The 175 was designed to fill a niche between the Cessna 172 and the faster Cessna 182. The engine of the 175, a geared version of the O-300 (Continental GO-300) used in the 172, is rated at 175 hp (130 kW), or 30 hp (22 kW) more than the 172 engine. Between 1958 and 1962, a total of 2,106 were built. The basic airplane was marketed as the 175, and the plane with a package of optional equipment and overall paint (a partial paint scheme was used on the basic model) was marketed as the Skylark.
Designedit
The airframe of the 175 is all metal, constructed of aluminum alloy. The fuselage is a semi-monocoque structure, with exterior skin sheets riveted to formers and longerons. The strut-braced wings, likewise, are constructed of exterior skin sheets riveted to spars and ribs. The landing gear of the 175 is in a tricycle arrangement, with main gear legs made of spring steel, along with a steerable nosewheel connected through an oleo strut used for shock absorption.
While it incorporates airframe changes to accommodate an increased gross weight, the 175 is similar in appearance to the 172 of the same vintage. The most noticeable difference is the distinctive hump in the forward cowling of later series airplanes to accommodate the engine's reduction gear. Although externally identical to the 172, the 175 was built to a different type certificate, although most parts aft of the firewall are interchangeable.[1] The 172XP and T-41B/C/D Mescalero share the 175 type certificate.[2]
The GO-300 engineedit
An unusual feature of the 175 is the geared Continental GO-300 engine. Whereas most single-engine airplanes use direct drive, this engine drives the propeller through a reducing gearbox, so the engine runs at 3200 rpm to turn the propeller at 2400 rpm (4:3). The GO-300 engine suffered reliability problems and helped give the 175 a poor reputation. Some Skylarks flying today have been converted to larger-displacement direct-drive engines[3][4] though almost 90% still retain the GO-300.[5]
The GO-300's tainted reputation is largely undeserved, since its problems were the result of pilots who were unfamiliar with gear reduction engines, simply not operating the engine at the higher RPMs specified in the C-175 Pilot's Operating Handbook. Pilots unfamiliar with the engine often operate the engine at the low RPM settings (2300–2700) appropriate to direct-drive engines, while the 175's Operating Handbook calls for cruising at 2900 RPM. The low RPM causes harmonic vibration in the reduction gear between the quill shaft (that turned the propeller) and crankshaft, and the low power results in low airspeeds that prevents the engine's air-cooling system from operating effectively, resulting in chronic reliability problems for engines not operated at the recommended power settings.[3]
Variantsedit
Many of the higher-powered versions of the 172 in fact belong to the 175 type design, such as the P172D Powermatic; the military T-41B, -C, and -D; the R172J and R172K Hawk XP; and the retractable-gear 172RG.[2]
175 Skylark
Powered by the 175 hp (130 kW) Continental GO-300A or -300C engine, gross weight 2,350 lb (1,066 kg), certified 14 January 1958[2]
175A Skylark
Powered by the 175 hp (130 kW) Continental GO-300C or -300D engine, landplane gross weight 2,350 lb (1,066 kg), seaplane gross weight 2,450 lb (1,111 kg), certified 28 August 1959[2]
175B Skylark
Powered by the 175 hp (130 kW) Continental GO-300C or -300D engine, landplane gross weight 2,350 lb (1,066 kg), seaplane gross weight 2,450 lb (1,111 kg), certified 14 June 1960[2]
175C Skylark
Powered by the 175 hp (130 kW) Continental GO-300E, gross weight 2,450 lb (1,111 kg), certified 18 September 1961,[2] with a constant-speed propeller standard. Base price $14,125[6]
P172D Powermatic Skyhawk
Powered by the 175 hp (130 kW) Continental GO-300E and a cruise speed 11 mph (18 km/h) faster than the standard 172D. In reality this was not a new model, but a 175 Skylark that had been renamed for its last year of production. The Skylark had gained a reputation for poor engine reliability, and the renaming of it as a 172 was a marketing attempt to regain sales through rebranding. The move was not a success, and neither the 1963 Powermatic nor the Skylark were produced again after the 1963 model year.[2][7]
Taylor, John W. R., ed. (1962). Jane's All the World's Aircraft 1962–63. Sampson Low, Marston & Company, Ltd.
