Useful Load, Utility Category : 468 lbs.

CABIN AND ENTRY DIMENSIONS

Detailed dimensions of the cabin interior and entry door openings.

BAGGAGE SPACE AND ENTRY DIMENSIONS

Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6.

SPECIFIC LOADINGS

Wing Loading: 14.1 lbs./sq. ft.Power Loading: 15.3 lbs.

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.

KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots.

KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature.

VA Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used without overstressing the airframe.

VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

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CESSNA 172R

VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution.

VNE Never Exceed Speed is the speed limit that may not be exceeded at any time.

VS Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable.

VSO Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable in the landing configuration at the most forward center of gravity.

VX Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance.

VY Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time.

METEOROLOGICAL TERMINOLOGY

OAT Outside Air Temperature is the free air static temperature. It may be expressed in either degrees Celsius or degrees Fahrenheit.

Standard Standard Temperature is 15°C at sea level Temperature pressure altitude and decreases by 2°C for each 1000 feet of altitude.

Pressure Pressure Altitude is the altitude read from an Altitude altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb).

ENGINE POWER TERMINOLOGY

BHP Brake Horsepower is the power developed by the engine.

RPM Revolutions Per Minute is engine speed.

Static Static RPM is engine speed attained during a full RPM throttle engine runup whenthe airplane is on the ground and stationary.

MAP Manifold Absolute Pressure is the absolute pressure measured in the engine induction system. MAP is measured in units of inches of mercury(inHG). Lean Decreased proportion of fuel in the fuel-air mixtureMixture supplied to the engine. As air density decreases,

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CESSNA 172R

the amount of fuel required by the engine decreases for a given throttle setting. Adjusting the fuel-air mixture to provide a smaller portion of fuel is knownas "leaning" the mixture.Rich Increased proportion of fuel in the fuel-air mixtureMixture supplied to the engine. As air density increases, the amount of fuel required by the engine increases for a given throttle setting. Adjusting the fuel-air mixture to provide a greater portion of fuel is known as"richening" the mixture.Full Rich Mixture control full forward (pushed in, full controltravel, toward the panel).Idle Cutoff Mixture control full aft (pulled out, full control travel,toward the panel).

LIMITATIONS

AIRSPEED LIMITATIONS

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CESSNA 172R

Airspeed limitations and their operational significance are shown in Figure 2-1. Maneuvering speeds shown apply to normal category operations. The utility category maneuvering speed is 92 KIAS at 2100 pounds.

POWERPLANT LIMITATIONS

Engine Manufacturer: Textron Lycoming.Engine Model Number: IO-360-L2A.Maximum Power: 160 BHP rating.

Engine Operating Limits for Takeoff and Continuous Operations:Maximum Engine Speed: 2400 RPM.

NOTE

The static RPM range at full throttle is 2065 - 2165 RPM.Maximum Oil Temperature: 245°F (118°C).Oil Pressure, Minimum: 20 PSI.Maximum: 115 PSI.

WEIGHT LIMITS

NORMAL CATEGORY

Maximum Ramp Weight: 2457 lbs.Maximum Takeoff Weight: 2450 lbs.Maximum Landing Weight: 2450 lbs.Maximum Weight in Baggage Compartment:Baggage Area 1 - Station 82 to 108: 120 lbs.Baggage Area 2 - Station 108 to 142: 50 lbs.

NOTEThe maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs.

UTILITY CATEGORY

Maximum Ramp Weight: 2107 lbs.Maximum Takeoff Weight: 2100 lbs.Maximum Landing Weight: 2100 lbs.

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CESSNA 172R

Maximum Weight in Baggage Compartment: In the utility category, the baggage compartment and rear seat must not be occupied.

CENTER OF GRAVITY LIMITS

NORMAL CATEGORY

Center of Gravity Range:Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 40.0 inches aft of datum at 2450 lbs.Aft: 47.3 inches aft of datum at all weights.Reference Datum: Lower portion of front face of firewall.

MANEUVER LIMITS

NORMAL CATEGORY

This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles,and turns in which the angle of bank is not more than 60°.

NORMAL CATEGORY MANEUVERS AND RECOMMENDED ENTRYSPEED*

Chandelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KnotsLazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KnotsSteep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KnotsStalls (Except Whip Stalls) . . . . . . . . . . . . . . . . Slow Deceleration

* Abrupt use of the controls is prohibited above 99 knots.

