Cessna 172N Skyhawk II
Single-engine High-wing Cabin Passenger/Utility Monoplane, U.S.A.

Archive Photos

[1978 Cessna 172N Skyhawk II — Skybuzzard Too (N7553E, c/n 17272106) at the 2006 Cable Airshow, Cable Airport, Upland, CA (Photo by John Shupek)]

Cessna 172 Skyhawk Series 2

  • Cessna 172N Skyhawk II
  • Role: Civil utility aircraft
  • National origin: United States
  • Manufacturer: Cessna Aircraft; Textron Aviation
  • First flight: 12 June 1955
  • Introduction: 1956
  • Status: In production
  • Produced: 1956-86, 1998-present
  • Number built: 44,000+
  • Unit cost: 172: US$8,700 (1956); 172R: US$274,900 (2012); 172S: US$307,500 (2012)
  • Developed from: Cessna 170
  • Variants: Cessna T-41 Mescalero

The Cessna 172 Skyhawk is an American four-seat, single-engine, high wing, fixed-wing aircraft made by the Cessna Aircraft Company. First flown in 1955, more 172s have been built than any other aircraft

Measured by its longevity and popularity, the Cessna 172 is the most successful aircraft in history. Cessna delivered the first production model in 1956 and as of 2015, the company and its partners had built more than 44,000. The aircraft remains in production today.

The Skyhawk's main competitors have been the Beechcraft Musketeer and Grumman AA-5 series (neither currently in production), the Piper Cherokee, and, more recently, the Diamond DA40 and Cirrus SR20.

Design and Development 2

The Cessna 172 started life as a tricycle landing gear variant of the taildragger Cessna 170, with a basic level of standard equipment. In January 1955, Cessna flew an improved variant of the Cessna 170, a Continental O-300-A-powered Cessna 170C with larger elevators and a more angular tailfin. Although the variant was tested and certified, Cessna decided to modify it with a tricycle landing gear, and the modified Cessna 170C flew again on 12 June 1955. To reduce the time and cost of certification, the type was added to the Cessna 170 type certificate as the Model 172. Later, the 172 was given its own type certificate, 3A12. The 172 became an overnight sales success, and over 1,400 were built in 1956, its first full year of production.

Early 172s were similar in appearance to the 170s, with the same straight aft fuselage and tall landing gear legs, although the 172 had a straight tailfin while the 170 had a rounded fin and rudder. In 1960, the 172A incorporated revised landing gear and the swept-back tailfin, which is still in use today.

The final aesthetic development, found in the 1963 172D and all later 172 models, was a lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as "Omni-Vision."

Production halted in the mid-1980s, but resumed in 1996 with the 160 hp (120 kW) Cessna 172R Skyhawk. Cessna supplemented this in 1998 with the 180 hp (135 kW) Cessna 172S Skyhawk SP.


The Cessna 172 may be modified via a wide array of supplemental type certificates (STCs), including increased engine power and higher gross weights. Available STC engine modifications increase power from 180 to 210 hp (134 to 157 kW), add constant-speed propellers, or allow the use of automobile gasoline. Other modifications include additional fuel tank capacity in the wing tips, added baggage compartment tanks, added wheel pants to reduce drag, or enhanced landing and takeoff performance and safety with a STOL kit. The 172 has also been equipped with the 180 hp (134 kW) fuel injected Superior Air Parts Vantage engine.

Operational History 2

A Cessna 172 was used in 1958 to set the world record for flight endurance; the record still stands.

On December 4, 1958, Robert Timm and John Cook took off from McCarran Airfield in Las Vegas, Nevada, in a used Cessna 172, registration number N9172B. They landed back at McCarran Airfield on February 4, 1959, after 64 days, 22 hours, 19 minutes and 5 seconds in flight. The flight was part of a fund-raising effort for the Damon Runyon Cancer Fund. Food and water were transferred by matching speeds with a chase car on a straight stretch of road in the desert and hoisting the supplies aboard with a rope and bucket. Fuel was taken on by hoisting a hose from a fuel truck up to the aircraft, filling an auxiliary belly tank installed for the flight, pumping that fuel into the aircraft's regular tanks and then filling the belly tank again. The drivers steered while a second person matched speeds with the aircraft with his foot on the vehicle's accelerator pedal.

