Alignment of an empty Cessna 172 aircraft. Preparing for takeoff

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Instrumentation Cessna 172 SP

Introduction

The Cessna 172 SP Skyhawk is the world's most produced aircraft in the history of mankind. The history of the Cessna company began in 1911 when Clyde Cessna built his first airplane. The company was officially registered in 1927. The company produced a variety of gliders of a wide variety of types, but the company was best known for its light aircraft intended for private use. Production of the Cessna 172 began in 1955. At the time, the C-172 was powered by a six-cylinder Continental O-300 engine, but the engine was replaced by a four-cylinder Lycoming O-320 starting in 1967. Various modifications of the C-172 were produced, with a total of more than 42,000 aircraft produced.

In 1992, the Cessna 172 Skyhawk SP was released, which differed from the regular C-172 in a more powerful engine. The modern modification of the Cessna 172 Skyhawk SP is equipped with a 180 horsepower engine, has a range of more than 1,100 kilometers, a cruising speed of 230 km/h, and a service ceiling of more than 4,200 meters. It is equipped with GPS navigation equipment and an autopilot for one control axis.

One of the models that you get when installing the X-Plane flight simulator (including the demo version) is the Cessna 172 SP. The model has both a 2D and 3D cockpit, and has all the flight performance characteristics of its real model, which allows it to be used for initial basic training for beginners. In this article we will provide a brief overview of the main aircraft instruments.

Dashboard

The Cessna 172 SP is equipped with all the instruments required for visual and instrument flight. Externally, the panel looks like this:

Now let's look at these devices in more detail and in order. Let's start the review with the devices of the so-called “standard six”. These are devices located in the central part of the panel. There are six of them. And they look like this:

Now let's look at each device separately and describe its main purpose.

Next, consider the following group of devices. This group displays information about parameters and operating modes power plant(engine and its systems). Below the “standard six” main instruments is an important instrument that shows engine speed.

During flight, the engine speed should be in the green sector. It is prohibited to operate the engine at speeds indicated by the red sector. The box below the arrow shows the number of hours the engine has run.

Let's look at the instruments located on the left side of the panel:

To the right of the main panel there is a block of three navigation devices:

The purpose and operation of these devices will be discussed in more detail in another article.

Consider the following panel with a group of devices. This additional tools navigation and instruments for working with aircraft radio equipment.

	Audio panel. Designed to select a channel for listening to signals from radio stations and beacons. By pressing the COM1, COM2, NAV1, NAV2 and ADF buttons, you can turn the sound of the corresponding receivers on and off (this is indicated by the green indicator on the button lighting up). There are also indicators that light up when flying over the far (O), middle (M) and near (I) drives. The sound from the drives is turned on by the MKR button.
	GPS receiver (in this case Garmnin GS430). This is a multifunctional device, the main function of which is to accurately determine and display the current location of the aircraft and its speed, using space satellites (Global Positioning System). Based on this data, it can also display the distance, course and time of flight at current speed to a given airfield (AIRP button), VOR (VOR button), NDB (NDB button) or airway intersection (FIX button). The names of objects to be displayed are specified using their codes. To move between the letters of the code entry, use the left and right arrow buttons, the meaning of the letters is changed with the PREV and NEXT buttons.
	Two blocks of short-wave receivers (radio stations, COM1, COM2) and receivers (NAV1, NAV2). The numbers on the board show the frequency at which the radio station (receiver) is currently operating. Receivers COM1 and COM2 are designed for communication and work with air traffic controllers. And the NAV1 and NAV2 receivers are used to tune to the frequencies of radio navigation equipment (VOR, ILS). Frequency adjustment is done by rotating the adjustment wheels on the lower right side of each device. The large wheel changes units, the small wheel changes tenths of a number.
	Receiver of NDB beacons (connected to the ARC device). Each frequency digit is entered separately using small wheels under the numbers. There is also a mode switch for the autopilot system (flightdir).
	Defendant (squawk). The device is used to identify and display the aircraft on the controller's radar screen. The transponder code is entered bit by bit using four wheels, similar to the NDB frequency. To the right of the code there is a switch that switches the transponder to different operating modes. In X-Plane, the transponder is used for its actual purpose during online flights and has two modes out of a possible four: SBY (standby) and XPDR (mode “C”). In STANDBY (SBY) mode, the transponder is turned on but does not transmit anything. The transponder must always be in this mode until the aircraft occupies the runway (site). In XPDR (Mode C, pronounced "Charlie mode"), the transponder receives a signal from the air traffic control radar and transmits its code back. In the air and on the runway, the transponder should always operate in mode C. It is very important to remember to turn the transponder into mode C before occupying the runway, and switch it to STANDBY mode after clearing the runway. On the left is the white IDENT button. If you press it, the aircraft mark on the controller's radar will begin to blink. The dispatcher may ask you to turn on IDENT mode if he cannot find you in heavy traffic.
	Autopilot operation control unit. Using the autopilot will be discussed in a separate article.