UTILITY CATEGORY

This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot and flight instructor, certain maneuvers are

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required by the FAA. All of these maneuvers are permitted in this airplane when operatedin the utility category. In the utility category, the rear seat must not be occupied and thebaggage compartment must be empty .

UTILITY CATEGORY MANEUVERS AND RECOMMENDED ENTRYSPEED*

Chandelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KnotsLazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KnotsSteep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KnotsSpins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slow DecelerationStalls (Except Whip Stalls) . . . . . . . . . . . . . . . . Slow Deceleration

* Abrupt use of the controls is prohibited above 92 knots.

Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoidexcessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls.

FLIGHT LOAD FACTOR LIMITS

NORMAL CATEGORY

Flight Load Factors (Maximum Takeoff Weight - 2450 lbs.):*Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +3.8g, -1.52g*Flaps Down . . . . . . . . . . . . . . . . . . . . . +3.0g*The design load factors are 150% of the above, and in allcases, the structure meets or exceeds design loads.

UTILITY CATEGORY

Flight Load Factors (Maximum Takeoff Weight - 2100 lbs.):*Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +4.4g, -1.76g*Flaps Down . . . . . . . . . . . . . . . . . . . . . +3.0g*The design load factors are 150% of the above, and in allcases, the structure meets or exceeds design loads.

KINDS OF OPERATION LIMITS

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The airplane as delivered is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance.

Flight into known icing conditions is prohibited.

FUEL LIMITATIONS

Total Fuel: 56 U.S. gallons (2 tanks at 28.0 gallons each).Usable Fuel (all flight conditions): 53.0 U.S. gallons.Unusable Fuel: 3.0 U.S. gallons (1.5 gallons each tank).

NOTETo ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wingslevel, normal ground attitude and place the fuel selector in theLeft or Right position. Refer to Figure 1-1 for normal ground attitude definition.

ADDITIONAL FUEL LIMITATIONS

Takeoff and land with the fuel selector valve handle in the BOTH position.Maximum slip or skid duration with one tank dry: 30 seconds.Operation on either LEFT or RIGHT tank limited to level flight only.With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank.Fuel remaining in the tank after the fuel quantity indicator reads 0 (red line) cannot be safely used in flight.Approved Fuel Grades (and Colors):100LL Grade Aviation Fuel (Blue).100 Grade Aviation Fuel (Green).

OTHER LIMITATIONS

FLAP LIMITATIONSApproved Takeoff Range: . . . . . . . . . . . . . . . . . . . . . 0° to 10°Approved Landing Range: . . . . . . . . . . . . . . . . . . . . . 0° to 30°

EMERGENCY PROCEDURES

AIRSPEEDS

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AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Takeoff:Wing Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIASWing Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 KIASManeuvering Speed:2450 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 KIAS2100 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 KIAS1600 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 KIASMaximum Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIASPrecautionary Landing With Engine Power . . . . . . . . . . . 60 KIASLanding Without Engine Power:Wing Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIASWing Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 KIAS

EMERGENCY PROCEDURES CHECKLIST

Procedures in the Emergency Procedures Checklist portion ofthis section shown in bold faced type are immediate action itemswhich should be committed to memory.

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF ROLL

1. Throttle -- IDLE.2. Brakes-- APPLY.3. Wing Flaps -- RETRACT.4. Mixture -- IDLE CUT OFF.5. Ignition Switch -- OFF.6. Master Switch -- OFF.

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed -- 65 KIAS (flaps UP).60 KIAS (flaps DOWN).2. Mixture -- IDLE CUT OFF.3. Fuel Shutoff Valve -- OFF (Pull Full Out).4. Ignition Switch -- OFF.5. Wing Flaps -- AS REQUIRED.6. Master Switch -- OFF.7. Cabin Door -- UNLATCH.8. Land -- STRAIGHT AHEAD.

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CESSNA 172R

ENGINE FAILURE DURING FLIGHT (Restart Procedures)

1. Airspeed -- 65 KIAS.2. Fuel Shutoff Valve -- ON (push full in).3. Fuel Selector Valve -- BOTH.4. Auxiliary Fuel Pump Switch -- ON.5. Mixture -- RICH (if restart has not occurred).6. Ignition Switch -- BOTH (or START if propeller is stopped).

