Top 47 How Much Does A G1000 Cost Trust The Answer

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The G1000 NXi upgrade for these aircraft is available for a list price of $28,995 from Garmin Authorized Dealers (installation and hardware charges may apply), which includes the avionics system software and STC Letter of Authorization (LOA) from Textron Aviation for list price of $4,000.G1000 Upgrade

While an average base install of a Garmin G1000 in a King Air costs around $375,000, it adds an average value increase to your aircraft of around $300,000.You may ask, how much is a new Cessna 172 today? The Skyhawk goes out the door with pricing (from 2018) in the range from $369,000 to $438,000, depending on options—like the Garmin G1000 NXi.

Contents

How much is it to put a G1000 in?

G1000 Upgrade

While an average base install of a Garmin G1000 in a King Air costs around $375,000, it adds an average value increase to your aircraft of around $300,000.

How much does a c172 G1000 cost?

You may ask, how much is a new Cessna 172 today? The Skyhawk goes out the door with pricing (from 2018) in the range from $369,000 to $438,000, depending on options—like the Garmin G1000 NXi.

How much is a G1000 NXi?

Powered by faster dual-core processors, G1000 NXi offers brighter high-resolution displays with wireless connectivity features, HSI mapping, autopilot-coupled visual approaches, SurfaceWatch™ runway monitoring and much more. $54,990.00/ea.

How much does it cost to upgrade to a glass cockpit?

An STC that covers a glass cockpit upgrade can easily cost the applicant over $100k, and up to $250k in some cases.

How much does a Garmin G500 cost?

Pricing

	List Price	Your Price
G500 to 10.6″ TXi*	$10,995	$7,989
G600 to 10.6″ TXi*	$15,630	$11,889

Can G1000 be upgraded to NXi?

Better still, if you’re already flying with the original G1000 system, we make it easy and affordable to upgrade your flight deck to the new G1000 NXi configuration. It’s a virtual “plug-and-play” swapout for your current displays. Downtime is minimal. And the benefits are significant.

How many Cessna 172 crashed?

The world’s most popular airplane, not surprisingly, has a great safety record. Safety and simplicity sell. In its latest safety review, the AOPA Air Safety Foundation looked at all the Cessna 172 accidents that occurred from 1982 through 1988 — more than 1,600 of them.

Can a sport pilot fly a Cessna 172?

No, the Cessna 150, 152, and 172 does not meet the definition of light-sport aircraft. All of these airplanes are over the maximum weight allowed for someone with only a sport pilot license to fly.

How much does a Boeing 747 cost?

COST. Today, the newest model of the 747, the 747-8, is on sale from Boeing for $386.8 million US. But if you are interested in buying a second hand 747-200, prices vary widely.

What planes use Garmin G1000?

The Garmin G1000 is generally certified on new general aviation aircraft, including Beechcraft, Cessna, Diamond, Cirrus, Mooney, Piper, Quest (the Quest Kodiak), and Tiger. In late 2005, Garmin first announced in the G1000 in the Columbia Aircraft Model 400, later sold to Cessna.

How much does it cost to upgrade G1000 to WAAS?

Cessnas Service Bulletin SB07-34-07 lists the GPS/WAAS modification kit for upgrade at $18,295 for single-engine G1000 models. Manpower is listed at approximately 11.5 hours.

When did the Garmin G1000 come out?

The Garmin G1000 first entered the market in June of 2004, where it was delivered in a Diamond DA40.

Why are Garmin avionics so expensive?

The hardware is expensive! avionics generally require a greater level of precision than your iPhone GPS and 3 axis sensors. Most modern AHRS use micro-mechanical internals, magnetometers and other complex (read costly) units. These units need to maintain precision at all times.

Can I install my own avionics?

I know in the FAA world an A&P’s privilege includes avionics, because avionics is “airframe”. In reality most avionics work in the US is done by 145 shops but that’s because it is easy to get a 145 over there. So the aircraft owner can do the work and if his A&P is happy, everybody is happy and it is 100% legal.

How long does a Cessna 172 last?

That’s why Cessna’s Special Inspection Documents now put a life limit on the Cessna 172 airframe (and a few other single-engine models, as well) of 30,000 hours.

How much does it cost to upgrade avionics?

Price to upgrade G1000 to NXi in the King Air is about $53,000 plus installation, while a from-scratch install will cost an estimated $350,000 to $450,000.

Why are avionics so expensive?

Basically, the development and certification costs are high and the production volume is low. So each unit that is sold has to pay for a substantial part of the development costs.

