Cessna 175 Skylark
|Model 175 Skylark|
|Cessna 175A Skylark|
|Role||Light utility aircraft|
|Manufacturer||Cessna Aircraft Company|
|Developed from||Cessna 172|
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 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.
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 very similar in appearance to the 172 of the same vintage. The most noticeable difference is the distinctive bulge in the cowling of later series airplanes to accommodate the gearbox of the engine. Although externally identical to the 172, the 175 was built to a different type certificate, although most parts aft of the firewall are interchangeable. The 172XP and T-41B/C/D Mescalero share the 175 type certificate.
The GO-300 engine
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. 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 though almost 90% still retain the GO-300.
The GO-300's tainted reputation was largely undeserved, since its problems were the result of pilots who were unfamiliar with gear reduction engines simply not operating the engine as specified in the C-175 Pilot's Operating Handbook. Pilots unfamiliar with the engine often operated the engine at the low RPM settings (2300-2700) appropriate to direct-drive engines, while the 175's Operating Handbook called for cruising at 2900 RPM. The low RPM caused harmonic vibration in the reduction gear between the quill shaft (that turned the propeller) and crankshaft, and the low power resulted in low airspeeds that prevented the engine's air-cooling system from operating effectively . . . resulting in chronic reliability problems for engines not operated at the recommended power settings.
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.
- 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
- 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
- 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
- 175C Skylark
- Powered by the 175 hp (130 kW) Continental GO-300E, gross weight 2,450 lb (1,111 kg), certified 18 September 1961 Constant speed propeller standard. Base price $14,125
- 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 Cessna 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.
Specifications (Cessna 175A)
Data from FAA type certificate sheet
- Crew: one pilot
- Capacity: three passengers
- Length: 26 ft 6 in (8.08 m)
- Wingspan: 36 ft 0 in (10.97 m)
- Height: 8 ft 11 in (2.72 m)
- Wing area: 173 ft² (16.07 m²)
- Airfoil: NACA 2412
- Empty weight: 1,339 lb (607 kg)
- Loaded weight: 2,350 lb (2,450 seaplane) (1,066 kg (1,111 seaplane))
- Useful load: 1,011 lb (459 kg)
- Max. takeoff weight: 2,350 lb (1,066 kg)
- Powerplant: 1 × Continental GO-300C six cylinder engine, 175 hp (130 kW)
- Never exceed speed: 176 mph (283 km/h)
- Maximum speed: 148 mph (238 km/h)
- Range: 598 miles (962 km)
- Rate of climb: 850 ft/min (4.32 m/s)
- Wing loading: 13.58 lb/ft2 (66.32 kg/m2)
- Related development
- Model 172 & 175 Series Parts Catalog (1956-1962) January 22, 1995 Cessna Aircraft Company, Wichita Kansas USA
- Federal Aviation Administration (May 2007). "TYPE CERTIFICATE DATA SHEET NO. 3A17 Revision 46" (PDF). Retrieved 15 March 2010.
- Perdue, Scott. "A Lark That Won’t Quit".
- Christy, Joe: Engines for Homebuilt Aircraft & 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.
- Flying Magazine: 14. December 1961. Missing or empty
- Clarke, Bill: The Cessna 172 First Edition, pages 31–97. TAB Books, 1987. ISBN 0-8306-0912-1
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