Now let's look down and look at the bottom of the dashboard. So, on the right:

1. Two knobs located one below the other, regulating the brightness of the instrument lighting and cabin lighting.
2. The lever (retractable and retractable) controls the engine speed, abbreviated as RUD (engine control handle).
3. Mixture control lever. Regulates the ratio between gasoline and air entering the engine, thereby reducing or increasing its power.
4. Trim wheel. Sets the position of the elevator trim (a trimmer is a device that allows you to reduce the angle of deflection and, accordingly, the effort on the aircraft control wheel.) Next to it (to the left) there is an indicator showing the position of the elevator trim.
5. Flap position control lever.
6. Tap for switching fuel supply from fuel tanks. It has four positions: turn off the fuel supply (OFF), turn on the supply from the left (L), both (BOTH) or right (R) fuel tank. In 2D mode it is shown on the dashboard. If 3D mode is enabled, the tap is located to the right of the pilot's seat.

Now let's look at the left side of the bottom panel. Here is the switch block:

The starter is located on the left. The starter has an OFF position, a left magneto position (L), a right magneto position (R), a both magneto position (BOTH), and a spring loaded ignition position (IGN). More details about all ignition modes are written in the article describing engine starting.

To the right of the starter is a pair of red switches that turn on the electrical system. The left toggle switch turns on the generator, the right one turns on the battery. Immediately behind them is the fuel pump switch and five switches that control the side lights: flashing light, landing light, taxi light, navigation lights, wing flashing lights. Last in the row are the pitot tube heating switch and the avionics switch. Avionics is the name given to onboard electrical equipment used to pilot an aircraft, such as a navigation system, autopilots, communications system, etc.

At the top center of the dashboard there is a display on which the following warning signs light up:

Warning signs light up in cases of generator failure, battery failure, low fuel remaining, brakes on, low oil pressure, oil temperature or pressure in the vacuum system exceeding the permissible limits.

There is a magnetic compass on the dashboard visor:

The magnetic compass is used as a backup device in case of gyrocompass failure. The magnetic compass can only be used in horizontal flight. In the turn it shows incorrect values.

The use of all these devices will be discussed in more detail in other articles.

©2007-2014, Virtual Airline X-Airways

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Amaze your friends with your knowledge about aviation. Landing an airplane is the most important part of the flight. Safety first! This instruction assumes that you are landing at an airfield with a left approach, moderate winds, and clear visibility.

Steps

Receive an ATIS report 10 miles (16.09 km) before entering the terminal area, contact the tower or approach control tower and report the following:

• tower/DPP call signs, aircraft tail number, your location, altitude, Landing with information previously received ATIS code. The tower will give you instructions. This instruction assumes that you have received instructions to land from the left (or right) of Runway X and report on approach to point 45. (These are approximate instructions and do not include some specific information sometimes requested by the flight controller).

• Perform a pre-boarding check on this list: brake check, landing gear extended and locked, fuel mixture fully rich, fuel switch in BOTH position, flaps optional (constant propeller pitch), oil temperature and pressure on green, MASTER switch on, ignition switch (magneto) ) in BOTH position (carburetor heating is on if the speed is less than 1500RPM), seat belts are fastened, landing lights are on. The plane is ready to land.

  Turn on the carburetor heat and descend to reach the altitude indicated in the approach diagram for this airport by the time you approach point 45 (turn 3). You may be a little taller at this point. Let's assume that the altitude for this diagram is 1200 feet above sea level. Try to descend at 500 fpm on the variometer. This will make it easier on your eardrums.

