MORE!! Cessna 172 Skyhawk Facts and History!!!
by Chris Harris ATU student and Instructor
(Bates City MO)
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 hp (120 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 USD$22,300, with the Skyhawk/100 II selling for USD$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. Optional fuel cells increased the optional fuel to 66 US gallons.
The "N" remained in production until 1980 when the 172P or Skyhawk P was introduced.
172O
There was no "O" ("Oscar") model 172.
172P
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 (1,000 kg) to 2,400 lb (1,100 kg). A wet wing was optional, with a capacity of 62 US gallons of fuel.
The price of a new Skyhawk P was USD$33,950, with the Skyhawk P II costing USD$37,810 and the Nav/Pac equipped Skyhawk P II selling for USD$42,460.
In 1982 the "P" saw the landing lights moved to the wing from the nose 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 1985 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.citation needed
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 with the 172RG, although it was actually a 172P with a Lycoming O-360-A4N engine of 180 horsepower (130 kW). The aircraft had a gross weight of 2,550 lb (1,160 kg) and an optimal cruise speed of 122 knots compared to the "P"s cruise speed of 120 knots (220 km/h) on 20 less horsepower. It had a useful load that was about 100 lb (45 kg) more that the Skyhawk P and a rate of climb that was actually 20 feet (6.1 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-360L2A 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 lbs (1,113kg). 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
The Cessna 172S was introduced in 1998 and is powered by a Lycoming IO-360L2A producing 180 horsepower (130 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 lbs (1,157kg). This model is marketed under the name Skyhawk SP, although the Type Certiciation data sheet specifies it is a 172S.
The 172S is built primarily for the private owner-operator and is offered with the Garmin G1000 avionics package as standard equipment and leather seats.
As of 2007, both the R and S models are in production.