Engine oil was added by means of a tube from the cabin that was fitted to pass through the firewall. Only the pilot's seat was installed. The remaining space was used for a pad on which the relief pilot slept. The right cabin door was replaced with an easy-opening, accordion-type door to allow supplies and fuel to be hoisted aboard. Early in the flight, the engine-driven electric generator failed. A Champion wind-driven generator (turned by a small propeller) was hoisted aboard, taped to the wing support strut, and plugged into the cigarette lighter socket; it served as the aircraft's source of electricity for the rest of the flight. The pilots decided to end the marathon flight because with 1,558 hours of continuously running the engine during the record-setting flight, plus several hundred hours already on the engine beforehand (considerably in excess of its normal overhaul interval), the engine's power output had deteriorated to the point at which they were barely able to climb away after refueling. The aircraft is on display in the passenger terminal at McCarran International Airport. Photos and details of the record flight can be seen in a small museum on the upper level of the baggage claim area. After the flight, Cook said:

“Next time I feel in the mood to fly endurance, I'm going to lock myself in our garbage can with the vacuum cleaner running. That is until my psychiatrist opens up for business in the morning.”

Variants 2

Cessna 172

The basic 172 appeared in November 1955 as the 1956 model and remained in production until replaced by the 172A in early 1960. It was equipped with a Continental O-300 145 hp (108 kW) six-cylinder, air-cooled engine and had a maximum gross weight of 2,200 lb (998 kg). Introductory base price was US$8,995 and a total of 4,195 were constructed over the five years.

Cessna 172A

The 1960 model 172A introduced a swept-back tailfin and rudder, as well as float fittings. The price was US$9,450 and 1,015 were built.

Cessna 172B

The 172B was introduced in late 1960 as the 1961 model and featured a shorter landing gear, engine mounts lengthened three inches (76 mm), a reshaped cowling, and a pointed propeller spinner. For the first time, the "Skyhawk" name was applied to an available deluxe option package. This added optional equipment included full exterior paint to replace the standard partial paint stripes and standard avionics. The gross weight was increased to 2,250 lb (1,021 kg).

Cessna 172C

The 1962 model was the 172C. It brought to the line an optional autopilot and a key starter to replace the previous pull-starter. The seats were redesigned to be six-way adjustable. A child seat was made optional to allow two children to be carried in the baggage area. The 1962 price was US$9,895. A total of 889 172C models were produced.

Cessna 172D

The 1963 172D model introduced the lower rear fuselage with a wraparound Omni-Vision rear window and a one-piece windshield. Gross weight was increased to 2,300 lb (1,043 kg), where it would stay until the 172P. New rudder and brake pedals were also added. 1,146 172Ds were built.

1963 also saw the introduction of the 172D Powermatic. This was equipped with a Continental GO-300E producing 175 horsepower (130 kW) 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.

Cessna 172E

The 172E was the 1964 model. The electrical fuses were replaced with circuit breakers. The 172E also featured a redesigned instrument panel. 1,401 172Es were built that year as production continued to increase.

Cessna 172F

The 1965 model 172F introduced electrically operated flaps to replace the previous lever-operated system. It was built in France by Reims Cessna as the F172 until 1971. These models formed the basis for the U.S. Air Force's T-41A Mescalero primary trainer, which was used during the 1960s and early 1970s as initial flight screening aircraft in USAF Undergraduate Pilot Training (UPT). Following their removal from the UPT program, some extant USAF T-41s were assigned to the U.S. Air Force Academy for the cadet pilot indoctrination program, while others were distributed to Air Force aero clubs. A total of 1,436 172Fs were completed.

Cessna 172G

The 1966 model year 172G introduced a more pointed spinner and sold for US$12,450 in its basic 172 version and US$13,300 in the upgraded Skyhawk version. 1,597 were built.

Cessna 172H

The 1967 model 172H was the last Continental O-300 powered model. It also introduced a shorter-stroke nose gear oleo to reduce drag and improve the appearance of the aircraft in flight. A new cowling was used, introducing shock-mounts that transmitted lower noise levels to the cockpit and reduced cowl cracking. The electric stall warning horn was replaced by a pneumatic one.

