The prototype’s first flight occurred in June of 1955 and although it was successful, a list of concerns surfaced. The R&D effort that became the 172 was conducted at an isolated farm strip well away from Cessna’s main operations in Wichita. In fact, if the behind-closed-doors tri-design wasn’t stashed away for future use, the 172 as we know it today may never have come to market. Nonetheless, some at Cessna saw that there was a place for a tri-gear airplane and they began to develop one, albeit without the official blessing of the company’s management. But not everyone saw it that way, least of all the established movers and shakers at Cessna. The tricycle gear promised to simplify training and it was thought to be the design of the future. Then as now, mastering a conventional gear airplane without an excursion into runway edge ditches was a difficult challenge. Piper’s Tri-Pacer, the first trike to sell in serious volume, was a hit because it was easier to land and taxi, which is what budding pilots wanted. Obed Wells, Cessna’s project engineer on the 170, was concerned that the 170C had a rear fuselage that was too weak and shouldn’t be used as a tailwheel airplane. What was going to be the 170C ended up with a nosewheel on it. The 172, of course, is a true tricycle gear airplane. We covered the 140/120 market in the July 2021 issue of Aviation Consumer. The 170A was a fabric-wing machine that suffered from poor roll response since its ailerons were carried over from the smaller Cessna 140. Actually, it was the tail-dragging model 170A that planted the 172 seed back in 1949. Perhaps one of the most recognizable and most produced general aviation aircraft, the 172 legacy started in 1956. According to the latest Summer 2021 Aircraft Bluebook, that number has jumped to well over $50,000, and selling prices of well-maintained and generously modified Skyhawks of that vintage can easily fetch close to if not north of $100,000. How affordable? When we last looked at the used Skyhawk market five years ago in Aviation Consumer’s Used Aircraft Guide, a decent 1976 172N had a typical retail price of $38,000. These desirable traits only scratch the surface.īut, it used to be that you could get a decent used 172 for what we considered to be an affordable investment. There isn’t a mechanic around that can’t wrench one, parts are plentiful, it carries a reasonable load and it’s stone simple to fly. Without question, after all these years the venerable Cessna 172 Skyhawk still delivers enormous practical value. Thanks for any suggestions.A nicely kept Skyhawk like the 1973 M model in the lead photo can sell for north of $65,000, while late-model birds are in the $300,000-plus range. Also, could you estimate for me a rough dimension? It would be the vertical distance from the top of the side monitor to the top of your front view frame. Do you find this “fools” the eyes into not looking for a continuous horizon? I’m considering physically separating the side monitors from the front one to achieve this effect. Looking at your setup it seems you have put a bit of distance between the forward edge of the side monitors and the frame of your front windscreen. But once in flight the horizon starts to to separate depending on the attitude of the plane. Separate views can be aligned while sitting on the ground (mostly). The “wide aspect” view attains this, but with the “fish eye” look, which is not acceptable. My problem is that I am continually trying to orient the side views so that the horizon appears continuous. I use three separate views, forward, left and right. It is essentially three 27″ Asus monitors in a roughly 135 deg. I have been slowly building up my own rig, although it is a lot more basic than yours. I really enjoy your blog and the effort you have put into your simplane.
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