Cessna

33kts dirty

38kts clean

There are many different Cessna aircraft. Wings go from about 30 to 70 feet. You need to rewrite with a model number for an exact answer.

you can purchase them from chief aircraft parts online

Aircraft have many antennas. Depending on what radio and navigation equipment the aircraft is equipped with a cessna 172 will have 2 or 3 antennas on top of the fuselage between the wings and/or aft of the cabin. Frequently 172's are equipped with a wire antenna stretched from a point between the wings to the top of the horizontal stabilizer. It is also common for small aircraft such as the 172 to have 2 or 3 antennas on the bottom of the aircraft.

the cont 0-200 has a better fuel consumption rate. Check with your IA and he can tell you if that particular combination is an approved installation It is an approved installation; an Airframe and Powerplant shop files a Supplemental Type Certificate, the FAA signs off on it (the O-235 was used in the Cessna 152 so there's no real problem with the conversion) and the mechanic inserts the new engine in your classic airplane. One quick note: Lycoming is not shy about pricing its parts.

in the 1900's

'bout 30 Litres/hour (8 gallons)

it realy depends on what u want to know im a young piolot age 10 if its cessna 150 its two seats side by side and i think that is what cessna mainly does is side by side it has a wheel not a stick

9,145 m (30,000 ft)

Twin engine aircraft do not have counter-rotating engines. While this would make sense from an aerodynamic engineering point of view, it would greatly increase the complexity of the aircraft, having to design and produce two completely different engines for one aircraft.

The engines do not run in synch per se, but once at cruise speed and altitude, the pilot will make minor adjustments to reduce any excessive wave-harmonic vibrations.

Both the props in a Cessna 310 turn the same way--so the plane's got a critical engine.

1900

80 knots or about 112 mph i fly one

Airplanes are not life limited, but i think a Cessna 172 need's an airframe overhaul every 100,000 flight hours.

This is rather confusing; every plane under goes stresses as part of it's take off and landing and it's flight.

Every plane has a flight envelope, which if you go beyond will likely overstress the airframe and possibly cause it to break apart.

The more a plane is used the more these stresses add up and the more likely bad things are to happen. For example: Forest fighters use planes that are no longer in the Air Force inventory because of their age. Some years ago one of those planes (a C-130) lost its entire port wing in level flight while dumping it's load over a fire.

Eventually the maintenance required for a plane to remain airborne will exceed the plane's worth to it's owner. Especially if you can't find the parts for it anymore.

Cessna is an aircraft manufacturer based in Kansas. They make business jets, single-engine turboprops and high-wing piston single-engine airplanes, and they used to make twin-engine piston aircraft. Clyde Cessna preferred to design his aircraft with a high wing above the cockpit. Cessna aircraft usually have this feature.

The P has a more reliable engine, the Lycoming O-320-D2J.

The maximum range for the flaps was reduced from 40 degrees to 30 degrees in order to reduce weight and allow a 100 lb increase in carrying capacity.

Single engine aircraft to Cessna's Citations range from $111,500 to $27 million new.

The C182 hardly has dihedral, if any. Dihedral is when the wing is kind of a "V" shape. This picture is self explanatory: http://www.littletoyairplanes.com/theoryofflight/images/whyplanesfly/fullsize/10dihedral.jpg

A new Citation X is just under 22 million.

The Cessna 205/206/207 differs from the 172/182 in several ways. It is bigger, heavier, and more powerful for a start.

Without going into all the specific details, you can put it this way. If the Cessna 172/182 is the sedan of the sky, then the Cessna 205/206/207 is the SUV of the sky.

The most important difference for a pilot is that the 300 hp powerplant and constant speed prop of the 205-series will require the pilot to hold the high-performance and complex aircraft endorsements. The 172 has a smaller engine and a fixed prop, so these endorsements are not required for it.

It is not practical to use "MPG" (miles per gallon) for an aircraft due to a lot of factors that make fuel use extremely variable, like how many times and how far a plane climbs or descends, gross weight of the aircraft, altitude it cruises at, weather conditions, etc - all these factors have more impact on an aircraft than on a car. A more practical value for flight planning is "GPH" (gallons per hour). A pilot's operating handbook (POH -- the plane's user manual) always includes performance tables showing expected fuel intake at specific altitudes and power settings for a desired speed, and this is used by the pilot to compute the required amount of fuel for a specific flight leg. Normally, the pilot must account for the expected wind, air pressure and temperature, altitude, and loading of the aircraft to make this computation. But as a crude estimate, a light, 4-seat single-engine aircraft equipped with a 150 HP engine, like a Cessna 172 or a Piper Cherokee, will use between 8 and 10 gallons of fuel per hour in cruise, for a true air speed of 100-110 knots. This gives us ~15 MPG. Some better-performing aircrafts, like the Mooney M20, are able to reach 20 MPG in cruise because of their higher speed for the same engine. Of course, as the plane gets more powerful, the fuel economy plummets. Each engine of an early Piper Apache (a small twin-engine aircraft, 4000 lbs gross takeoff weight) guzzle about 12 GPH, for a cruise speed of 150 knots; this comes to a dismal 7 MPG in cruise.

It's a twin turbine low wing executive aircraft. It carries 14 passengers at about 265 mph.

The empty weight of a Cessna 150 is 1,111 lb (504 kg) the maximum takeoff weight is 1,600 lb (730 kg).

the Cessna 406 can travel up to the speed of 455 km/h (283 mph)

There is no one answer. It depends on the year of manufacture and the equipment. The new equipment in a new 172 can cost more than a whole airplane built in 1956. A good '56 model 172 can sell for somewhere between $25,000 to $40,000. The newer ones aren't worth the money to buy. They still fly too slow to justify the costs. I believe that the latest 172 sell for about $200,000. Good grief! The old ones cruise just as fast and are just as much fun to fly (slow). Get a good used Mooney for about $45,000 to $65,000 and go 40 mph faster!