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In 1956, Cessna started building the 172 training plane - and more than 60 years on, it’s still in production.
More pilots over the years have earned their wings in a 172 than any other aircraft in the world - Doug May, Textron Aviation (www.bbc.com) Más...Sort type: [Top] [Newest]
I still have the red satchel (and all its contents) that I received in 1977 when I enrolled at a Cessna school for my private pilot training. It contains the manual for the Cessna 150 that I would use until my solo. The same week that I soloed the flight school got rid of the 150, so I was given a manual for the 172 that would become so familiar over the next few weeks and months. It seemed so much roomier after the crowded 150 cockpit, but in the air the performance and feel of the 150 and 172 were almost the same. Over the next couple of years, rented 172s from our home base at KLAF took 4 of us to almost every Big 10 campus on college football weekends. Just after I passed my tests I temporarily switched over to Pipers, but I preferred the high-wing Cessna with its great downward visibility. Although I haven't flown anything but a computer sim for years now, I look back very fondly on my days in the Skyhawk.
When I was training I remember transitioning from 150/152 to the 172 and thought that it was a "big" airplane and that I was finally a real pilot. It could have been a 747 at that point!!!!
A classic airplane from Cessna! Who hasn't flown and trained in a C-172?
Almost as old as the still operational sixty-five year old B-52, although it is not in production any more. The first flight of the BUFF was April 15, 1952 under the command of Tex Johnson who famously barrel-rolled the Dash-80, the prototype of the 707, over Lake Washington during Seattle's Seafair celebration in 1955.
Almost as old as the still operational sixty-five year old B-52, although it is not in production any more. The first flight of the BUFF was April 15, 1952 under the command of Tex Johnson who famously barrel-rolled the Dash-80, the prototype of the 707, over Lake Washington during Seattle's Seafair celebration in 1955.
In response to the first question, the Cirrus drivers. In response to the BUFF, I love it but the term might offend some, if they knew what it meant. LOL. And as for the article, the authors major blooper came when he said a "change in the legal environment" led to a pause in production in the late 80's. Actually tort reform and a change in the legal environment led to the resumption of piston engine airplane production some years later. The lawyers crawling all over every accident, lawsuits for everyone, and the cost of product liability insurance led to the cessation of production of virtually all piston engine airplanes in the U.S. in 1984, 1985. I suspect you were there. And I thought I had died and gone to heaven after picking up a few students who could afford to train in a 172, as opposed to a 150 or 152. And I think Tex Johnson and Bob Hoover had more than a couple of things in common. Cheers.
Oh yes, the Cirrus. A generational oversight on my part. BUFF, you are correct "fellow" might be too gender specific for some. ;-)
I learned at VNY in a 150 and graduated to a 172 after getting my license and used it for most of my commercial rating. Most of my instruction time given was in the 150/152. It was always a bonus giving instruction in a bigger single or, if it was great day, a twin. I stopped giving instruction about 1990 due to the frivolous litigation atmosphere and concern for the potential effects on me and my family since we had acquired some assets by that time. I felt insulated from that problem in my commercial flying career.
I learned at VNY in a 150 and graduated to a 172 after getting my license and used it for most of my commercial rating. Most of my instruction time given was in the 150/152. It was always a bonus giving instruction in a bigger single or, if it was great day, a twin. I stopped giving instruction about 1990 due to the frivolous litigation atmosphere and concern for the potential effects on me and my family since we had acquired some assets by that time. I felt insulated from that problem in my commercial flying career.
Touche on the BUFF! The II rating moved me up cause I didn't find too many guys who could successfully enter and hold with one VOR and no DME!
Most of the instrument instruction I gave were in Pipers, the Archers and Arrows tricked out with dual VOR's, G/S, DME, Marker Beacon, ADF and if you were lucky a heading bug! At lot of it was out of MRY and the seasonal low stratus layer was great for students because of the actual instrument time in the ILS pattern. Great training! Enjoy your next flight!!