The 1967 model 172H sold for US$10,950 while the Skyhawk version was US$12,750. A total of 1586 172Hs were built.

Cessna 172I

The 1968 model marked the beginning of the Lycoming-powered 172s.

The 1968 model marked the beginning of the Lycoming-powered 172s. The "I" model was introduced with a Lycoming O-320-E2D engine of 150 hp (112 kW), an increase of 5 hp (3.7 kW) over the Continental powerplant. The increased power resulted in an increase in optimal cruise from 130 mph (209 km/h) TAS to 131 mph (211 km/h) TAS (true Airspeed). There was no change in the sea level rate of climb at 645 ft (197 m) per minute.

The 172I also introduced the first standard "T" instrument arrangement. The 172I saw an increase in production to record levels with 1,206 built.

Cessna 172J

The Cessna Company planned to drop the previous 172 configuration for the 1968 model year and replace it with a cantilever-wing/stabilator configuration that would be the 172J. However, as time for model introduction neared, those dealers who were aware of the change began applying pressure on the factory to continue the previous configuration. They felt the new model would be less usable as a trainer. Consequently, and at the last minute, the decision was made to continue the 172 in its original configuration. The planned 172J configuration would be introduced as a new model, the 177. The deluxe option would become the 177 Cardinal. The "J" designation was never publicly used.

Cessna 172K

The next model year was the 1969 "K" model. The 1969 172K had a redesigned tailfin cap and reshaped rear windows. Optional long-range 52 US gal (197 l) wing fuel tanks were offered. The rear windows were slightly enlarged by 16 square inches (103 cm&dup2;). The 1969 model sold for US$12,500 for the 172 and US$13,995 for the Skyhawk, with 1,170 made.

The 1970 model was still called the 172K, but sported fiberglass, downward-shaped, conical wing tips. Fully articulated seats were offered as well. Production in 1970 was 759 units.

Cessna 172L

The 172L, sold during 1971 and 1972, replaced the main landing gear legs (which were originally flat spring steel) with tapered, tubular steel gear legs. The new gear had a width that was increased by 12 in (30 cm). The new tubular gear was lighter, but required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design. The "L" also had a plastic fairing between the dorsal fin and vertical fin to introduce a greater family resemblance to the 182's vertical fin.

The 1971 model sold for US$13,425 in the 172 version and US$14,995 in the Skyhawk version. 827 172Ls were sold in 1971 and 984 in 1972.

Cessna 172M

The 172M of 1973-76 gained a drooped wing leading edge for improved low-speed handling. This was marketed as the "camber-lift" wing.

The 1974 172M was also the first to introduce the optional "II" package which offered higher standard equipment, including a second nav/comm radio, an ADF and transponder. The baggage compartment was increased in size, and nose-mounted dual landing lights were available as an option.

The 1975 model 172M sold for US$16,055 for the 172, US$17,890 for the Skyhawk and US$20,335 for the Skyhawk II.

In 1976, Cessna stopped marketing the aircraft as the 172 and began exclusively using the "Skyhawk" designation. This model year also saw a redesigned instrument panel to hold more avionics. Among other changes, the fuel and other small gauges are relocated to the left side for improved pilot readability compared with the earlier 172 panel designs. Total production of "M" models was 7306 over the four years it was manufactured.

Cessna 172N

The Skyhawk N, or Skyhawk/100 as Cessna termed it, was introduced for the 1977 model year. The "100" designation indicated that it was powered by a Lycoming O-320-H2AD, 160 horsepower (119 kW) engine designed to run on 100-octane fuel, whereas all previous engines used 80/87 fuel. But this engine proved troublesome, and it was replaced by the similarly rated O-320-D2J to create the 1981 172P.

The 1977 "N" model 172 also introduced rudder trim as an option and standard "pre-selectable" flaps. The price was US$22,300, with the Skyhawk/100 II selling for US$29,950.

The 1978 model brought a 28-volt electrical system to replace the previous 14-volt system. Air conditioning was an option. The 1979 model "N" increased the flap-extension speed for the first 10 degrees to 115 knots (213 km/h). Larger wing tanks increased the optional fuel to 66 US gallons (250 L).