How long does a Cessna 172 last?

That’s why Cessna’s Special Inspection Documents now put a life limit on the Cessna 172 airframe (and a few other single-engine models, as well) of 30,000 hours.

How much is a Garmin G3X?

The G3X Touch flight display is approved for installation in nearly 500 single-engine piston aircraft and can be purchased through the Garmin Authorized Dealer network starting at a list price of $7,995 for a single 7-inch display and $9,995 for a 10.6-inch display.

GARMIN Costs Detailed | How much to upgrade the avionics panel in PA-28-181 Archer

Retrofit G1000 NXi Availability Expanded | Garmin Blog

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Avionics Maintenance Costs

Traditional Upgrade

G1000 Upgrade

Upgrade or Maintain

Experience Matters

About the Author

Contact

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The Hidden Costs of Maintaining Outdated Aircraft Avionics

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Modest Beginnings For A Classic

Metal Still Controversial

New Cessna Skyhawks

Flying the Cessna Skyhawk

So Still Relevant

Cessna 172: Still Relevant Today? - FLYING Magazine — Cessna 172: Still Relevant Today? – FLYING Magazine

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TEXTRON AVIATION PRODUCTS

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G1000NXI

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Retrofit G1000 NXi Availability Expanded

Retrofit G1000 NXi Availability Expanded

We are excited to announce the addition of five aircraft eligible for G1000 NXi integrated flight deck upgrade. These aircraft currently equipped with a WAAS G1000 integrated flight deck include the Cessna 172/182/206 and Beechcraft Bonanza and Baron. The G1000 NXi includes a wealth of features and capabilities such as wireless connectivity, SurfaceWatch, map overlay within the HSI and more. Aircraft owners and operators can easily upgrade from the G1000 to the modern, state-of-the-art G1000 NXi with minimal aircraft downtime and installation.

“Based on the success of the G1000 NXi upgrade programs that are available today, we’re excited to deliver this upgrade to thousands of additional aircraft owners and operators,” said Carl Wolf, vice president of aviation sales and marketing. “With the G1000 NXi, customers experience faster performance and find tremendous value in new features like wireless cockpit connectivity, visual approach guidance, SurfaceWatch, map HSI and more, all of which make this upgrade an absolute must-have in every aircraft.”

Aircraft that currently have a WAAS G1000 integrated flight deck that are now eligible for the G1000 NXi upgrade are as follows:

Cessna 172 R/S

Cessna 182T

Cessna 206H

Beechcraft Bonanza G36

Beechcraft Baron G58

As part of the G1000 NXi upgrade for these aircraft, Flight Stream 510 and Connext technology enables Database Concierge, the wireless transfer of aviation databases from the Garmin Pilot app on a mobile device to the G1000 NXi integrated flight deck. Additional features enabled by the Flight Stream 510 include two-way flight plan transfer, the sharing of traffic, weather1, GPS information, back-up attitude information and more, among the G1000 NXi and the Garmin Pilot, FltPlan Go and ForeFlight Mobile applications. The G1000 NXi also includes geographical map overlay within the horizontal situation indicator (HSI), visual approach guidance and more.

The G1000 NXi supports the display of various Automatic Dependent Surveillance-Broadcast (ADS-B) In benefits, including traffic and subscription-free Flight Information Service-Broadcast (FIS-B) weather1. Other standard features include SurfaceWatch runway monitoring technology, which provides visual and aural cues to help prevent pilots from taking off or landing on a taxiway, on a runway that is too short, or on the wrong runway based on performance data entered during preflight. Visual and audible runway distance remaining annunciations are also available via SurfaceWatch. Additional features that are available as standard include animated NEXRAD weather radar imagery1, Vertical Situation Display (VSD), IFR enroute charts, VFR sectionals and Visual Reporting Points (VRPs).

Modernized displays offer improved readability, while state-of-the-art dual-core processors provide smoother panning throughout the displays and faster map rendering. Because the flight displays initialize in seconds, pilots have immediate access to frequencies, flight plan data and more, saving valuable time in the cockpit. The G1000 NXi integrated flight deck also incorporates contemporary animations and new LED back-lighting, offering increased display brightness and clarity, reduced power consumption and improved dimming performance.