External linksedit
Media related to Cessna 175 Skylark at Wikimedia Commons
December 29, 2023
cessna, skylark, four, seat, single, engine, high, wing, airplane, produced, cessna, between, 1958, 1962, model, skylarkcessna, 175a, skylarkrole, light, utility, aircraftmanufacturer, cessna, aircraft, companyfirst, flight, april, 1956introduction, 1958produc. The Cessna 175 Skylark is a four seat single engine high wing airplane produced by Cessna between 1958 and 1962 Model 175 SkylarkCessna 175A SkylarkRole Light utility aircraftManufacturer Cessna Aircraft CompanyFirst flight April 23 1956Introduction 1958Produced 1958 1962Number built 2 106Developed from Cessna 172Cessna 175C Skylark G ARWS Contents 1 Production history 2 Design 2 1 The GO 300 engine 3 Variants 4 Specifications Cessna 175C 5 See also 6 References 7 External linksProduction history editThe 175 was designed to fill a niche between the Cessna 172 and the faster Cessna 182 The engine of the 175 a geared version of the O 300 Continental GO 300 used in the 172 is rated at 175 hp 130 kW or 30 hp 22 kW more than the 172 engine Between 1958 and 1962 a total of 2 106 were built The basic airplane was marketed as the 175 and the plane with a package of optional equipment and overall paint a partial paint scheme was used on the basic model was marketed as the Skylark Design editThe airframe of the 175 is all metal constructed of aluminum alloy The fuselage is a semi monocoque structure with exterior skin sheets riveted to formers and longerons The strut braced wings likewise are constructed of exterior skin sheets riveted to spars and ribs The landing gear of the 175 is in a tricycle arrangement with main gear legs made of spring steel along with a steerable nosewheel connected through an oleo strut used for shock absorption While it incorporates airframe changes to accommodate an increased gross weight the 175 is similar in appearance to the 172 of the same vintage The most noticeable difference is the distinctive hump in the forward cowling of later series airplanes to accommodate the engine s reduction gear Although externally identical to the 172 the 175 was built to a different type certificate although most parts aft of the firewall are interchangeable 1 The 172XP and T 41B C D Mescalero share the 175 type certificate 2 The GO 300 engine edit An unusual feature of the 175 is the geared Continental GO 300 engine Whereas most single engine airplanes use direct drive this engine drives the propeller through a reducing gearbox so the engine runs at 3200 rpm to turn the propeller at 2400 rpm 4 3 The GO 300 engine suffered reliability problems and helped give the 175 a poor reputation Some Skylarks flying today have been converted to larger displacement direct drive engines 3 4 though almost 90 still retain the GO 300 5 The GO 300 s tainted reputation is largely undeserved since its problems were the result of pilots who were unfamiliar with gear reduction engines simply not operating the engine at the higher RPMs specified in the C 175 Pilot s Operating Handbook Pilots unfamiliar with the engine often operate the engine at the low RPM settings 2300 2700 appropriate to direct drive engines while the 175 s Operating Handbook calls for cruising at 2900 RPM The low RPM causes harmonic vibration in the reduction gear between the quill shaft that turned the propeller and crankshaft and the low power results in low airspeeds that prevents the engine s air cooling system from operating effectively resulting in chronic reliability problems for engines not operated at