  As you approach point 45, contact the tower and tell them your altitude and how far away you are. The tower will allow you to board or simply take note of you.

  Remember that when you get within a quarter of a mile of the runway, you must turn downwind (the section between U-turns 3 and 2). At this point you should be cleared to board. You should be flying at 80-85 knots with an engine speed of around 2000 RPM.

  Know that when you are abeam the runway, you must turn on the carburetor heat and reduce the engine speed to 1500 RPM. Hold the nose level until the airspeed needle drops into the white area, then lower the flaps to 10 degrees. While adjusting the propeller pitch, reduce the speed to 75 knots based on external visual indications, then check the instruments. Turn using the rudder pedals as well. However, be careful not to pedal too hard: slip + stall = spin!

  When the edge of the runway is 45 degrees behind you (point 45), turn left at base (the section between turns 3 and 4) and lower the flaps another 10 degrees. Your speed should be around 70 knots. Do not change the flap position during the turn; do this only after exiting the turn. You are now flying perpendicular to the runway. Be especially careful at airports with parallel runways to ensure that this turn does not put you on the approach route onto a parallel runway, otherwise we may collide with other aircraft.

  Turn onto the landing straight. After completing the turn, lower the flaps another 10 degrees. The point where you plan to land should look stationary. When adjusting the propeller pitch, maintain a speed of 60-70 KIAS (instrument knots). Control the height by adjusting the traction. Maintain indicated speed above 60 knots, but do not fix your attention solely on the indicator. Use the ailerons to compensate for the influence of crosswinds, and use the rudder pedals to keep the plane on the center line of the runway.

  When you are a few feet above the ground, smoothly release power and level the plane. To keep the plane level, you must pull the yoke more and more towards you and, in the presence of a crosswind, compensate for it with the ailerons. Apply the brakes only when necessary (if you are approaching the edge of a runway or to avoid delaying other aircraft). Continue until you reach taxi speed (the speed of a fast person) and turn onto the nearest taxiway. Don't stop until you reach the stop line.

• Conduct a post-landing check and call the tower if they haven't already called you.

  • When you are above the runway and keep the nose of the plane slightly up while slowing the plane, look towards the end of the runway and make sure the bottom frame of the windshield is parallel to the horizon/edge of the runway. If you cannot see the runway in front, use your peripheral vision to monitor the aircraft's position relative to the ground.
  • Enjoy.
  • If you don't even have a pilot training license, you will only be able to fly with an instructor. And if you have one, you will still need an instructor's note that you can fly solo.
  • If you miss the lane, don't be afraid to go around. Apply full thrust and hold the nose of the airplane so it doesn't rise too high. Climb and gradually retract the flaps. The difference between a good pilot and a fool is that the former knows when to go around, while the latter takes unnecessary risks.
  • The approach speed depends on various conditions such as wind speed/direction. Check with your instructor about approach speed if you are unsure. You can also determine your approach speed by stalling. Approach speed is usually 1.3 times stall speed. It can be determined as follows: multiply the stall speed by 3, move the decimal point one place to the left and add to this the wind speed correction and add the stall speed. For example, with a stall speed of 50 km/h, the approach speed will be 65 km/h. Make sure the aircraft is ready to land before performing this approach. It is especially useful when you do not know the nominal approach speed for that aircraft. For example, for older aircraft that have been modified (a 1973 Cessna 172 is unlikely to fly the same as it did 40 years ago), or if you are flying an unfamiliar aircraft, or if you have any problems (stuck flaps, etc.).

The most widespread, the most reliable, the most popular, the most famous - all this is the Cessna 172 Skyhawk

There is such a unique genre of cinema - African adventures. In these films, the main character - usually a defender of wildlife - bravely and resourcefully disperses gangs of greedy armed poachers, defending the right of elephants and rhinoceroses to graze freely on the open spaces of the savannah. The hero is usually thin, tanned, wears a khaki shirt, shorts and a wide-brimmed hat, and drives a Landrover Defender. He also flies a lot and spectacularly on a Cessna 172. The hero’s friends also fly on a Cessna 172. It seems that other planes simply do not exist. What is this - the whims of directors? No, dear reader, this is a fact of life.

