Editing Cessna 172 (section)

=== Variants under 175 type certificate ===
As the [[Cessna 175 Skylark]] had gained a reputation for poor engine reliability, Cessna attempted to regain sales by [[rebranding]] the aircraft as a variant of the 172. Several later 172 variants, generally those with higher-than-standard engine power or gross weight, were built under the 175 type certificate although most did not use the unpopular [[Continental O-300|Continental GO-300-E]] engine from the 175.

;{{visible anchor|P172D Powermatic}}
The 175 Skylark was rebranded for the 1963 model year as the P172D Powermatic, continuing where the Skylark left off at 175C. It was powered by a {{convert|175|hp|kW|0|abbr=on}} Continental GO-300-E with a geared [[reduction drive]] powering a [[constant-speed propeller]], increasing cruise speed by {{convert|11|mi/h|km/h|0|abbr=on}} over the standard 172D. It differed from the 175C in that it had a cut-down rear fuselage with an "Omni-Vision" rear window and an increased horizontal stabilizer span. A deluxe version was marketed as the '''Skyhawk Powermatic''' with a slightly increased top speed.  Despite the rebranding, sales did not meet expectations, and the 175 type was discontinued for the civilian market after the 1963 model year.<ref name="Clarke" /><ref name="3A17" /><ref name="Phillips" />  65 were built, plus 3 by Reims as the '''FP172D'''.<ref name="Phillips" />

;{{visible anchor|R172E}}
[[File:Cessna T-41B Mescalero U.S. Army serial 67-15000.jpg|thumb|The first production R172E operating as a [[Cessna T-41 Mescalero|T-41B Mescalero]] with the US Army, {{Circa|1967}}]]
Although the 175 type was discontinued for the civilian market, Cessna continued to produce the aircraft for the [[United States Armed Forces]] as the [[Cessna T-41 Mescalero|T-41 Mescalero]]. Introduced in 1967, the R172E was built in T-41B, T-41C, and T-41D variants for the [[United States Army|US Army]], [[United States Air Force Academy|USAF Academy]], and [[United States military aid|US Military Aid Program]], respectively.<ref name="Krivinyi">Krivinyi, Nikolaus: ''World Military Aviation'', page 148. Arco Publishing Co, 1977. {{ISBN|0-668-04348-2}}</ref> As the T-41B, the R172E was powered by a fuel-injected {{convert|210|hp|kW|0|abbr=on}} [[Continental IO-360|Continental IO-360-D]] or -DE driving a constant-speed propeller, and featured a 28V electrical system, jettisonable doors, an openable right front window, a 6.00x6 nose wheel tire and military avionics, but no baggage door. The T-41C was similar to the T-41B, but had a 14V electrical system, a fixed-pitch propeller, civilian avionics, and no rear seats. The T-41D featured a 28V electrical system, four seats, corrosion-proofing, reinforced flaps and ailerons, a baggage door, and provisions for wing-mounted pylons. 255 T-41B, 45 T-41C, and 34 T-41D aircraft were built. While Cessna produced the R172E exclusively for military use, Reims built a civilian model as the '''FR172E Reims Rocket''', with 60 built for the 1968 model year.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172F}}
The R172F was similar to the R172E and was built in both T-41C and T-41D variants.  7 (T-41C) and 74 (T-41D) built, plus 85 by Reims as the '''FR172F Reims Rocket''' for the 1969 model year.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172G}}
The R172G was similar to the R172E/F, differing in that it was certified to be powered by a {{convert|210|hp|kW|0|abbr=on}} Continental IO-360-C, -D, -CB, or -DB engine.  28 (T-41D) built, plus 80 by Reims as the '''FR172G Reims Rocket''' for the 1970 model year.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172H}}
The R172H introduced the extended dorsal fillet of the 172L to the T-41D.  It was also certified to be powered by a {{convert|210|hp|kW|0|abbr=on}} Continental IO-360-C, -D, -H, -CB, -DB, or -HB engine.  163 (T-41D) built, plus 125 by Reims as the '''FR172H Reims Rocket''' for the 1971 and 1972 model years.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172J}}
Certified to be powered by a {{convert|210|hp|kW|0|abbr=on}} Continental IO-360-H or -HB engine.  Only one was built by Cessna, while Reims built 240 as the '''FR172J Reims Rocket''' for the 1973 through 1976 model years.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172K Hawk XP}}
[[File:CessnaR172KHawkXPC-GMNNonWiplineAmphibFloats.JPG|thumb|1977 Model R172K Hawk XP on Wipline amphibious floats]]
Following the success of the Reims Rocket in Europe, Cessna decided to once again produce the 175 type for the civilian market as the R172K Hawk XP, beginning with the 1977 model year.  It was powered by a derated {{convert|195|hp|kW|0|abbr=on}} Continental IO-360-K or -KB engine driving a [[McCauley Propeller Systems|McCauley]] constant-speed propeller and featured a new cowling with landing lights and an upgraded interior.  The '''Hawk XP II''' was also available with full IFR avionics.<ref name="3A17" /><ref name="Phillips" />  However, owners claimed that the increased performance of the "XP" did not compensate for its increased purchase price and the higher operating costs associated with the larger engine. The aircraft was well accepted for use on floats, however, as the standard 172 is not a strong floatplane, even with only two people on board, while the XP's extra power improves water takeoff performance dramatically.<ref name="Clarke" />  1 (1973 prototype), 725 (1977), 205 (1978), 270 (1979), 200 (1980), and 55 (1981) built, plus 85 (30 in 1977, 55 in 1978–81) by Reims as the '''FR172K Reims Rocket''' for the 1977 through 1981 model years.<ref name="Phillips" /><ref>{{Cite web |title=Type Certificate Data Sheet No. A18EU |url=https://drs.faa.gov/browse/excelExternalWindow/F4549A86B5DBF2B5862583EE00729CEC.0001?modalOpened=true |access-date=June 10, 2024 |website=[[Federal Aviation Administration]]}}</ref>