The "N" remained in production until 1980 when the 172P or Skyhawk P was introduced.

Cessna 172O

There was no "O" ("Oscar") model 172, to avoid confusion with the number zero.

Cessna 172P

The 172P, or Skyhawk P, was introduced in 1981 to solve the reliability problems of the "N" engine. The Lycoming O-320-D2J was a great improvement.

The "P" model also saw the maximum flap deflection decreased from 40 degrees to 30 to allow a gross weight increase from 2,300 lb (1,043 kg) to 2,400 lb (1,089 kg). A wet wing was optional, with a capacity of 62 US gallons of fuel.

The price of a new Skyhawk P was US$33,950, with the Skyhawk P II costing US$37,810 and the Nav/Pac equipped Skyhawk P II selling for US$42,460.

In 1982, the "P" saw the landing lights moved from the nose to the wing to increase bulb life. The 1983 model added some minor soundproofing improvements and thicker windows.

A second door latch pin was introduced in 1984.

Production of the "P" ended in 1986, and no more 172s were built for eleven years as legal liability rulings in the U.S. had pushed Cessna's insurance costs too high, resulting in dramatically increasing prices for new aircraft

There were only 195 172s built in 1984, a rate of fewer than four per week.

Cessna 172Q Cutlass

The 172Q was introduced in 1983 and given the name Cutlass to create an affiliation with the 172RG, although it was actually a 172P with a Lycoming O-360-A4N engine of 180 horsepower (134 kW). The aircraft had a gross weight of 2,550 lb (1,157 kg) and an optimal cruise speed of 122 knots (226 km/h) compared to the 172P's cruise speed of 120 knots (222 km/h) on 20 hp (15 kW) less. It had a useful load that was about 100 lb (45 kg) more than the Skyhawk P and a rate of climb that was actually 20 feet (6 m) per minute lower, due to the higher gross weight. Production ended after only three years when all 172 production stopped.

Cessna 172R

The Skyhawk R was introduced in 1996 and is powered by a derated Lycoming IO-360-L2A producing a maximum of 160 horsepower (120 kW) at just 2,400 rpm. This is the first Cessna 172 to have a factory-fitted fuel-injected engine.

The 172R's maximum takeoff weight is 2,450 lb (1,111 kg). This model year introduced many improvements, including a new interior with soundproofing, an all new multi-level ventilation system, a standard four point intercom, contoured, energy absorbing, 26g front seats with vertical and reclining adjustments and inertia reel harnesses.

Cessna 172S

The Cessna 172S was introduced in 1998 and is powered by a Lycoming IO-360-L2A producing 180 horsepower (134 kW). The maximum engine rpm was increased from 2,400 rpm to 2,700 rpm resulting in a 20 hp (15 kW) increase over the "R" model. As a result, the maximum takeoff weight was increased to 2,550 lb (1,157 kg). This model is marketed under the name Skyhawk SP, although the Type Certification data sheet specifies it is a 172S.

The 172S is built primarily for the private owner-operator and is, in its later years, offered with the Garmin G1000 avionics package and leather seats as standard equipment.

As of 2009, only the S model is in production.

Cessna 172RG Cutlass

Cessna introduced a retractable landing gear version of the 172 in 1980 and named it the Cutlass 172RG.

The Cutlass featured a variable-pitch, constant-speed propeller and a more powerful Lycoming O-360-F1A6 engine of 180 horsepower (130 kW). The 172RG sold for about US$19,000 more than the standard 172 of the same year and produced an optimal cruise speed of 140 knots (260 km/h), compared to 122 knots (226 km/h) for the contemporary 160 horsepower (120 kW) version.

The 172RG did not find wide acceptance in the personal aircraft market because of higher initial and operating costs accompanied by mediocre cruising speed, but was adopted by many flight schools since it met the specific requirements for "complex aircraft" experience necessary to obtain a Commercial Pilot certificate (the role for which it was intended), at relatively low cost. Between 1980 and 1984 1,177 RGs were built, with a small number following before production ceased in 1985.

While numbered and marketed as a 172, the 172RG was actually certified on the Cessna 175 type certificate.