Aircraft owners and operators can easily upgrade to the G1000 NXi with little aircraft down time and disruption of the panel because the displays preserve the same footprint and connectors, so panel and wiring modifications are minimized. Garmin is currently taking orders for the G1000 NXi upgrade in the Cessna 172/182/206, Beechcraft Bonanza and Baron and expects deliveries to begin in July. The G1000 NXi upgrade for these aircraft is available for a list price of $28,995 from Garmin Authorized Dealers (installation and hardware charges may apply), which includes the avionics system software and STC Letter of Authorization (LOA) from Textron Aviation for list price of $4,000. The upgraded components of the G1000 NXi also come with a two-year warranty, which is supported by our award-winning aviation support team. For additional information regarding the G1000 NXi upgrade, visit: www.garmin.com/aviation or contact a Garmin Authorized Dealer.

1.Compatible datalink required.

The Hidden Costs of Maintaining Outdated Aircraft Avionics

By Bill Forbes – Director of Avionics Sales for Elliott Aviation

When budgeting for updating your avionics, it’s important to consider some of the hidden costs of maintaining outdated avionics, specifically old CRT (tube) EFIS displays. CRT display manufacturing is becoming obsolete and will inevitably become non-existent. This means that the pricing for these units will increase substantially, and the availability will continually decrease. Let’s take King Airs as an example.

Avionics Maintenance Costs

By current market pricing, typical yearly costs just to maintain a Collins Pro Line 2 equipped King Air is about $20,000 per year. If you plan on keeping the aircraft for another five years under current market conditions and a traditional ADS-B mandate solution for about $75,000, you would be paying about $175,000 just to continue to maintain your current avionics package.

Traditional Upgrade

If you want to make additions to a Pro Line 2 avionics system, a WAAS/LPV upgrade would cost about $95,000, and RVSM would cost another $83,000. Combined with maintaining current avionics and ADS-B compliance, the total cost for five years of ownership with traditional upgrades will cost around $353,000. Not only are these costs high, but these upgrades do not add value to your aircraft.

G1000 Upgrade

While an average base install of a Garmin G1000 in a King Air costs around $375,000, it adds an average value increase to your aircraft of around $300,000. In addition, it includes all of your upgrades like WAAS/LPV, ADS-B, RVSM and is safer, lighter, more reliable, and can be completed in just 15 days.

Upgrade or Maintain

While some operators may choose to maintain their current avionics system, older avionics are becoming obsolete and will continue to increase in price and be less reliable. Your avionics system is critical to the operation and safety of your aircraft. An upgraded avionics system will ensure you are getting the most out of your aircraft.

Want to know more about our avionics solutions? You can find out more about the following here:

•G1000

•G5000

•Aftermarket Avionics

Experience Matters

At Elliott Aviation, we have installed more Garmin G1000, Garmin G1000 NXi, and Garmin G5000 systems than any other dealer. We are the leaders in turbine avionics retrofits, having installed more than 400 systems for customers worldwide. Systems like the Garmin G1000 NXi and the G5000 eliminate the need for unnecessary downtime and high replacement parts from outdated avionics systems. We provide avionics familiarization with our in-house demo units for all of our Garmin G1000 NXi and G5000 customers, so you are familiar with the system upon check out. We offer industry-leading turn times, three weeks for standalone Garmin G1000 NXi in the King Air and four weeks for the Garmin G5000 in the Citation Excel and XLS. When looking for a solution for your next upgrade, Elliott Aviation is the industry leader.

About the Author

Bill Forbes is an Avionics Sales Manager for Elliott Aviation. Bill has been with Elliott since 2018. He started his career in aviation as a crew chief in the Air Force in 1985. He has been associated with Beechcraft Aircraft and Service Centers since 1996. He has been involved in avionics sales and management since 2003 and has been involved in several STC projects with Collins, Honeywell, and Garmin before joining Elliott Aviation. You can reach him at [email protected].

Cessna 172: Still Relevant Today?

More than 72 years have passed since the Cessna 172 first appeared on engineering drawing boards in Kansas, and the airplane still figures into the training plan for many pilots who learn to fly around the world. While the powerplant options continue to evolve, with the JT-A burning Jet-A, and an electric-powered version in the works, the Skyhawk flies on floating the same planform across the sky as it did in the 1950s.

Thirty-five years ago the running joke about the Cessna 172 was that pilot reports on the latest model could be cribbed from the previous year’s article with updated references to the new paint scheme and fabric options. For many years, it wasn’t far from the truth. It wasn’t that Cessna was resting on its laurels, though it could be excused if it were — even back in the 1960s, the 172 was the undisputed king of light aircraft. It achieved its popularity through an unbeatable formula. It was an affordable, economical, utilitarian, safe and easy-flying airplane that could fill a variety of roles.