NOTE

If the propeller is windmilling, the engine will restart automatically within a few seconds.If the propeller has stopped (possible at low speeds), turn the ignition switch to START, advance the throttle slowly from idle and lean the mixture from full rich as required for smooth operation.

7. Auxiliary Fuel Pump Switch -- OFF.

NOTEIf the fuel flow indicator immediately drops to zero(indicating an engine-driven fuel pump failure), returnthe Auxiliary Fuel Pump Switch to the ON position.

FORCED LANDINGS

EMERGENCY LANDING WITHOUT ENGINE POWER

1. Passenger Seat Backs -- MOST UPRIGHT POSITION.2. Seats and Seat Belts -- SECURE.3. Airspeed -- 65 KIAS (flaps UP).60 KIAS (flaps DOWN).4. Mixture -- IDLE CUT OFF.5. Fuel Shutoff Valve -- OFF (Pull Full Out).6. Ignition Switch -- OFF.7. Wing Flaps -- AS REQUIRED (30° recommended).8. Master Switch -- OFF (when landing is assured).9. Doors -- UNLATCH PRIOR TO TOUCHDOWN.10. Touchdown -- SLIGHTLY TAIL LOW.11. Brakes -- APPLY HEAVILY.Revision 7 3-5ISECTION 3 CESSNAEMERGENCY PROCEDURES MODEL 172R

PRECAUTIONARY LANDING WITH ENGINE POWER

1. Passenger Seat Backs -- MOST UPRIGHT POSITION.

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CESSNA 172R

2. Seats and Seat Belts -- SECURE.3. Airspeed -- 60 KIAS.4. Wing Flaps -- 20°.5. Selected Field -- FLY OVER, noting terrain and obstructions,then retract flaps upon reaching a safe altitude and airspeed.6. Avionics Master Switch and Electrical Switches -- OFF.7. Wing Flaps -- 30° (on final approach).8. Airspeed -- 60 KIAS.9. Master Switch -- OFF.10. Doors -- UNLATCH PRIOR TO TOUCHDOWN.11. Touchdown -- SLIGHTLY TAIL LOW.12. Ignition Switch -- OFF.13. Mixture -- IDLE CUTOFF.14. Brakes -- APPLY HEAVILY.

DITCHING

1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving locationand intentions and SQUAWK 7700.2. Heavy Objects (in baggage area) -- SECURE OR JETTISON(if possible).3. Passenger Seat Backs -- MOST UPRIGHT POSITION.4. Seats and Seat Belts -- SECURE.5. Wing Flaps -- 20° to 30°.6. Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS.

NOTE

If no power is available, approach at 65 KIAS with flaps upor at 60 KIAS with 10° flaps.7. Approach -- High Winds, Heavy Seas -- INTO THE WIND.Light Winds, Heavy Swells -- PARALLEL TOSWELLS.8. Cabin Doors -- UNLATCH.9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OFDESCENT.10. Face -- CUSHION at touchdown with folded coat.11. ELT -- Activate.12. Airplane -- EVACUATE through cabin doors. If necessary,open window and flood cabin to equalize pressure so doorscan be opened.13. Life Vests and Raft -- INFLATE WHEN CLEAR OF AIRPLANE.I3-6 Revision 7CESSNA SECTION 3MODEL 172R EMERGENCY PROCEDURES

FIRES

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CESSNA 172R

DURING START ON GROUND

1. Ignition Switch -- START, Continue Cranking to get a startwhich would suck the flames and accumulated fuel into theengine.If engine starts:2. Power -- 1700 RPM for a few minutes.3. Engine -- SHUTDOWN and inspect for damage.If engine fails to start:4. Throttle -- FULL OPEN.5. Mixture -- IDLE CUT OFF.6. Cranking -- CONTINUE.7. Fuel Shutoff Valve -- OFF (Pull Full Out).8. Auxiliary Fuel Pump -- OFF.9. Fire Extinguisher -- OBTAIN (have ground attendants obtain ifnot installed).10. Engine -- SECURE.a. Master Switch -- OFF.b. Ignition Switch -- OFF11. Parking Brake -- RELEASE.12. Airplane -- EVACUATE.13. Fire -- EXTINGUISH using fire extinguisher, wool blanket, ordirt.14. Fire Damage -- INSPECT, repair damage or replace damagedcomponents or wiring before conducting another flight.