In the footsteps of Henry Ford

By the way, the recognizable silhouette of the Cessna 172 is familiar to us not only from “African” films, but also from events in recent Russian history. Who doesn’t remember the dashing landing of a small plane on Vasilyevsky Spusk, right next to the Kremlin’s Spassky Gate? It’s worth thinking about why Matthias Rust chose a Cessna 172 for his record-breaking flight (and that’s what it was, in fact). And not only Rust. Anyone who comes for the first time to get a taste of the sky at some flying club near Moscow will be advised with pathos: “What do you need these pepelats? The Yak-52 is a beast of a machine!” But there will certainly be a man in a modest flight suit who, taking you by the elbow, will calmly say without unnecessary aplomb: “First, fly on a Cessna, you won’t regret it.” About the same thing happened to me once. Having tried many winged aircraft by that time, I fell in love with the Cessna 172 from the very first flight and now I fly only on it. So, although I am not Matthias Rust or a fighter for the rights of hippos, I am ready to justify my choice. To be convincing, let's start with history.

The finest hour of the American company Cessna Aircraft struck on June 28, 1945, when the two-seater Cessna 120 took to the skies - the world's first “people's aircraft”, adapted for mass “stamping” and mass consumption, costing only $2,495. In 1948, the Cessna 170 took off - a four-seat version with an increased power engine. The basis for worldwide popularity was already laid then, and before the successful aircraft turned into a best-selling aircraft, very little remained to be done - replace the traditional tail-mounted landing gear of those years with a new, three-post one with a nose gear. Such a chassis, much safer, simplifying landing on unprepared sites, distinguished new model Cessna 172, which appeared in 1955. The car has a Continental engine with 145 hp. cost $8995 and had everything a reliable, safe aircraft for amateur pilots should have: a three-post landing gear, simple and effective Fowler flaps, a completely comfortable four-seat cabin and a set of instruments for visual flight. The winged car is a symbol of America. Over half a century, Cessna Aircraft and the French company Reims produced over 43,000 Cessna aircraft of 172 different modifications - an absolute world record.

Before continuing the story, let's agree to call the Cessna 172 simply “Cessna”. For if there is an aircraft of this brand that is worthy of being collectively called, it is the “172”. So, what is the secret of the Cessna’s worldwide popularity? Why is this small plane known all over the planet from the African savannah to frosty Alaska, from the deserts of Arabia to prosperous Europe? The secret is in the combination of all qualities and characteristics, the optimal price-quality ratio.
First of all, the Cessna is truly charming with its ease of piloting and the proportionality of the effort applied to the maneuver performed. It is literally in the hands of the pilot, you feel it with your whole being in all modes, which is by no means typical of every aircraft. The Cessna is obedient and flexible from the first minutes, starting with starting the engine and taxiing to the start. And take off! I can’t say that the plane impresses with its powerful leap into the sky - its thrust-to-weight ratio is modest, but when climbing, the 172 is light and picks up speed quite quickly.

Maybe they will tell you that the Cessna takes off sluggishly, not like the Yak-18T. But the Yak has an excessively powerful engine and a variable pitch propeller, while the Cessna engine has exactly the power that a light non-aerobatic machine needs, while the propeller is simple, constant pitch - cheap and reliable. Of course, a controlled propeller with a variable blade angle (pitch) would allow more power to be removed from the engine on takeoff (analogous to driving in 1st gear) and would provide a more economical cruising mode (analogous to driving in 5th gear). But, to be honest, flying with a constant pitch propeller is easier and hassle less. Not a fighter! And it’s much cheaper, it’s worth noting.

Another remarkable character trait of the Cessna is the combination of stability and controllability. According to the design, the aircraft is a braced high-wing aircraft, and high-wing aircraft are characterized by excessive roll stability and some inertia in the transverse channel. While flying the Yak-12M at one time, I encountered this: when entering a roll and especially exiting a roll, I had to help with the pedals; sometimes the control stick travel was not enough. The Cessna pleased us here too; even in rough conditions, the steering wheel costs turned out to be moderate, and the ailerons were quite effective. When landing with a crosswind, you can safely land with a roll, touching the runway with one wheel: thanks to the upper position of the wing, you do not risk touching the ground with it, and controllability is completely sufficient even at low speeds in gusty winds. The situation will always be under control.