Special Versions — Reims FR172J and Cessna R172K Hawk XP

The FR172J Reims Rocket was produced by Reims Aviation in France from the late 1960s to the mid-1970s. It was powered by a Rolls-Royce built, fuel-injected, Continental IO-360-H(B) 210 hp (160 kW) engine with a constant-speed propeller.

The Reims Rocket led to Cessna producing the R172K Hawk XP, a model available from 1977 to 1981 from both Wichita and Reims. This configuration featured a fuel-injected, Continental IO-360K (later IO-360KB) derated to 195 hp (145 kW) with a two-bladed, constant-speed propeller. The Hawk XP was capable of a 131-knot (243 km/h) cruise speed.

Owners claimed that the increased performance of the "XP" didn't 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.

While numbered and marketed as 172s, the R172J and R172K models are actually certified on the Cessna 175 type certificate.

Turbo Skyhawk JT-A

Model introduced in July 2014 for 2015 customer deliveries, powered by a 155 hp (116 kW) Continental CD-155 diesel engine installed by the factory under a supplemental type certificate. Initial retail price in 2014 was $435,000. The model has a top speed of 131 kn (243 km/h) and burns 3 U.S. gallons (11 L; 2.5 imp gal) per hour less fuel than the standard 172. As a result, the model has a 885 nmi (1,639 km) range, an increase of more than 38% over the standard 172. This model is a development of the proposed and then cancelled Skyhawk TD. Cessna has indicated that the JT-A will be made available in 2016.

In reviewing this new model Paul Bertorelli of AVweb said: “I’m sure Cessna will find some sales for the Skyhawk JT-A, but at $420,000, it's hard to see how it will ignite much market expansion just because it's a Cessna. It gives away $170,000 to the near-new Redbird Redhawk conversion which is a lot of change to pay merely for the smell of a new airplane. Diesel engines cost more than twice as much to manufacture as gasoline engines do and although their fuel efficiency gains back some of that investment, if the complete aircraft package is too pricey, the debt service will eat up any savings, making a new aircraft not just unattractive, but unaffordable. I haven't run the numbers on the JT-A yet, but I can tell from previous analysis that there are definite limits.”

The model was certified by both EASA and the FAA in June 2017. It was discontinued in May 2018, due to poor sales as a result of the aircraft's high price, which was twice the price of the same aircraft as a diesel conversion. The aircraft remains available as an STC conversion from Continental Motors, Inc..

Electric-powered 172

In July 2010, Cessna announced it was developing an electrically powered 172 as a proof-of-concept in partnership with Bye Energy. In July 2011, Bye Energy, whose name had been changed to Beyond Aviation, announced the prototype had commenced taxi tests on 22 July 2011 and a first flight would follow soon. In 2012, the prototype, using Panacis batteries, engaged in multiple successful test flights.

Cessna 172TD (Canceled Model)

On October 4, 2007 Cessna announced its plan to build a diesel-powered model, to be designated the 172 Skyhawk TD ("Turbo Diesel") starting in mid-2008. The planned engine was to be a Thielert Centurion 2.0, liquid-cooled, two-liter displacement, dual overhead cam, four-cylinder, in-line, turbo-diesel with full authority digital engine control with an output of 155 hp (116 kW) and burning Jet-A fuel. In July 2013 the 172TD model was canceled due to Thielert's bankruptcy. The aircraft was later refined into the Turbo Skyhawk JT-A, which was certified in June 2014 and discontinued in May 2018.

Simulator company Redbird Flight uses the same engine and reconditioned 172 airframes to produce a similar model, the Redbird Redhawk.

Premier Aircraft Sales also announced in February 2014 that it would offer refurbished 172 airframes equipped with the Continental/Thielert Centurion 2.0 diesel engine.

Cessna 172 Series/Cessna T-41 Series Operators 2

A variant of the 172, the T-41 Mescalero was used as a trainer with the United States Air Force and Army. In addition, the United States Border Patrol uses a fleet of 172s for aerial surveillance along the Mexico-US border.

The Irish Air Corps uses the Reims version for aerial surveillance and monitoring of cash, prisoner and explosive escorts, in addition to army cooperation and pilot training roles.