ENGINE FIRE IN FLIGHT

1. Mixture -- IDLE CUT OFF.2. Fuel Shutoff Valve -- OFF (Pull Full Out).3. Auxiliary Fuel Pump Switch -- OFF.4. Master Switch -- OFF.5. Cabin Heat and Air -- OFF (except overhead vents).6. Airspeed -- 100 KIAS (If fire is not extinguished, increaseglide speed to find an airspeed - within airspeed limitations -which will provide an incombustible mixture).7. Forced Landing -- EXECUTE (as described in EmergencyLanding Without Engine Power).Revision 7 3-7ISECTION 3 CESSNAEMERGENCY PROCEDURES MODEL 172R

ELECTRICAL FIRE IN FLIGHT

1. Master Switch -- OFF.

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CESSNA 172R

2. Vents, Cabin Air, Heat -- CLOSED.3. Fire Extinguisher -- ACTIVATE (if available).4. Avionics Master Switch -- OFF.5. All Other Switches (except ignition switch) -- OFF.

AFTER DISCHARGING FIRE EXTINGUISHER ANDASCERTAINING THAT FIRE HAS BEENEXTINGUISHED, VENTILATE THE CABIN.

6. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fireis completely extinguished.If fire has been extinguished and electrical power is necessaryfor continuance of flight to nearest suitable airport or landing area:7. Master Switch -- ON.8. Circuit Breakers -- CHECK for faulty circuit, do not reset.9. Radio Switches -- OFF.10. Avionics Master Switch -- ON.11. Radio/Electrical Switches -- ON one at a time, with delay aftereach until short circuit is localized.

CABIN FIRE

1. Master Switch -- OFF.2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).3. Fire Extinguisher -- ACTIVATE (if available).AFTER DISCHARGING FIRE EXTINGUISHER ANDASCERTAINING THAT FIRE HAS BEENEXTINGUISHED, VENTILATE THE CABIN.4. Vents/Cabin Air/Heat -- Open when it is ascertained that fire iscompletely extinguished.5. Land the airplane as soon as possible to inspect for damage.I3-8 Revision 7CESSNA SECTION 3MODEL 172R EMERGENCY PROCEDURES

WING FIRE

1. Landing/Taxi Light Switches -- OFF.2. Navigation Light Switch -- OFF.3. Strobe Light Switch -- OFF.4. Pitot Heat Switch -- OFF.NOTEPerform a sideslip to keep the flames away from the fuel tank and cabin. Land as soon as possible using flaps onlyas required for final approach and touchdown.

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CESSNA 172R

ICING

INADVERTENT ICING ENCOUNTER

1. Turn pitot heat switch ON.2. Turn back or change altitude to obtain an outside airtemperature that is less conducive to icing.3. Pull cabin heat control full out and open defroster outletsto obtain maximum windshield defroster airflow. Adjust cabinair control to get maximum defroster heat and airflow.4. Watch for signs of engine-related icing conditions. Anunexplained loss in engine speed could be caused by iceblocking the air intake filter, or, in extremely rare instances,ice completely blocking the fuel injection air reference tubes.Change the throttle position to obtain maximum RPM. Thismay require either advancing or retarding the throttle,dependent on where ice has accumulated in the system.Adjust mixture, as required, for maximum RPM.5. Plan a landing at the nearest airport. With an extremely rapidice build up, select a suitable "off airport" landing site.6. With an ice accumulation of 1/4 inch or more on the wingleading edges, be prepared for significantly higher stall speedand a longer landing roll.7. Leave wing flaps retracted. With a severe ice build up on thehorizontal tail, the change in wing wake airflow directioncaused by wing flap extension could result in a loss ofelevator effectiveness.8. Open left window and, if practical, scrape ice from a portion ofthe windshield for visibility in the landing approach.9. Perform a landing approach using a forward slip, if necessary,for improved visibility.Revision 7 3-9SECTION 3 CESSNAEMERGENCY PROCEDURES MODEL 172R10. Approach at 65 to 75 KIAS depending upon the amount of theaccumulation.11. Perform a landing in level attitude.

STATIC SOURCE BLOCKAGE

(Erroneous Instrument Reading Suspected)1. Static Pressure Alternate Source Valve -- PULL ON.

