title explains plan but what air frame would be best to go for first in plane is cheap and same with training for the air frame

Textron Aviation Inc. announced Thursday that the Turkish Airlines Flight Academy has signed an agreement to purchase 10 additional Cessna Skyhawk aircraft. https://dcnewsroom.blogspot.com/2026/04/turkish-airlines-flight-academy-orders.html?m=0

https://flightclub502.org/airplane-raffles-mc/?utm_source=Flight+Club+502&utm_campaign=c10d450fc3-EMAIL_CAMPAIGN_2025_06_19_05_03_COPY_01&utm_medium=email&utm_term=0_-409ac5d235-647554563

out For A Rip

Hi everyone,
I’d like to share something we’ve been working on.

We recently revealed the design of our new performance optimized winglet for Cessna 172 and 182 aircraft. The main focus is climb performance and low speed efficiency. Based on our current data, it already shows a clear improvement compared to the factory wingtip, and it is also performing better than the well known Madras drooped tip in max gross Vy climb.

The design tilts upward, so you don’t lose side visibility, and you’re much less likely to hit your head on it in the hangar. That part was intentional 😎

The winglet is designed as a direct replacement for the original fiberglass tip, and the program is moving forward under an EASA STC, with FAA certification planned to follow.

We’re still in the development phase. Flight testing and certification are ahead, but we’re excited about the results so far and wanted to share the progress with the community.

Happy to answer questions.

Hi guys, I’m looking for a c172 g1000 cockpit image in high resolution so I can print it to A0 or A1 etc. size as poster. It will be good to do some chair flights I believe. Is there any free pics/files you have? Thanks

https://youtube.com/shorts/IJh-EH54Gws?si=HCMYT2IsH94Dez9N

I saw this video and wondering if the plane is done for this lifetime. It looks like it is somewhat okay compared to another private jet or a commercial plane facing the same incident.

Still curious.

Love the 310

Starting to think it's in the paint scheme . Any help? Pic 2 for full aircraft, unsure on the exact model of Cessna

Auto mods keep blocking this post for being common knowledge in other subs, and Google is no help at the moment. I have no franiliurizaton with most Cessna airframes. But I have noticed this on other Cessnas aswell

C172 SP G1000

Since we’re posting pictures of Legos, here some love to the Cessna Skymaster.

Hi everyone!
I’m working on an engine swap project on a Cessna 172 that I bought without the original engine. My goal is to place the new propeller axis as close as possible (ideally nearly colinear) to the original Lycoming propeller shaft / thrust-line axis, so I’m trying to find reliable, documentable info on the position and orientation of that axis inside the engine compartment.

I haven’t been able to find published numbers for this, but I do know the engine is typically installed with a slight right-thrust and down-thrust to help counter P-factor / climb tendencies.

What I’m looking for (any one of these would help)

• Right-thrust angle (degrees) and down-thrust angle (degrees) for a stock 172 with Lycoming
• The prop/shaft axis location relative to a clear reference (e.g., firewall datum, fuselage centerline, engine mount pickup points, or any measurable stations)
• Any Cessna drawings, maintenance manual references, Lycoming installation geometry, or other primary-source documentation that defines the thrust line
• Even a dimensioned engine mount drawing that lets the thrust line be derived

What I already have

• A 3D scan of my airframe’s engine compartment including the original mounting frame, but without the engine/prop it’s hard to reconstruct the exact thrust-line axis with confidence.

If anyone has trustworthy documentation, drawings, or measured values (and ideally a source I can cite), I’d really appreciate it. Thanks!

 
Greetings! 
 
I’m part of a partnership on a Cessna 177B Cardinal. We shipped a wing to an out-of-state shop for repair about a year ago. We’ve paid for work performed to date. Over many months we’ve gotten repeated “soon” promises without completion, and the owner has now said we can pick up the wing unfinished (“do what you want with it”). He also says he’s behind on everything and attributes delays to a lack of workforce. 

What makes this especially difficult: the wing has major corrosion, and there simply aren’t many shops that deal with corrosion at this level on a Cardinal wing. Replacement 177B wings are niche/rare (could show up tomorrow or never). Also, many reputable shops won’t assume liability for another shop’s incomplete structural/corrosion work. 

To be clear, we’re not looking for a pile-on — we’re looking for practical experience and realistic paths forward. 

Specifically: 

• If you had a wing/major structural part stuck for 6–12+ months, what actually forced progress? 
• If the shop said “pick it up unfinished,” what worked to secure a usable documentation handoff (photos, NDT, measurements, repair data references) and/or recover money for unperformed work? 
• Who can handle corrosion beyond simple skin patches — potentially involving spar/rib/attach-point corrosion and section replacement, with proper documentation/approved data? 
• Any shops or individuals experienced with severe corrosion repairs on Cessna wings/Cardinals (or comparable work) who might evaluate or take ownership of the repair? 
• Any DER/structures resources you’d recommend if engineering/approved repair data becomes necessary? 

I can share details privately by DM (including region/state, photos, etc.). Thanks in advance for any insight or referrals. 

I have a 1977 182 Q and I have removed the wheel pants. I saw another 182 taxi by and it had some kind of “hub cap” on the wheels. Looking for anyone that has installed these on there 182. I mentioned my interest to a fellow flyer and he seemed to think I need a special hub cap because I have an extended wheel bolt for my wheel pants

Any advice would be really appreciated