;{{visible anchor|172RG Cutlass RG}}
[[File:Reims F172RG Cutlass RG II CS-DAG Aeroplano low pass.jpg|thumb|Cessna 172RG Cutlass RG with landing gear retracted]]
Cessna introduced a [[retractable landing gear]] version of the 172 in 1980, designating it as the '''172RG''' and marketing it as the '''Cutlass RG'''.<ref name=P&P_172RG/><ref name=AVWeb_172RG/>

The Cutlass RG sold for about US$19,000 more than the standard 172 and featured a variable-pitch, constant-speed propeller and a more powerful [[Lycoming O-360|Lycoming O-360-F1A6]] engine of {{convert|180|hp}}, giving it an optimal cruise speed of 140 knots (260&nbsp;km/h), compared to {{convert|122|kn|km/h}} for the contemporary {{convert|160|hp}} 172N or 172P.<ref name="Clarke"/> It also had more fuel capacity than a standard Skyhawk, {{convert|62|gal}} versus {{convert|53|gal}}, giving it greater range and endurance.<ref name=AOPA_172RG>{{cite web|url=https://youcanfly.aopa.org/flying-clubs/flying-club-newsletter/2019/october/20/aircraft-spotlight|title=Aircraft Spotlight: Pulling the Gear Up on a Cessna 172RG Cutlass  |last=Schapiro |first=Steve |date=October 20, 2019|website=aopa.org|publisher=[[Aircraft Owners and Pilots Association]]|access-date=June 7, 2024}}</ref> 

The 172RG first flew on August 24, 1976.<ref>{{harvnb|Simpson|1991| p= 99}}</ref> It was the lowest-priced four-seat retractable-gear airplane on the U.S. market when it was introduced.<ref name=P&P_172RG>{{cite web|url=https://www.planeandpilotmag.com/article/cessna-cutlass-rg/|title=Cessna Cutlass RG  |date=February 6, 2019|website=planeandpilotmag.com|access-date=June 7, 2024}}</ref> Although the general aviation aircraft market was contracting at the time, the RG proved popular as an inexpensive flight-school trainer for complex aircraft and commercial pilot ratings under [[Pilot certification in the United States|U.S. pilot certification rules]], which required demonstrating proficiency in an aircraft with retractable landing gear.<ref name=AVWeb_172RG>{{cite web|url=https://www.avweb.com/features/cessna-172rg-cutlass-rg/|title=Cessna 172RG Cutlass RG  |date=May 31, 2019|website=avweb.com|publisher=AVWeb|access-date=June 7, 2024}}</ref>

The 172RG uses the same basic landing gear as the heavier [[Cessna_182_Skylane#Special_versions|R182 Skylane RG]], which Cessna touted as a benefit, saying it was a proven design;<ref name=P&P_172RG/> however, owners have found the landing gear to have higher maintenance requirements than comparable systems from other manufacturers, with several parts prone to rapid wear or cracking.<ref name=AVWeb_172RG/> Compared to a standard 172, the 172RG is easier to load with its [[center of gravity of an aircraft|center of gravity]] too far aft,<ref name=AVWeb_172RG/> which adversely affects the aircraft's [[longitudinal stability]].

While numbered and marketed as a 172, the 172RG was certified on the [[Cessna 175]] type certificate.<ref name="3A17">{{cite web |last=[[Federal Aviation Administration]] |date=March 2003 |title=Type Certificate Data Sheet No. 3A17 |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/eb424056528d21d8862572de0072869f/$FILE/3A17.pdf |url-status=dead |archive-url=https://web.archive.org/web/20110608055447/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/eb424056528d21d8862572de0072869f/$FILE/3A17.pdf |archive-date=2011-06-08 |access-date=2024-06-06}}</ref> No significant design updates were made to the 172RG during its five-year model run.<ref name=AVWeb_172RG/> 1,191 were produced.<ref>{{harvnb|Simpson|1991| p= 99}}</ref>

Although it is slower and has less passenger and cargo capacity than popular competing single-engine retractable-gear aircraft such as the [[Beechcraft Bonanza]], the Cutlass RG is praised by owners for its relatively low operating costs, robust and reliable engine, and docile flying qualities comparable to the standard 172, although it has higher landing gear maintenance and insurance costs than a fixed-gear 172.<ref name=AVWeb_172RG/><ref name=AOPA_172RG/>