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CESSNA 172R

2. Airspeed -- Consult appropriate calibration tables in Section 5.

LANDING WITH A FLAT MAIN TIRE

1. Approach -- NORMAL.2. Wing Flaps -- 30°.3. Touchdown -- GOOD MAIN TIRE FIRST, hold airplane off flattire as long as possible. with aileron control.4. Directional Control -- MAINTAIN using brake on good wheel asrequired.

LANDING WITH A FLAT NOSE TIRE

1. Approach -- NORMAL.2. Flaps -- AS REQUIRED.3. Touchdown -- ON MAINS, hold nose wheel off the ground aslong as possible.4. When nose wheel touches down, maintain full up elevator asairplane slows to stop.3-10 Revision 4CESSNA SECTION 3MODEL 172R EMERGENCY PROCEDURES

ELECTRICAL POWER SUPPLY SYSTEMMALFUNCTIONSAMMETER SHOWS EXCESSIVE RATE OF CHARGE(Full Scale Deflection)1. Alternator -- OFF.

WITH THE ALTERNATOR SIDE OF THE MASTERSWITCH OFF, COMPASS DEVIATIONS OF ASMUCH AS 25° MAY OCCUR.2. Nonessential Electrical Equipment -- OFF.3. Flight -- TERMINATE as soon as practical.

LOW VOLTAGE ANNUNCIATOR (VOLTS) ILLUMINATES DURINGFLIGHT (Ammeter Indicates Discharge)NOTEIllumination of "VOLTS" on the annunciator panel mayoccur during low RPM conditionswith an electrical load onthe system such as during a low RPM taxi. Under theseconditions, the annunciator will go out at higher RPM. The master switch need not be recycled since an overvoltage condition has not occurred to deactivate the alternatorsystem.

1. Avionics Master Switch -- OFF.2. Alternator Circuit Breaker (ALT FLD) -- CHECK IN.

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CESSNA 172R

3. Master Switch -- OFF (both sides).4. Master Switch -- ON.5. Low Voltage Annunciator (VOLTS) -- CHECK OFF.6. Avionics Master Switch -- ON.If low voltage annunciator (VOLTS) illuminates again:7. Alternator-- OFF.8. Nonessential Radio and Electrical Equipment -- OFF.9. Flight -- TERMINATE as soon as practical.Revision 7 3-11ISECTION 3 CESSNAEMERGENCY PROCEDURES MODEL 172R

VACUUM SYSTEM FAILURELeft Vacuum (L VAC) Annunciator or Right Vacuum (VAC R)Annunciator Illuminates.

IF VACUUM IS NOT WITHIN NORMALOPERATING LIMITS, A FAILURE HASOCCURRED IN THE VACUUM SYSTEM ANDPARTIAL PANEL PROCEDURES MAY BEREQUIRED FOR CONTINUED FLIGHT.

1. Vacuum Gage -- CHECK to ensure vacuum within normaloperating limits.I3-12 Revision 7CESSNA SECTION 3MODEL 172R EMERGENCY PROCEDURES

AMPLIFIEDEMERGENCY PROCEDURESThe following Amplified Emergency Procedures elaborate upon information contained inthe Emergency Procedures Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which apilot could not be expected to refer in resolution of a specific emergency. This information should be reviewed in detail prior to flying the airplane, as well as reviewed on a regular basis to keep pilot’s knowledge of procedures fresh.

ENGINE FAILURE

If an engine failure occurs during the takeoff roll, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff.

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CESSNA 172R

In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assumethat adequate time exists to secure the fuel and ignition systems prior to touchdown.

Operational history

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CESSNA 172R

The record-setting 1958-built Cessna 172

A Cessna 172 was used in 1958 to set the world record for flight endurance; the record still stands.

On December 4, 1958 Robert Timm and John Cook took off from McCarran Airfield in Las Vegas, NV in a newly built Cessna 172, registration number N9172B. Sixty-four days, 22 hours, 19 minutes and 5 seconds later, they landed back at McCarran Airfield on February 4, 1959. The flight was part of a fund-raising effort for the Damon Runyon 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 anauxiliary 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 bya 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 that they were barely able to climb away after refueling. The aircraft is on display in the passenger terminal at McCarran International Airport. 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.”[12]

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CESSNA 172R

Variants

1956 Cessna 172, Toowoomba, Australia, 2010.

Early Cessna 172s, like this 1957 model, had a "fastback" tail with no rear window and featured a "square" fin design.172

The basic 172 appeared in November 1955 as the 1956 model and remained in production until replaced by the 172A in early 1960. It was equipped with a Continental

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CESSNA 172R

O-300 145 hp (108 kW) six-cylinder, air-cooled engine and had a maximum gross weightof 2,200 lb (998 kg). Introductory base price was US$8,995 and a total of 4,195 were constructed over the five years.