Civil 172 Series Operators

  • Austria: Austrian Air Force 1 × 172
  • Bolivia: Bolivian Air Force 3 × 172K
  • Chile: Chilean Army 18 × R172K
  • Ecuador: Ecuadorian Air Force 8 × 172F; Ecuadorian Army 1 × 172G
  • Guatemala: Guatemalan Air Force 6 × 172K
  • Honduras: Honduran Air Force 3
  • Iraq: Iraqi Air Force
  • Ireland: Irish Air Corps 8 × FR172H, 1 × FR172K Five FR172H remain in service as of 2014.
  • Liberia: Air Reconnaissance Unit 2
  • Madagascar: Malagasy Air Force 4 × 172M
  • Pakistan: Pakistan Air Force 4 × 172N
  • Philippines: Philippine Navy 1 ×172F, 1 ×172N
  • Saudi Arabia: Royal Saudi Air Force 8 × F172G, 4 × F172H, 4 × F172M
  • Singapore: Republic of Singapore Air Force 8 × 172K, delivered 1969 and retired 1972.
  • Suriname: Suriname Air Force (One in service for sale)

Military T-41 Series Operators

  • Angola: Angolan Air Force (5 × Cessna 172 in service)
  • Argentina: Argentine Army Aviation (10 × T-41D in service)
  • Bolivia: Bolivian Air Force
  • Chile: Chilean Air Force (10 × T-41D, already retired)
  • Colombia: Colombian Air Force (30 × T-41D)[3][4] - retired
  • Dominican Republic: Dominican Air Force (10 × T-41D / R172)
  • Ecuador: Ecuadorian Air Force (8 × T-41A, 12 × T-41D)
  • El Salvador: Salvadoran Air Force
  • Greece: Hellenic Air Force (T-41A, 21 × T-41D)
  • Honduras: Honduran Air Force (3 × T-41B and 6 × T-41D, retired)
  • Indonesia: Indonesian Air Force (55 × T-41D)
  • Iran: Imperial Iranian Air Force (T-41D)
  • Khmer Republic: Khmer Air Force (22 × T-41D)
  • Laos Kingdom of Laos: Royal Lao Air Force (T-41B, T-41D)
  • Liberia: Armed Forces of Liberia (T-41D)
  • Pakistan: Pakistani Air Force (T-41D)
  • Paraguay: Paraguayan Air Force (5 × T-41B)
  • Peru: Peruvian Air Force (25 × T-41A
  • Philippines: Philippine Air Force (20 × T-41D)
  • South Korea: Republic of Korea Air Force (15 × T-41D)
  • South Vietnam: Republic of Vietnam Air Force (22 × T-41D, no longer in service)
  • Thailand: Royal Thai Air Force (6 × T-41D); Royal Thai Army (6 × T-41B)
  • Turkey: Turkish Air Force (30 × T-41D); Turkish Land Forces (25 × T-41D)
  • United States:
    • United States Army (255 × T-41B)
    • United States Air Force (211 × T-41A and 52 × T-41C)
    • Jacksonville Navy Flying Club/NAS Jacksonville, Florida - 2 × T-41A, 1 × T-41B (two currently airworthy)
    • Kirtland AFB Aeroclub/Kirtland AFB, New Mexico - 5 × T-41C (all 5 currently airworthy)
    • Patuxent River Navy Flying Club/NAS Patuxent River
    • Maryland - 3 × T-41C (1 currently airworthy)
    • Eglin AFB Aeroclub/Eglin AFB, FL - 2 × T-41A, 1 × T-41B (1 T-41A and 1 T-41B currently airworthy)
    • Travis AFB Aero Club/Travis AFB, CA - 1 × T-41C (currently airworthy)
  • Uruguay: Uruguayan Air Force (7 × T-41D)

1978 Cessna 172N Skyhawk II Specifications and Performance Data 2


  • Four-seat cabin monoplane.


  • Braced high-wing monoplane.
  • NACA 2412 wing section.
  • Dihedral 1° 44'.
  • Incidence 1° 30' at root, -1° 30' at tip.
  • All-metal structure, except for conical-camber glassfiber wingtips.
  • Single bracing strut on each side.
  • Modified Frise all-metal ailerons.
  • Electrically-controlled NACA all-metal single-slotted flaps inboard of ailerons.