The Cessna 172 was arguably the most elegant compromise in the history of aviation. It might not have been the best airplane at doing any one thing, but it was clearly the best at giving its owners a satisfying taste of everything they wanted in a personal airplane. For many of those owners, the 172 was the airplane of a lifetime. Why not? It was and is a great, fun flyer; a good-short-haul, modest-payload cross-country machine; a wonderful trainer and a solid IFR platform.

For other owners, the 172 served as a steppingstone. After getting their feet wet with what was often the first airplane of their own, buyers would often move up to something bigger, faster and more capable. For decades that natural step-up airplane was another Cessna product, the 182 Skylane. Others moved beyond that to higher-performance models; there was even a retractable version of the 172, which was a popular choice with flight schools to serve as a complex trainer.

Today, the Cessna 172 stands as the most popular airplane ever, with around 43,000 produced, according to Cessna’s numbers, including variants. And 55 years down the line it’s still adding to that total. While the price tag of a new 172 puts it in a different league than its early predecessors’, the things that made the 172 an attractive model to begin with are all still there, and then some.

The 2012 model added some nice standard and optional touches, including available enhanced vision and ADS-B (automatic dependent surveillance – broadcast) upgradable traffic, along with new styling and lighting options. The 180 hp 172S, referred to by Cessna as the 172-SP, goes for $307,500; the 160 hp 172R sells for $274,900.

Newer models still aren’t cheap. You may ask, how much is a new Cessna 172 today? The Skyhawk goes out the door with pricing (from 2018) in the range from $369,000 to $438,000, depending on options—like the Garmin G1000 NXi. Then again, these airplanes, despite their rivets shining in the sun, are thoroughly modern, highly evolved examples of the four-seat, entry-level general aviation airplane.

Modest Beginnings For A Classic

When one thinks of an archetypal product, one that captures the essence of its market and demonstrates that with unprecedented sales success, it’s natural to assume that the product was the result of a flash of inspiration.

The opposite is true for the Cessna Skyhawk. The airplane is the very essence of derivation. It sprang from the taildragger four-seat 170, which was developed from the two-seat 140, which, as far as I know, was a new design — a new design that came about in 1946, that is.

The introduction of the Cessna 172 was controversial in a way that might be hard to understand today. The 170 was a much-loved airplane, and the switch to tricycle gear was seen by some as a betrayal of a tradition — around the same time, Cessna also discontinued the taildragger 140 in favor of the all-metal tricycle gear 150.

It was a gamble for Cessna, ending production of popular, proven designs, but it was a gamble that paid off. The company’s new consumer airplanes, the 172 and 182, were tricycle gear designs that had long lives and prodigious production numbers while boasting two of the best safety records in light GA. Their production numbers speak for how well that equation worked for the flying public.

Are the new models better engineered? Look no further than the seats. Good to 26 Gs and comfy to boot, they rival the seats in Cessna’s bizjets. Isabel Goyer

Metal: Still Controversial?

It’s interesting that Cessna’s choice of using sheet-metal construction on its airplanes was controversial from the company’s first use of the material in the late 1930s, as it is today around 80 years later.At the time that the 172 was launched, traditionalists were critical of Cessna’s move away from fabric-covered welded steel construction, the classic “tube-and-rag” design, and some of their concerns, including metal’s susceptibility to corrosion and its more difficult reparability, has some basis in fact. Still, if ever there has been a case of a design choice being validated by the marketplace, such is the case with Cessna’s decisions to go with sheet metal and tricycle gear.

Today, of course, Cessna still faces criticism of its choice to continue with all-metal construction on its piston singles in lieu of switching to a carbon fiber design.

There are good arguments to be made for both sides of the materials coin, so good that Cessna, you might remember, was developing its own composite design, code-named the NGP for Next Generation Piston, which was to be a family of composite airplanes that included a 172 replacement. The work progressed to the point that the company actually flew a prototype into Oshkosh in 2006. Shortly after the introduction of the concept airplane, Cessna went quiet on the subject. In 2007 it purchased the assets of Columbia Aircraft and started producing the Columbia 350 and 400, later renamed the Corvalis and Corvalis TT. Cessna never made a formal announcement that it was discontinuing its NGP development, but it did in fact abandon the project at some point.