172A

The 1960 model 172A introduced a swept back tail and rudder, as well as float fittings. The price was US$9,450 and 1,015 were built.

172B

The 172B was introduced in late 1960 as the 1961 model and featured a shorter undercarriage, engine mounts lengthened three inches (76 mm), a reshaped cowling, and a pointed propeller spinner. For the first time, the "Skyhawk" name was applied to an available deluxe option package. This added optional equipment included full exterior paint to replace the standard partial paint stripes and standard avionics. The gross weight was increased to 2,250 lb (1,021 kg).

172C

The 1962 model was the 172C. It brought to the line an optional autopilot and a key starter to replace the previous pull-starter. The seats were redesigned to be six-way adjustable. A child seat was made optional to allow two children to be carried in the baggage area. The 1962 price was US$9,895. A total of 889 172C models were produced.[13]

1963 Cessna 172D

172D

The 1963 172D model introduced the lower rear fuselage with wraparound Omni-Vision 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 Continental GO-300E 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 was a

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CESSNA 172R

Cessna 175 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 rebranding. The move was not a success and neither the 1963 Powermatic nor the Skylark were produced again after the 1963 model year.

172E

A Cessna 172E instrument panel

The 172E was the 1964 model. The electrical fuses were replaced with circuit breakers. Gross weight was increased to 2,300 lb (1,043 kg) where it would stay until the 172P. The 172E also featured a re-designed instrument panel. 1,401 172Es were built that year as production continued to increase.

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 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

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CESSNA 172R

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 pilotindoctrination program, while others were distributed to Air Force aero club.

A total of 1,436 172Fs were completed.

172G

1966 Cessna F172G

The 1966 model year 172G introduced a more pointed spinner and sold for US$12,450 inits basic 172 version and US$13,300 in the upgraded Skyhawk version. 1,597 were built.

172H

The 1967 model 172H was the last Continental O-300 powered model. It also introduced 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.

The 1967 model 172H sold for US$10,950 while the Skyhawk version was US$12,750. 839 were built that year, representing the first year that production was less than the year before.

172I

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CESSNA 172R

The 1968-built Cessna 172I introduced the Lycoming O-320-E2D engine of 150 hp (112 kW)

The 1968 model marked the beginning of the Lycoming powered 172s. The familiar 172 needed to be re-engined because Cessna had cancelled its contract with Continental for their venerable O-300 6-cyl engine of 145 hp (108 kW).

The "I" model was 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) TAS to 131 mph (211 km/h) TAS. 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 177 Cardinal. The "J" designation was never publicly used.

1969 model-year Cessna 172K, built in 1968

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CESSNA 172R

172K

The next model year was the 1969 "K" model. The 1969 172K had a redesigned vertical fin 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 cm2). 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 wing tips. Fully articulated seats were offered as well. Production in 1970 was 759 units.

172L

A 1971 Cessna 172L at Kemble Airfield, England, May 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 widththat 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 182'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.

172M

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CESSNA 172R

1977 Cessna 172M

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 transponder.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.

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CESSNA 172R

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. Unfortunately, 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.

172O

There was no "O" ("Oscar") model 172.

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CESSNA 172R

172P built by Reims Aviation in France; in 1987 Mathias Rust landed this aircraft next to Red Square, Soviet Union172P

The 172P, or Skyhawk P, was introduced in 1981 to solve the reliability problems of the "N" engine. The Lycoming O-320-D2J 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 wingwas optional, with a capacity of 62 US gallons 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 sound-proofing 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 USA 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 4 per week.]

172Q Cutlass

The 172Q was introduced in 1983 and given the name Cutlass to create an affiliation withthe 172RG, 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 120knots (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 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.

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CESSNA 172R

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.

172S

A 1999 model 172S

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 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, offeredwith the Garmin G1000 avionics package and leather seats as standard equipment.

As of 2009, only the S model is in production.

Cessna 172RG Cutlass

Cessna 172RG

Cessna introduced a retractable-gear version of the 172 in 1980 and named it the Cutlass 172RG.

