Considered by far the most successful airliner of all time, the Cessna 172 is actually a major aircraft. The Skyhawk is a single-engine, four-seater, high-wing, three-wheel fixed landing gear aircraft. It is powered by a 160 hp 4-cylinder Lycoming engine. The Cessna 172 is easily the most commercially profitable and most widely used aircraft ever built. By 08, more than 43,000 Cessna 172s had already been produced in series. The Skyhawk is widely used for pilot training. And simply because it has more seating capacity and is a faster plane, it is also suitable for tourist flights.
It is truly a recognized fact that the Cessna Skyhawk is definitely the most successful mass produced light aircraft. From 1955 to 1967, the Skyhawk had been powered by a six-cylinder engine known as the Continental-O-300 before being powered by the Lycoming 0-320 four-cylinder.
The first type of the 172 is simply an iteration of the taildagger with an altered trike undercarriage and also a very basic installation of ordinary devices. It took off through the air for the first time in November 1955. You can easily say that the 172 was an overnight success. Its first year, 1956, saw the manufacture of more than 1,400 aircraft.
The base 172 continued in production until it was replaced by the 172A of the early 1960s. One of the most striking improvements to the 172A was the introduction of the rear-slanted tail and rudder. Then, in the late 1960s, the 172B was released with a reduced undercarriage and an upgrade in installed products. The Skyhawk tag has also been used first for the Deluxe option.
The 1963 172D introduced the lower rear fuselage with wraparound rear window. The French also sought some action for the 172F to be produced. It was built by Reims Cessna in France and was in production until 1971. Check this out, the US Air Force main trainer T-41A Mescalero was based on the 172. Additional trivia here, in 1966 Cessna introduced the 172G which It has a more pointed appearance. spinner. The 172H, on the other hand, is the last 172 to work with a Continental.
Take a look at these things when buying a Cessna
Look for a shorter engine, not only will it keep your cost longer, but it will surely give you a little more satisfaction as well.
Airframe Time: The TTAF or Total Airframe Time, in basic terminology, is simply the age of the aircraft. Don’t make the mistake of overlooking this. If you find what you think may be the deal of a lifetime, the plane likely has a high TTAF. An increased TTAF reduces the value of an aircraft and will also tell you precisely what and how the aircraft has been used. Don’t be surprised if you find a plane with a TTAF of over 12,000! In most cases, that may imply one thing, that the plane was used by a flight school. An airplane used in a pilot school will definitely have seen better days. I would not do it! An excellent TTAF number would be roughly 3,000-6,000 or less whenever possible.
Paint and Interior: Aircraft and interior paint job will be rated on a scale of 1 to 10, with ten new, one barely having seats! The only problem with this particular scale would be that the aircraft owners make it up as they go. For example, a particular homeowner might rate the interior condition as a 7, while you may think it is only a three. Also, it can be quite easy to cover the deterioration on the interior by masking it with upholstery. A new paint job, as well as the upholstery, could easily cost between $ 10,000 and $ 20,000, so be very careful and pay attention to hidden defects.
Avionics – When buying almost any aircraft, you need to make sure it is equipped for the type of flight you want to take. It will be more profitable to buy an airplane with everything you need already set up rather than buying the equipment later and setting it up. Example: If you want to buy a Garmin 430 for your aircraft, it may cost you $ 12,000 after installation, on the other hand, Garmin 430 only adds around $ 6,000-7,000 US to the value of your aircraft. Unfair? Absolutely not! The point is that getting a plane that already has everything you need already assembled is actually smarter than getting a naked one and putting the things you need later. You are the customer. You could be picky.
Once you find exactly what appears to be the ideal aircraft for your requirements and preferences, there is still work to be done!
Minutiae, Specifics
Damage History – Remember to check if the aircraft has a history of damage. This really is potentially a deal breaker if you learn that an aircraft has a history of damage. Problems that occurred in over thirty years don’t really count. The most recent damages are the ones you should be concerned about. The first place to look is the NTSB, you can type in the serial number or N of the aircraft and discover a world of information, or possibly you will discover nothing. At the same time, don’t forget: a clean NTSB report doesn’t mean you have to go ahead and buy it right away.
Some things are not listed on the NTSB like engine fires or if a wingtip accidentally meets the hanger door. They are intended for incidents. Do not worry. You can find details about these incidents in the aircraft logs.
Engine / Airframe / Propeller Logs – I suggest you sit down with an A&P technician or someone knowledgeable in the aviation area to review the log books with you. They can reveal a whole new perspective on the plane. You will discover parts replacement and wonder why that particular component was replaced. A little more research and you can get in touch with the mechanic who repaired the plane and discover a lot more crucial information. Chances are, you’ll end up with a much more reasonable offer once you figure out everything you need to know.
Another question to ask is: are the records complete? Missing records may indicate that someone is hoping to cover up something. Either way, incomplete records drastically damage resale value.
Next, don’t forget to review the inspection reports. Were they done on time? Were there any complexes? See if there is a specific problem that has been repeated in the last 5 years.
Don’t be averse to paying for a pre-purchase evaluation. If you’re really interested in a specific aircraft, spend the extra $ 500-1,000 and have it scrutinized for an expert point of view. Many small stores today allow you to make owner-assisted advance purchases, which really gives you the opportunity to get acquainted with a lot about what your next big purchase might be.