the recommended power settings 3 Variants editMany of the higher powered versions of the 172 in fact belong to the 175 type design such as the P172D Powermatic the military T 41B C and D the R172J and R172K Hawk XP and the retractable gear 172RG 2 175 Skylark Powered by the 175 hp 130 kW Continental GO 300A or 300C engine gross weight 2 350 lb 1 066 kg certified 14 January 1958 2 175A Skylark Powered by the 175 hp 130 kW Continental GO 300C or 300D engine landplane gross weight 2 350 lb 1 066 kg seaplane gross weight 2 450 lb 1 111 kg certified 28 August 1959 2 175B Skylark Powered by the 175 hp 130 kW Continental GO 300C or 300D engine landplane gross weight 2 350 lb 1 066 kg seaplane gross weight 2 450 lb 1 111 kg certified 14 June 1960 2 175C Skylark Powered by the 175 hp 130 kW Continental GO 300E gross weight 2 450 lb 1 111 kg certified 18 September 1961 2 with a constant speed propeller standard Base price 14 125 6 P172D Powermatic Skyhawk Powered by the 175 hp 130 kW Continental GO 300E and a cruise speed 11 mph 18 km h faster than the standard 172D In reality this was not a new model but a 175 Skylark that had been renamed for its last year of production The Skylark had gained a reputation for poor engine reliability and the renaming of it as a 172 was a marketing attempt to regain sales through rebranding The move was not a success and neither the 1963 Powermatic nor the Skylark were produced again after the 1963 model year 2 7 nbsp Cessna 175A Skylark at Rockcliffe Airport Ontario 2004Specifications Cessna 175C editData from Jane s All the World s Aircraft 1962 63 8 General characteristicsCrew 1 Capacity 3 passengers Length 26 ft 6 in 8 08 m Wingspan 36 ft 2 in 11 02 m Height 8 ft 11 in 2 72 m Wing area 175 sq ft 16 3 m2 Aspect ratio 7 52 1 Airfoil NACA 2412 Empty weight 1 410 lb 640 kg Max takeoff weight 2 450 lb 1 111 kg Fuel capacity 52 US gal 43 imp gal 200 L Powerplant 1 Continental GO 300 E air cooled flat six engine 175 hp 130 kW Performance Maximum speed 150 mph 240 km h 130 kn at sea level Cruise speed 104 mph 167 km h 90 kn economy cruise Stall speed 55 mph 89 km h 48 kn flaps extended Range 720 mi 1 160 km 630 nmi at economy cruise no reserves Service ceiling 17 800 ft 5 400 m Rate of climb 950 ft min 4 8 m s Take off run to 50 ft 15 m 1 205 ft 367 m Landing distance from 50 ft 15 m 1 200 ft 370 m See also editRelated development Cessna 172 Cessna 182 SkylaneReferences edit Model 172 amp 175 Series Parts Catalog 1956 1962 January 22 1995 Cessna Aircraft Company Wichita Kansas USA a b c d e f g Federal Aviation Administration May 2007 TYPE CERTIFICATE DATA SHEET NO 3A17 Revision 46 PDF Archived from the original PDF on June 8 2011 Retrieved March 15 2010 a b Perdue Scott January 28 2016 A Lark That Won t Quit Plane amp Pilot Retrieved August 19 2022 Christy Joe Engines for Homebuilt Aircraft amp Ultralights pages 60 63 TAB Books 1983 ISBN 0 8306 2347 7 Of the 1382 Cessna 175 s listed in the FAA s civil aircraft database 1226 89 list a GO 300 series engine as of January 2011 New Cessna Anniversary Models Skylark Skyhawk 172 and 150 Advert Flying Vol 69 no 6 December 1961 p 14 Clarke Bill The Cessna 172 First Edition pages 31 97 TAB Books 1987 ISBN 0 8306 0912 1 Taylor 1962 pp 193 194 Taylor John W R ed 1962 Jane s All the World s Aircraft 1962 63 Sampson Low Marston amp Company Ltd External links edit nbsp Media related to Cessna 175 Skylark at Wikimedia Commons Retrieved from https en wikipedia org w index php title Cessna 175 Skylark amp oldid 1110780933, wikipedia, wiki, book, books, library,