In general, landing on a Cessna is so remarkably simple that it even provokes you to take liberties; you don’t want to watch the speed - the plane is very informative in itself. In addition, it has excellent flaps, which, when released to the maximum angle, can be approached along a rather steep glide path onto a short landing. It’s somehow embarrassing to fly a Cessna from reputable runways, your own best qualities the machine demonstrates its effectiveness at “partisan” airfields and even unprepared sites. There have been so many cases when Cessnas landed from a route on collective farm fields and country roads, once not even on an important matter, but simply to the store for kvass - I wanted to drink. This is where “172nd” is in its natural element! (No, not in the store, of course.)

One more point is important for those who will learn to fly. “Cessna” forgives such gross cadet mistakes that you are simply amazed. This is not a call for sloppiness (the sky does not like half-educated people), but I can say this about the plane that once saved my life.

Summarizing subjective reasoning about pilot sensations, the following summary could be derived. There are large, small and very small planes. This is always noticeable in the manner of their flight. When you fly on a Yak-18T or Yak-12, you feel that in your hands, although small, it is still an airship. A different feeling arises in the cabin of some “ultralight” like Eurostar: a toy. Of course, the attitude towards flying should always be serious, but subjectively this is the case. So, the Cessna is perhaps the smallest and lightest of all the aircraft I know, which at the same time pleases with the ease of being, but does not give the impression of being a wind toy. An absolutely serious device, hard-working, reliable and practical. In fact, half a century in production and worldwide recognition is not a joke or an accident.

And instead of a brain, the right Garmin

So, to buy or not to buy? Before making a decision, it is worth realistically assessing the capabilities of the aircraft. The Cessna 172 is designed to fly to a maximum range of about 1000 km with a cruising speed of 200-230 km/h. These numbers should be understood as follows: you should not fly further than 500 km. That is, if you wish, you can, of course, and there are many examples of this. But not even every romantic, let alone pragmatists, would agree to spend more than two hours in a small salon without a toilet. Although the Cessna 172 is equipped for instrument flights in simple and adverse weather conditions, it is still not a Boeing, and it is difficult to calculate a long route at altitudes of no more than 4000 m (at Russian conditions realistically - 200-600 meters) without the risk of unexpectedly getting into low clouds, fog or rain... It’s not obvious, let’s say.
You should also take care of the base for your Cessna: even a dirt strip 450-500 m long (chemical site) will suit it, and the main concern will be the delivery of gasoline. The Lycoming engine loves aviation gasoline, and the highest quality, most accessible and cheapest is imported 100LL. In principle, you can fly on high-octane automobile gasoline, but here you need to monitor the temperature of the cylinder heads and exhaust gases, especially in the heat.
Choosing the right Cessna is complicated by a huge range of offers, which is by no means easy to understand. Prices for used cars range from $50 thousand to $150-200 thousand or more, depending on the mileage and modification. And a great many modifications have been released over the decades. Let's start with the fact that there are still old cars from the 1950s on sale with a “thick” rear fuselage and a characteristic trapezoidal keel. Sometimes it seems that no two 172s are alike: there are cars with Continental and Lycoming engines, with anti-icing systems, variable pitch propellers, retractable wheel landing gear and amphibious float, manual flap drive instead of electric and, of course, a wide variety of instrument combinations and radio-electronic equipment.
If you choose a used car, it will almost certainly have some individual feature, and we simply cannot take them all into account. Obviously, the main selection criterion should be the airframe and propeller group, and the rest will be suggested by specialists. An airplane that is 30-40 years old is common in private aviation, but it is a good idea to check the airframe for corrosion. Although in this regard, Cessnas are very tenacious and durable, especially the French Reims.
Understand aircraft produced since 1996, when Cessna Aircraft restarted production piston aircraft after a break in the 1980s, it became much simpler. There are only two basic modifications - Skyhawk with a 160 hp engine. and Skyhawk SP with a 180-horsepower engine. Since last year, “172s” have been produced only with “TVs” - a Garmin 1000 digital avionics complex with data display on two liquid crystal monitors. These cars are worth special mention.