Cessna also briefly explored whether its light-sport aircraft entrant would be a composite design. It settled on an all-metal model, which became the Skycatcher. To date, the Corvalis TTX is the only composite aircraft from Cessna. Jodi Noah, who was vice president in charge of propeller airplanes at Cessna, did suggest at a press conference at Cessna’s headquarters that year that the company was leaving no design options for its single-engine airplanes off the table. Noah gave no indication, however, that this statement was anything more than the company’s philosophical position on materials. I’d be surprised to see the Skyhawk go away any time soon.

For many the choice of metal still makes a lot of sense. The costs and processes are well known for Cessna; the tooling is paid for; its workers are trained. The costs of designing and developing composite versions of its singles, even if they could be made to match the well-known and time-tested capabilities of Cessna’s current singles, would be difficult for the company to recoup.

On the consumer side, metal has many advantages. Repairs are easy, inspections are routine, and the material conducts electricity, so it requires no special materials to make components lightning-strike tolerant, as composite airplanes do.

This 172 boasts Garmin G1000 avionics. With maps, charts, traffic, terrain, weather and more, that’s a lot of capability for an entry-level airplane. Isabel Goyer

New Cessna Skyhawks

It’s well known that Cessna took its piston singles out of production for a decade starting in the mid-1980s at the height of another epic sales downturn. Along with the 172, the company also shelved the 182, 206, 210 and 185 around the same time period. When Cessna resumed production in the mid-1990s, it relaunched production of just three of the previous designs, the Skyhawk, Skylane and Stationair.

You might remember that Cessna took a lot of heat at the time (though not from us) for reintroducing three legacy airframes instead of starting from scratch with all-new models. One of the criticisms was that the new airplanes were no better than the old ones. It wasn’t true.

While the performance and capabilities of the new Skyhawk were substantially similar to those of the airplane that Cessna shelved in 1986, there were improvements everywhere you looked. The airframe was better corrosion-proofed, weak points had been beefed up, the glass was better, the paint was more durable, the lighting — both inside and out — was improved, and the panel was redesigned.

Very significantly, Cessna completely re-engineered the interior. Old Skyhawks were notorious for having shabby interiors, with plastic panels separating, paint fading and fabric wearing out, even after relatively few years in the field. New 172s boasted better-looking interiors, which added to the value of the airplane at both ends of the sales equation, when customers took delivery and when they went to sell the airplane.

The engine of choice early on in the Cessna 172 — “Skyhawk,” by the way, was used early on, though not consistently, to describe a premium model; today, it’s simply a well-known nickname — was a smooth-running Continental opposed six-cylinder O-300 model. By the late 1960s Cessna had swapped out the six-banger for a four-cylinder Lycoming O-320. Remarkably, the standard 172 didn’t get a fuel-injected engine until the company reintroduced the model in 1996. Newer Skyhawks, both the 160-hp R model and the 180-hp S model, feature fuel-injected engines.

Another significant improvement is the quality of the seats, seat tracks and restraints. The seats on older 172s feel minimal, and they are, and not in a good way. The new seats are extremely strong, solid feeling, nicely adjustable and durable. The seat belts attach with a single snap and feature built-in AmSafe Airbags.

Avionics today are a huge improvement over earlier 172s too. Standard today is the Garmin G1000 suite, and the 172S has as standard the GFC 700 dual-digital autopilot. We’ve gotten jaded about flat-panel avionics in light airplanes, but it’s important to get some perspective on the 172, an airplane that started out as a bare-bones VFR flyer. Today, the stripped down model lacks only the three-axis digital autopilot, and standard features include moving map, TIS traffic, electronic engine gauges and much more. Options include synthetic vision, EVS and the Garmin GTS 800 ADS-B upgradable active traffic advisory system.

Omni-Vision lives. The high wing and generous glass give good visibility for sightseeing and ground reference maneuvers alike. Isabel Goyer

Flying the Cessna Skyhawk

I wonder how many Flying readers have flown a Cessna 172 of some variety. I’m guessing the percentage is very high. Many of our readers doubtless learned to fly in a 172. I had a few hours in one while doing my private pilot training, because the chief instructor, Si Campbell, a former Air Force instructor and L-19 Forward Air Controller in Vietnam, felt it was important for students like me who were training primarily in the Piper Warrior to get a few hours in a high-wing airplane. That way, he explained, when you got your ticket and chanced to fly a high-wing model once you had your certificate, you wouldn’t be surprised by the differences. I’m not sure how much benefit I got from the experience, but it was fun, which might have been Si’s intention all along.

