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Overview of the 175
The Cessna 175 was a production model for Cessna Aircraft Company from 1958 through 1962. Through it's lifetime the basic airframe design changed once, from the straight cowl, straight tail 58-59 models to the hump nosed cowl and slanted tail of the 60-62 models. The fastback fuselage was retained through the entire production line. The 175 model had Cessna's newly designed split level instrument panel, placing all of the primary flight instruments directly in front of the pilot, instead of spreading them out over the panel like earlier Cessna's. This makes them much better for IFR use then the previous Cessna models. The 175 is impressively quiet thanks to the GO-300 geared engine driving the 82" propeller at a maximum of 2400 rpm, however, the small whirring noise of the gear reduction drive will take some getting used to by those not familiar with it. All of the 175's employ manual flap activation with a bar on the tunnel between the seats, and this makes them great for STOL operations when coupled with an appropriate STOL kit. Skylark was the name given to the deluxe versions of the 175 from 59-62. The 175 is typically found between $20,000 and $40,000 when on the market depending on the overall condition and equipment installed. Any conversions to higher horsepower engines or airframe conversions tail wheel or floatplane will add a considerable amount to the value of the airplane, and some have been seen on the market for up to $90,000 with these upgrades.
Overview of the P172D/FP172D
The Cessna P172D and French built FP172D were continuations of the 175 Line after the introduction of the "omni-vi-sion" rear windows into the airframe in 1963. They renamed the line the "Skyhawk Powermatic" and attempted to market it without the apparent connection to the 175 Skylark. Few were sold in the US and only 3 FP172D's sold in Europe. P172D's in the US typically sell for more than the 175's, probably because of the rarity of the model and because of the addition of the rear windows into the airframe.
Note from the Club Founder:
I have personally noted that many 175's are undervalued. The GO-300 engine has a poor reputation, which the next section will address, but much of the problem is compounded when owners, because of this perception, cut corners on maintenance and upgrades to their 175 because they feel they cannot get their investment back out of the plane. Limited parts availability for the GO-300 has also been a problem. Continental Motors is not very supportive and has stopped producing new bearings for the gear reduction unit and does not make either new cases or new crankshafts, as far as I am aware. This is problematic when trying to bring the engines up to top notch condition. Despite all of these troubles, the 175 is still the best of its contemporaries for load carrying capacity and cruise speed, topping its 172 counterpart for many years to come. Remember, your airplane is only as good as the parts you put into it. This club is dedicated to helping 175 and P172/FP172D owners find solutions to all of the difficulties in keeping your 175 in excellent and valuable condition. - Kristopher Hoopes
The GO-300 Series Engine
Carbureted, 175HP, and close to 270lbs. without accessories. The GO-300 series really are good engines if you take care to fly and maintain them properly. Some longevity tips: Perform oil changes a little sooner than you might on other engines, install an oil filter STC to replace the original oil screen, and install a six probe cylinder head temperature gauge so you can monitor the temperature of all the cylinders. The GO-300-E equipped airplanes had factory cowl flaps installed to enhance low speed cooling, this is a great idea if you have any cooling problems. There is an STC for this, #SA5WE, see the STC list. Then, fly the wings off! Don't try to baby it by flying at low RPM, keep it up above 2800; it's ok to fly it at 3200, even though that is redline. The worst thing for the GO-300 is to run hot. If you keep the RPM up and fly fast under most conditions, you will take advantage of the engine's performance and increase its life-span by keeping it cool. If you cannot afford to install cowl flaps and you have trouble with cooling, some have successfully cut slots in the lower cowl to enhance airflow. Baffling design is very important. You should be aware that you may have to do a top overhaul once between each major overhaul if you did not overhaul it yourself to factory new limits. It is relatively inexpensive and will probably push your TBO up to 1300-1500 hrs if you fly and maintain it properly. The cylinders are normally the first thing to go, and often trash the rest of the engine by
circulating metal from a failed piston or broken ring. Always use brand new cylinders and pistons on you overhauls if you can possibly afford it. Many overhauls are done cheaply and if you buy a plane with a cheap overhaul it will may develop problems before TBO.
