As far the most successful airliner of all time, the Cessna 172 aircraft is actually important. The Skyhawk is a four-seater, high wing, single engine aircraft with a fixed tricycle landing gear. It is powered by a Lycoming 160 hp 4-cylinder. The Cessna 172 is easy to develop commercially viable and widely used aircraft to be so. In year 08, there were upwards of 43,000 Cessna 172 mass-produced. The Skyhawk is widely used for pilot training. And just because it has more capacity and faster aircraft, it is also suitable for leisure flight.
It really is a recognized fact that ultimately the most successful mass produced Cessna Skyhawk plane is small. From 1955 through to 1967, the Skyhawk was called by a six-cylinder Continental O-300 engine before it by four-cylinder Lycoming 0-320 powered.
The first type of 172 is simply a repetition of the taildagger with a tricycle, modified suspension and a simple installation of standard units. It exploded in the air for the first time in November 1955. You can easily say that the 172 was an instant success. This is the first year, 1956, saw the production of more than 1,400 aircraft.
The 172 base continued in production until replaced by the 172A in the early 1960s. One of the remarkable improvements in the 172A was the introduction of the tail and rudder, swept back. Then at the end of 1960 the 172B was launched to a chassis and a small improvement in the products installed Flash. Skyhawk, the label was first used for the selection of luxury.
The 172D of 1963 introduced the lower rear fuselage with wrap-around rear window. The French also tried an action, so that the 172F was produced. It was built by Cessna Reims in France and was in production until 1971. Check this out, the U.S. Air Force T-41A Mescalero primary trainer was based on the 172. Additional trivia here in 1966, Cessna introduced the 172g has a pointed spinner. The 172H, on the other hand, the last 172 to be driven with a continental.
Check these things when buying a Cessna
Hunting for a smaller engine of the time, it will not only keep these costs for a longer time, but it will certainly give you a little satisfaction.
Airframe - The TTAF cell or the whole time, in basic terms, is simply the age of the aircraft. Do not make the error negligible. If you encounter what you believe, the case of a life, the chances of the aircraft TTAF be high. A TTAF cuts increased the value of an aircraft and also tell you exactly what and how the aircraft was used. Need not be surprised if you have to find an airplane with one of more than 12,000 TTAF! This may involve, in most cases only one thing, the planes were used by a flight school. A plane used in a pilot school will certainly seen better days. I would not! A number of excellent TTAF would be about 3000-6000 or less if possible.
Paint and Interior - Aircraft painting and interior are graded on a scale of 1-10, ten being new, there are few places in it! The only problem with this scale is that aircraft owners who gradually. For example, a single owner evaluate the condition of the interior than 7, while you may think it's only three. Also, it is easy enough to cover the deterioration of the interior, with masking. A new coat of paint and reupholstery could easily cost $ 10,000 to $ 20,000 to be very careful and watch out for hidden defects.
Avionics - If you buy any machine, you must ensure it for the type of flight you want to do, is equipped. It is cheaper, available an aircraft with everything you need already to buy instead of buying the latest equipment and its installation. Example: If you want to buy 430 to Garmin for your device, it will cost you $ 12,000 after installation is different than Garmin 430 added yet, 6000-7000 Dollars Thank you for your aircraft. Unfair? Absolutely not! The point is, get a plane that everything is already installed, you do really smarter than a naked and put in things that you have later. You're the customer. You can pick and choose.
If you find what seems to be exactly the right aircraft for your needs and preferences, there is still work to do!
Minutiae, the specific
History of the damage - Remember, if the aircraft has damaged a story. It really is potentially a deal breaker if you get damage to the aircraft's history. Problems that occurred in more than 30 years does not really count. Latest damage is what you should be worried. The first stop for the NTSB in series or you can search aircraft N-number and discover a world of information, or perhaps you will not discover anything. At the same time, do not forget-an NTSB report does not, you need to go ahead and buy it immediately.
Some things are not published in the NTSB, as the engine fires, or when a wing tip accidentally opens the door hangers. They thought the incidents. Do not worry. You can find the details of these events in the logs of aircraft.
Motor / cell / propeller newspaper - I suggest either sitting or with an A & P technician, or someone competent in the field of aviation to the record books with you. You can reveal a whole new perspective on the plan. You will discover parts and ask yourself why this particular component has been replaced. Study a little more and you'll be able to the mechanics who repaired the aircraft and contact information much more decisively. You'll probably end up with a reasonable offer much, if you all you need to know what you find.
To learn about another problem: newspapers are full? Missing logs can show that someone is hoping to cover something. Incomplete records in each case is dramatically resale damages.
Then be sure to go through the audit reports. Have they done on time? There hang-ups? See if there is a particular problem that in the past 5 years relapse.
Do not hesitate to pay for a purchase before the evaluation. If you are seriously interested in a particular plane, spend the extra $ 500-1000 and sought a view from the experts. Many small businesses these days you can do to support owners of pre-buys, really give you a chance, a lot about what could be your next purchase get serious.
Related articles:
Cessna Aircraft Compared - The Cessna 172 Vs The Cessna 182
By Keith West
Summary:
The major difference between the 172 and 182 are the engines. Since the 172N was introduced in 1977, the factory standard engine has produced 160 hp. Prior to that 172 engines ranged from 145 to 160 hp. This difference in horsepower has several implications. Typically aircraft with bigger engines can lift more weight too. A standard late model 172 maximum weight is 2450 lbs, a 182 3100 lbs. Insurance, inspections, engine overhauls and operating costs will all be more. What distinguishes a plane is how you intend to use it. If you want a simple plane that's relatively cheap to operate, that calls for a 172. How It Flies has technical details and more information on both the Cessna 172 and Cessna 182.
More info: http://www.howitflies.com/Cessna-172-Skyhawk