My first impression of the 172 was not far from my current impression. The harmony of the flight controls is just about perfect. How Cessna created such a stable and light platform still astounds me. If you want to teach a student about how trim works, the 172 is a great platform. If you want to teach crosswind landings, the 172 is a great platform. If you want to teach ground reference maneuvers … you get the idea.

The silky-smooth flying manners of the type help explain why the airplane, despite its rising price, remains such a popular trainer. It was thought that the Skycatcher or one of its LSA rivals might make the Skyhawk obsolete, but it hasn’t happened. Despite the cost, it remains in demand for flight training here and abroad. At a Cessna Pilot Center event at which I spoke, another speaker referred to the 172 as the best trainer in the world and got a huge ovation from the roughly 300 Cessna instructors in the crowd. They were almost evangelical about the Skyhawk, and it’s not hard to see why. It’s solid, reliable, durable and predictable. It can handle stiff winds, take a little abuse in the touch-and-go circuit, carry two considerable souls aboard with full fuel under almost any conditions and do it with style. And today’s Skyhawks have flat-panel avionics, luxurious interiors and pretty paint jobs. It’s hard to overestimate the value of that kind of platform to a flight school.

Their payload capability is decent too. You can fly with two big guys with full fuel or three big guys with some fuel left off. Try that in a Skycatcher. Skyhawks climb pretty well too, about 700 fpm at sea level at max weight. These two things, payload and climbing ability, are a huge differentiator between the 172 and most two-seat trainers. They are, indeed, the two biggest reasons named by flight schools that choose to pay a premium to operate 172s instead of smaller airplanes.

I’ve flown dozens of 172s of various vintages over the years, but the one I remember best was an old, beat-up article that I could rent for cheap from the local flight school in the desert. It was in sad shape, with faded, chipping brown-and-orange paint, cracked plastic interior pieces, gaping holes in the panel and threadbare seats. My lasting memory of it, however, is just how great it flew. It was the fastest 150 hp 172 I’ve ever flown. When I shared that impression with the flight school’s proprietor, she simply agreed and then shared a secret with me. The airplane, which she’d taken in trade the year before, was creeping up on 12,000 hours. It looked it but didn’t fly like it.

The new model is different in a hundred ways from that early 1970s-era airplane, except that it too flies like a Skyhawk.

Skyhawks aren’t fast. The SP in the model designation probably doesn’t stand for “speedy.” It’s a 125-knot airplane. And its range, at around 600 nm with reserves, is nothing to write home about either. Then again, for a lot of popular trips, say Wichita, Kansas, to Kansas City, Missouri, which at around 200 statute miles is a 3½-hour drive, is little more than 1½ hours in a Skyhawk. In general, a 172 cuts the drive time in half, and in some places where traffic is a big factor, like Atlanta or Los Angeles, for instance, the airplane makes even more sense. It’s not that the typical Skyhawk customer buys it for cross-country travel, but it is a surprisingly workable machine for shorter trips.

In a number of Flying feature articles over the past decades, Richard Collins analyzed the safety record of the Skyhawk and found it to be the safest single, with a fatal accident rate nearly three times better than the GA average. The things that make a Skyhawk safe — its slow landing speed thanks to its generous and well-designed flaps, its predictable and stable flying manners, and its solid construction — all factor in. The addition of far better restraint systems; better, more reliable avionics with new safety utilities, like traffic and TAWS; improved seats and seat tracks; and better training standards than ever have all contributed to making the Cessna 172 a safer airplane than ever.

LEDs are everywhere. Landing, taxi, strobe and recognition lights are all LED for longer life. Isabel Goyer

So, Still Relevant?

So, is the Skyhawk still a relevant design? In almost every way, it’s clear that the answer is yes. The two most persuasive arguments that it isn’t are that it is made from old materials and that it costs too much. I dismiss the materials argument out of hand. For an airplane like the Skyhawk, all-metal construction is not only still justifiable but arguably the better option.

The cost of the airplane is harder to dismiss, though it’s surely not Cessna’s fault that it costs what it does. A couple of folks in high places at Cessna have told me that the company is committed to the single-engine lineup, but the airplanes need to pull their own weight. I’m not sure how anyone could argue either that Cessna is secretly getting rich off its piston singles — it’s not — or that the company should subsidize their production. They cost what they cost. The bottom line is that today’s Skyhawk is the best Skyhawk the company has ever made and by a good margin. Is it still a relevant design starting at nearly $400,000 for a 180-hp model? I’ll let the market continue to speak on that subject. Once the economy recovers, I think we all know what the answer will be.

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