The Engine was manufactured by:
Continental Motors (Now Teledyne Continental Motors)
2039 Broad Street
Mobile, AL 36615
Phone Number: (251) 438-3411 / Toll Free: 1-800-718-3411 / Fax: (251) 432-7352
www.tcmlink.com
Overview of the R172: Mescalero and Hawk XP
Basically a continuation of the 175 series, the R172 sports a 6 cylinder Continental IO-360 engine with constant speed propeller, which weighs in almost identical to the weight of the GO-300 series engines with fixed pitch propellers. The Cessna R172 series began mass production in 1964, after the P172D did not sell well and was canceled as a production model. Strangely, after a complete redesign of the powerplant to the Continental 210HP fuel inject IO-360, the model was not offered for sale to the public, but the R172E Mescalero was built and sold to the US Air Force as a trainer aircraft. The USAF first bought some 145HP 172's and designated them T-41A's, but soon decided that more power was needed in the trainer aircraft to meet the militaries training needs. So, the R172E was introduced into the program as the T-41B and Cessna continuously built the military trainers through the R172J model which ceased production in 1974 after only 1 was built. Only the R172E exceeded 300 in quantity produced, and the letter I was not used for a model designation. The R172K was certified in 1976 and went into full production, finally, as a public offered model and was built through 1981. About 1500 were sold during this period, until the GA depression of the early 80's crimped production and ended the line. The R172K was limited to 2600rpm, reportedly to meet the new noise requirements of the day, and was thus limited to 195HP. None of the R172’s before the R172K were Type Certificated for use as seaplanes, so keep in mind putting floats on one of those models will require special approval. There is an STC currently in process as of 2007 to certify these models as seaplanes.
Overview of the FR172, Reims Rocket
The Reims - Cessna French built R172 series began life much the same as their US built counterpart, kicking unto production after the end of the FP172D in 1963. Unlike the US models, however, they were offered to the public from the start but only after a 5 year gap in production from the P172D. The 1968 FR172E began the line with the Rolls-Royce Continental IO-360 210HP and it continued through the FR172K which was built concurrently with the US model. The FR172's were all 210HP models until the 1976 R172J, which was limited to 5 minutes at 2800 rpm, 210HP, then derated to 195hp at 2600 for cruise. The FR172K was limited to 2600rpm and 195hp like the US R172K. All FR172 models prior to the FR172K were not Type Certificated for seaplane use, so putting floats on these airplanes requires an STC. No STC’s are currently available in the US, and as there are only a few FR172’s in North America, there may not be much interest. We would welcome any information as to STC’s that have been installed in Europe or elsewhere for floatplane use of the FR172 E-J series.
The IO-360 Series Engine
The IO-360 series engines are based on a direct cylinder injection, 8.5 to 1 compression ratio, 360 cubic inch platform. They can be found in the R172’s in the C, CB, D, DB, H, HB, K, and KB veriety’s. Some models are rated for 210HP full time, some for 210HP for 5 minutes (takeoff) and 195 HP for cruise, and some are 195 HP for all operations. See the Type Certificate Datasheet for more information.
The engine was manufactured by:
Continental Motors (Now Teledyne Continental Motors)
2039 Broad Street
Mobile, AL 36615
Phone Number: (251) 438-3411 / Toll Free: 1-800-718-3411 / Fax: (251) 432-7352
www.tcmlink.com
[Disclaimer: The information contained on this page is for reference only and is not to be construed as authoritative material. Please consult with your service professional for information regarding questions you may have that may affect you ownership decisions.]
© 2005-2007, 175 - R172 Club. Material expressed here may not be copied, redistributed, quoted, or otherwise used for any commercial purpose whatsoever unless written permission is granted by the club administrator.
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