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CESSNA 172R

The Cutlass featured a variable pitch, constant speed propeller and more powerful Lycoming O-360-F1A6 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 additional initial and operating cost 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 whichit 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 Cessna 175 type certificate.

Reims FR172J and Cessna R172K Hawk XP

1977 Cessna R172K Hawk XP

1977 model R172K Hawk XP on Wipline amphibious floats

The FR172J Reims Rocket was produced by Reims Aviation in France from the late 60sto the mid 70s. It was powered by a Rolls-Royce built, fuel-injected, Continental IO-360D 210 hp (160 kW) engine with a constant speed prop.

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

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CESSNA 172R

injected, Continental IO-360K (later IO-360KB) 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 take-off performance dramatically.

While numbered and marketed as 172s, the R172J and R172K models are actually certified on the Cessna 175 type certificate.

Canceled models

172TD

On October 4, 2007 Cessna announced its plan to build a diesel-powered Cessna 172 model starting in mid-2008. The planned engine was to be a Thielert Centurion 2.0, liquid-cooled, two-litre displacement, dual overhead cam, four-cylinder, in-line, turbo-diesel with full authority digital engine control. The engine produces 155 hp (116 kW) and burns Jet-A fuel. The engines were to be installed at the Cessna Skyhawk factory in Independence, Kansas under an STC. The new model was designated the 172 Skyhawk TD, indicating "Turbo Diesel".

In early 2008, certification had been planned for the summer of 2008, and Cessna had forecast delivering about 125 TDs before the end of 2008. The TD was intended to sell for about US$15,000 more than the top of the line "SP" Skyhawk and $35,000 more than the "R". Early orders for the TD were strong, with most of the demand from flight schools and non-US operators. In April 2008, the 172TD's engine manufacturer, Thielert, filed for insolvency under German law, throwing the future of the aircraft into doubt. On May 1, 2008 Cessna announced they had cancelled all 2008 deliveries of the 172TD due to the insolvency of Thielert. The company stated: "At this point we have decided that wewill not deliver 172TD aircraft during 2008, and we have informed our customers accordingly." Cessna has indicated they still wish to produce a diesel 172, as market demand is strong for this aircraft, with over 100 orders. Despite the issues at Thielert, Cessna indicated that they would proceed with certification of the 172TD.The STC for the installation of the engine in the aircraft was completed in 2009, with Thielert Aircraft Engines GmbH the holder of the certificate.

In July 2013 it was noted that the 172TD model had been canceled due to Thielert's bankruptcy. Simulator company Redbird Simulations will instead use the same engine and reconditioned 172 airframes to produce a similar model to be called the Redbird Redhawk.

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CESSNA 172R

OTHER EMERGENCIES

WINDSHIELD DAMAGEIf a bird strike or other incident should damage the windshield in flight to the point of creating an opening, a significant loss in performance may be expected. This loss may be minimized in some cases (depending on amount of damage, altitude, etc.) by opening the side windows while the airplane is maneuvered for a landing at the nearest airport. If airplane performance or other adverse conditions preclude landing at an airport, prepare for an "off airport" landing in accordance with the Precautionary Landing With Engine Power or Ditching checklists.

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CESSNA 172R

Accidents and incidents

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 after Buddy Holly.

On August 31, 1969, Rocky Marciano was killed when the Cessna 172, in which he was a passenger, crashed on approach to an airfield outside Newton, Iowa.

On September 25, 1978, a Cessna 172, N7711G, collided with Pacific Southwest Airlines Flight 182, a Boeing 727. The two aircraft crashed over San Diego, California. There were a total of 144 fatalities: two in the Cessna 172, 135 on the PSA Flight 182 and seven on the ground.

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CESSNA 172R

On May 28, 1987, a rented Reims Cessna F172P, registered D-ECJB, was used bya German teenage pilot Mathias Rust to fly 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.

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.

On January 5, 2002, high school student Charles J. Bishop stole a Cessna 172, N2371N, and crashed it into the side of the Bank of America Tower in downtown Tampa, Florida, killing only himself and otherwise causing very little damage.

On April 6, 2009, a Cessna 172N, C-GFJH, was stolen by a student from Confederation College in Thunder Bay, Ontario, Canada and entered United States airspace over Lake Superior. The plane 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 Canadiancitizen born in Turkey, Adam Dylan Leon, formerly known as Yavuz Berke, was suffering from depression 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.

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