The appearance of fundamentally new avionics on light aircraft was considered inevitable by many, but as soon as such aircraft went into mass production, skepticism arose. Suspiciousness can be treated very simply - with a test flight. Of course, Garmin 1000 does not replace a pilot’s brain, but it does many, many things better and faster than a human. On a Cessna with analog avionics, there is simply nowhere to get so much information about the route, air and ground conditions, and weather. Garmin will tell you the optimal operating mode of the engine, help you bypass the rain charge, and, if necessary, give you directions to an alternate airfield. In principle, part of this work is done well by a regular GPS receiver, but “in one bottle” is much more convenient, you need to try it to appreciate it. And if they tell you that liquid crystal indicators go blind in the cold, think logically. Before starting the engine in frosty weather, you will still warm up the engine compartment with a heat gun, and at the same time the instrument panel in the cabin will warm up. Elementary. In any case, “TVs” are the future.

But I would be wrong and short-sighted if I did not mention the latest modification - the Cessna 172 Skyhawk TD with a Centurion 2.0 diesel engine manufactured by the German company Thielert Aircraft Engines Gmbh. Diesel power 155 hp. – it doesn’t seem like much, but the “heart” runs on ordinary jet fuel, which, unlike scarce aviation gasoline, is available literally everywhere. This radically solves the problem of fuel supply, and the question: “Where will I get gasoline?” the pilot of a diesel Cessna will no longer be tormented. By the way, this is a good solution for flight schools and colleges civil aviation, who also do not smile at the hassle of expensive gasoline.

Sorry, it’s time to wrap up, and so much has happened (but you can’t erase a word from the song). For half a century, the world has been flying a Cessna 172 as habitually as in the USSR they drove Zhiguli cars. Skyhawk is not only the most popular, but also the most reliable aircraft in the history of aviation. A flight hour costs 150-170 dollars. So what else do you need, Russia?

Cessna C172S SKYHAWK- This is not just an unsurpassed classic of small aviation, which has established itself as one of the most reliable and popular aircraft, but also an ultra-modern aircraft of the new generation thanks to the installed Garmin g1000 system. The Cessna C172S SKYHAWK aircraft is designed not only for training and recreational pleasure flights, but is also capable of performing commercial flights for the transportation of passengers in automatic mode according to instrument flight rules, not inferior to large airliners. Because this aircraft is capable of not only performing automatic flight along the route, but is also capable of landing on its own with virtually no pilot assistance. Cessna C172S SKYHAWK– this is a classic with a modern twist!

Cessna C172 is a comfortable, reliable four-seater aircraft, the most popular in the history of aviation (more than 43,000 units built). The reliability of the 172nd Cessna is evidenced by the fact that one of its first versions once spent 64 days in the air without turning off the engine. Fuel, food and water were supplied to the plane from a truck while it was moving.

If the Yak-52 is a “flying desk” for future virtuoso pilots, then Cessna C172 S- this is a real center for training in working with modern navigation equipment. Model S is the most modern modification of the aircraft, released in 1998. It is almost no different from the Cessna 150 in its behavior in the air - it is an equally “calm” and comfortable aircraft to pilot, economical and safe. The radical difference between the C172S is its electronic content.

This model is equipped with a so-called “glass cockpit”, that is, a system of screens that can completely replace all instruments. With them, the pilot doesn’t have to look out the window at all! This means that the aircraft is fully adapted for night flights and sorties in difficult weather conditions. Training on the Cessna C172 S allows you to master the navigation systems that are used in more advanced and heavier aircraft, learn to move around the country in any weather and time of day.

The aircraft is equipped with a GARMIN 1000 navigation system, designed for comprehensive display of flight and navigation information. It is so modern that some of its more “advanced” functions are not yet fully supported in Russia.

Like the Cessna 150, it is a low-pilot, stable aircraft. Of course, it is less sensitive to controls, and you can forget about aerial acrobatics on it. Nevertheless, it was precisely this Cessna that young Matthias Rust crossed in 1987 under the stunned silence of Soviet air defense state border and landed in Moscow, on Vasilyevsky Spusk. The Cessna did not disappoint - although Rust had only flown 50 hours before.

