Over the past week or so

Over the past week or so, I’ve accumulated a few news items regarding military Cessnas plus another venerable warbird.

Royal Morrocan Air Force to replace its T-37s

This has been in work for a couple of years now, but the contract was finally awarded to Hawker Beechcraft in September 2009. The RMAF will replace its fleet of 14 T-37s (acquired in 1996 from USAF assets) with 24 T-6B aircraft. The RMAF Tweets are currently flying at the training base at Marrakech along with some other training aircraft (including the T-34C). This is part of a major upgrade of RMAF assets, according to Defense Industry Daily.

Cessna Skymasters need wing attachment inspections

Own a Cessna O-2 (or any other Model 336/337)? Cessna has announced that they issued a Supplemental Inspection Document for a thorough inspection of the wing attachment points. This could come as early as sometime during the first quarter of 2010. Technically, a SID is not mandatory in the US for non-commercial operators but, according to AVwebFlash, Cessna is considering it mandatory.

Cessna Built Gliders

During the 1930s Depression, Cessna had built a few gliders, expertise that was called upon again during World War II.

On 4 September 1942, Cessna receive orders to build 1,500 Waco-designed CG-4A gliders for the anticipated invasion of Europe. Cessna became the prime contractor for their portion of the production, but subcontracted assembly to other Wichita manufacturers, mostly Boeing.

The Army canceled half of the orders, and Cessna delivered its last CG-4A in January 1943. Parts and subassemblies were manufactured by a multitude of small manufacturers from communities across the country, and all three major aircraft companies in Wichita (Cessna, Beech, and Boeing) had a hand in the final assembly. Besides gliders and its own successful AT-17 trainers and UC-78 light transports, Cessna also built components of the Boeing B-29 Super Fortress and the Douglas A-26 Invader.

Colonel Ray G. Harris, Army Air Force Supervisor of the Midwestern Procurement District, said, “It is a story of industrial and Army cooperation and evidence of the ability of American industries to undertake a job that even a year ago would have been unbelievable.”

In September 1942, Cessna was awarded the Army-Navy “E” Award for production quality, work stoppage avoidance, solving production problems, maintaining fair labor practices, management, labor force, accident record, and subcontracting — the first Wichita company to win this prestigious award. Cessna received four more “E” awards before war’s end.

Cessna’s subcontracted Waco CG-4A troop gliders at Boeing’s Wichita plant in 1942 (Kansas Aviation Museum/Robert J. Pickett Collection)

Cessna wartime employment peaked at 6,074 employees working in 468,000 square feet of facilities. Cessna wartime aircraft sales totaled almost $200,000,000.

The Cessna 172 Skyhawk - history

In the late 1960s Cessna re-engined its already highly successful 172 four seater with the four cylinder Lycoming O-320. These O-320 powered models were the most successful to bear the 172 model number (and the Skyhawk name for the Deluxe option), as they were in production during GA's golden years, the 1970s.

Cessna re-engined the 172 with the Lycoming O-320-E as compared with the O-300 it had two less cylinders (and thus lower overhaul costs), a 200 hour greater TBO, improved fuel efficiency and more power. Even so, Cessna thought 172 production would be shortlived as the similarly powered but more modern 177 Cardinal was released at the same time. In spite of the Cardinal, the Lycoming powered 172 was a runaway success and easily outsold and outlived its intended replacement.

The first O-320 Skyhawk was the 172I introduced in 1968. The 1969 172K introduced a redesigned fin, reshaped rear windows and optional increased fuel capacity, while 1970's 172K sported conical camber wingtips and a wider track undercarriage. The 172L in production in the 1971/72 model years was the first to feature the enlarged dorsal fin fillet.

The 172M of 1973/76 gained a drooped wing leading edge for improved low speed handling. The 172M was also the first to introduce the optional `II' package of higher standard equipment. Also in 1976 Cessna stopped marketing the aircraft as the 172.

The 172N was powered by a 120kW (160hp) O-320-H designed to run on 100 octane fuel, but the engine proved troublesome and was replaced by the similarly rated O-320-D in the 172P of 1981. The P was the last basic 172 model, remaining in production until 1985.