Flight characteristics of the Cessna C172

The maximum permissible speed is 261 km/h (162 MPH), level cruising speed is 193 km/h (120 MPH). Maximum permissible overloads at maximum take-off weight with flaps retracted +4.4/-1.76.

Practical range and endurance at 75% power at 2,100 m (7,000 ft) with 85 L (22.5 gal) fuel tanks is 765 km, flight time 4.1 hours. The maximum range when flying at an altitude of 3000 m (10,000 ft) in the extended range version with fuel tanks of 132.5 liters (35 gal) is 1416 km, time 9.4 hours. Service ceiling 3855 m (12650 ft).

The combination of simplicity of design with high strength, reliability and ease of operation makes flying the Cessna C172 S enjoyable and safe, even for pilots with little experience.

Performance characteristics

Cessna: 172S Skyhawk
Height: parked 2.63 m
Length: 7.24 m
Wingspan: 10.11 m
Empty weight: 736 kg
Maximum take-off weight: 1156 kg
The filling capacity of the fuel system is 85 l with standard tanks; 132.5 l with enlarged tanks
Fuel: aviation gasoline with an OC of at least 80/87 or 100L gasoline
Oil used SAE 40 at temperatures above 5°C, SAE 10W30 or SAE 20 (at temperatures below 5°C)

Specifications

• Manufacturer: Cessna
• Country of origin: USA
• Model: Cessna-172
• Crew: 1 person
• Passenger capacity: 3 people
• Piston engine: Lycoming O-320 flat-4
• Engine power: 160 hp
• Aircraft length: 8.28 m
• Wingspan: 11 m
• Aircraft height: 2.72 m
• Wing area: 16.2 m2
• Maximum take-off weight: 1159 kg
• Empty weight: 736 kg
• Payload weight: 376 kg
• Maximum speed: 228 km/h
• Maximum permissible speed: 302 km/h
• Rate of climb: 3.7 m/s
• Ceiling height: 4116 m
• Fuel tank capacity: 2 x 105.5 l, maximum 211 l
• Maximum flight range: 1272 km (at a speed of 188 km/h at an altitude of 3000 m)

Story

The Cessna - 172 aircraft was created by an aircraft manufacturing company founded in 1911 by the American Clyde Cessna. The Cessna-172 made its first flight in 1955, and in 1956 its mass production began. Over five years, 4,195 aircraft were sold. During development, many parameters of this model were taken from its predecessor - the Cessna-170:

• all-metal body;
• crew and number of passengers;
• type and number of engines;
• design of 3-support landing gear;
• V-shaped wing struts.

But it appeared: a more powerful six-cylinder piston engine and a small luggage compartment in the rear fuselage.

The Cessna - 172 is the most frequently shot of all light aircraft by American filmmakers. This is James Bond's favorite plane. Cessna - 172 became the most popular in the entire history of aviation - to this day more than 43 thousand copies have been produced and its production continues.

The secret of the high demand for the “Flying Car”

First of all, this:

• magnificent glider;
• excellent flight characteristics;
• extraordinary simplicity and reliability of the design:
• fixed landing gear;
• fixed pitch propeller;
• steering wheel control system;
• cabin with automotive comfort;
• air-cooled piston engine with a displacement of 5.9 l
• absence of a reduction gear - the crankshaft turns the propeller directly.

The Cessna - 172 was created as a flying taxi, so many things about it resemble a car:

• the doors swing open like cars;
• folding windows can be kept open even at the maximum permissible speed;
• The front seats are adjustable in all directions.

Operating capabilities

The Cessna - 172 aircraft can take off and land on dry unpaved strips without any problems, and this provides even greater application possibilities:

• transportation of passengers from different places;
• Express delivery correspondence and cargo;
• private business flights;
• air tourism, etc.

Comfort in flight for an air tourist is provided by:

• a powerful stove that allows you to fly at any time of the year;
• adjustable deflectors that can blow warm and cool air or be turned off;
• wings located on top that do not interfere with the view and enjoyment of the views of beauty;
• spacious, almost like a car interior, cabin.

Modifications

The super popular car has more than two dozen different modifications. In 2010, one of the latest was developed - the Cessna-172 Electric-powered with an electric engine. Quick-detachable electric batteries will be additionally equipped with solar panels. Mass production is scheduled for 2017, and the model is currently being tested.

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