Higher performance 172s include the R172 Hawk XP, powered by a 145kW (195hp) Continental IO-360 and the 135kW (180hp) Lycoming O-360 powered, retractable undercarriage 172RG Cutlass. The 172 was also produced under licence by Reims in France as the F172 and FR172.

Marketing Initiatives Cessna

Cessna has always had an active marketing department. This was especially notable during the 1950s and 1960s. During this period, the marketing department followed the lead of Detroit automobile manufacturers and came up with many marketing slogans and buzzwords to describe Cessna’s product line in an attempt to place their products ahead of the competition.

Other manufacturers and the aviation press widely ridiculed and spoofed many of these marketing terms but between Cessna’s designers producing a product the flying public wanted and the work of the marketing department, Cessna built and sold more aircraft than any other manufacturer during the boom years of the 1960s and 19

Cessna 182 information

Powerplants

182 - One 170kW (230hp) Continental O-470-R flat six piston engine driving a two blade constant speed propeller.
TR182 - One 175kW (235hp) Lycoming O-540-L3C5D turbocharged flat six.
182S - One 170kW (230hp) Textron Lycoming IO-540-AB1A5.

Performance

182 - Max speed 257km/h (140kt), cruising speed 253km/h (136kt). Initial rate of climb 1200ft/min. Service ceiling 20,000ft. Range 1078km (582nm).
TR182 - Max speed 346km/h (187kt), economical cruising speed 232km/h (125kt). Initial rate of climb 1040ft/min. Service ceiling 20,000ft. Range 1870km (1010nm).
182S - Max speed at sea level 268km/h (145kt), cruising speed at 80% power 260km/h (140kt). Initial rate of climb 924ft/min. Service ceiling 18,100ft. Range with max fuel and reserves 1520km (820nm).

Weights

182 - Empty 735kg (1621lb), max takeoff 1160kg (2550lb).
TR182 - Empty 837kg (1845lb), max takeoff 1406kg (3100lb).
182S - Empty 854kg (1882lb), max takeoff 1406kg (3100lb).

Dimensions

182 - Wing span 10.97m (36ft 0in), length 7.67m (25ft 2in), height 2.80m (9ft 2in). Wing area 16.2m2 (174sq ft).
TR182 - Wing span 10.92m (35ft 10in), length 8.53m (28ft 0in), height 2.82m (9ft 3in). Wing area 16.2m2 (174sq ft).
182S - Wing span 10.97m (36ft 0in), length 8.84m (29ft 0in), height 2.82m (9ft 3in).

Capacity

Typical seating for four. Some models had optional jump seat for an extra two children.

Production

21,864 (including 169 R182s by Reims) built through to 1985. 182S deliveries began April 1997. 332 built by Sept 30 1998

The Cessna 182 Skylane

The popular, relatively high performance Cessna 182 began life as a tricycle development of the 180.

The first Model 182 appeared in 1956 while the Skylane name was first introduced with the 182A development to denote an optional higher level of equipment. Major changes were introduced with the 182C, including a third window on each side of the cabin and a swept vertical tail. Other improvements introduced over the 182's lifespan included shorter undercarriage, reprofiled cowling, wrap around rear cabin window, progressively higher takeoff weights and improved wing root, fintip, and rudder fairings.

The retractable undercarriage Skylane RG arrived in 1977, giving a significant speed increase. A further performance boost came with the introduction of the turbocharged 175kW (235hp) Lycoming O-540-L engine on the T182RG, which became available from 1979. The AiResearch turbocharger meant that maximum power could be delivered right up to the 182's service ceiling of 20,000ft. A turbocharged fixed gear model was also offered for a time, but only small numbers were built.

The 182 was also produced by Reims in France as the F182, and by DINFIA in Argentina as the A-182. Cessna 182 production initially ceased in 1985.

In 1994 Cessna announced plans to return the 182 to production, following the success of product liability law reforms in the USA. The new 182S prototype first flew on July 15 1996, the first was delivered in April 1997. Improvements include a IO-540-AB1A5 engine, new interior and avionics panel.

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