  • All-metal semi-monocoque structure.
  • Tail Unit
  • Cantilever all-metal structure.
  • Sweepback on fin 35° at quarter-chord.
  • Trim tab in starboard elevator.
  • Ground-adjustable trim tab in rudder, in-flight adjustable trim tab optional.

Landing Gear

  • Non-retractable tricycle type.
  • Cessna Land-O-Matic cantilever main legs, each comprising a one-piece machined conically-tapered spring steel tube.
  • Nose wheel is carried on an oleo-pneumatic shock-strut and is steerable with rudder up to 10° and controllable up to 30° on either side.
  • Cessna main wheels size 6.00-6 and nose wheel size 5.00-5 (optionally 6.00-6), with nylon cord tube-type tires.
  • Main wheels tire pressure, 1.59 bars (23 psi).
  • Nosewheel tire pressure, 1.79 bars (26 psi).
  • Hydraulic disc brakes.
  • Optional wheel fairings.
  • Alternative float and ski gear.

Power Plant

  • One 119 kW (160 hp) Lycoming O-320-H2AD flat-four engine, driving a two-blade fixed-pitch metal propeller.
  • One fuel tank in each wing, with a total capacity of 163 L (43 U.S. gallons).
  • Usable fuel 143.8 L (38 U.S. gallons).
  • Provision for long-range tanks, giving total capacity of 204 L (54 U.S. gallons), of which 182 L (48 U.S. gallons) are usable.
  • Oil capacity 5.7 L (1.5 U.S. gallons).


  • Cabin seats four in two pairs, with optional fully-articulating front seats.
  • Baggage space aft of rear seats, capacity 54 kg (120 lbs).
  • An optional fold-away seat can be fitted in baggage space, for one or two children not exceeding 54 kg (120 lbs) total weight.
  • Door on each side of cabin, giving access to all seats, simplifies loading if rear seats are removed and cabin used for freight.
  • Pilots window opens.
  • Co-pilot ft s opening side windows.
  • Dual controls.
  • Baggage door on port side.
  • Combined heating and ventilating system.
  • Air-conditioning optional.
  • Glassfiber soundproofing.
  • Optional overhead skylights.


  • Electrical system of 28V includes automatic alternator cutout, electric engine starter and 24V battery.
  • Air-conditioning system of 14,000 BTU capacity optional.

Electronics and Equipment

  • Optional Tektronix include Cessna Series 300 720-channel transceiver.
  • 720-channel nav/com with remote VOR indicator.
  • 720-channel nav/com with remote VOR/LOC indicators for VOR/ILS indicator.
  • EDF.
  • Marker beacon with three lights and aural signal.
  • Transponder with 4096 code capability.
  • DME.
  • 10-channel HF receiver.
  • Nav-O-Matic autopilot with heading control plus VOR.
  • Series 400 glidescope receiver.
  • Boom microphone with control-wheel switch.
  • Padded headset with boom microphone.
  • Speaker sidetone facility.
  • True Airspeed indicator.
  • Courtesy lights.
  • Emergency locator transmitter.
  • Alternate static source.
  • Navigation light detectors.
  • Heated pitot and omni-flash beacon.
  • Control-wheel map light.
  • Sensitive altimeter.
  • Directional gyro with movable heading index.
  • Electric clock
  • Outside air temperature gauge.
  • Instrument panel light.
  • Carburetor air temperature gauge.
  • Turn and bank indicator.
  • Horizon and directional gyros with vacuum system.
  • Sun visors.
  • Flight hour recorder.
  • Headrests.
  • Rear view mirror.
  • Front seats with articulating recline and vertical adjustment.
  • Inertia real shoulder harness.
  • Rudder pedal extensions.
  • Overhead skylights.
  • Hinged windows on starboard side.
  • Cabin fire extinguisher.
  • Child ft s foldaway seat.
  • Rear seats with individual reclining backs.
  • Utility shelf.
  • Safety belts for third and fourth seats.
  • Rear seat ventilation system.
  • Tinted windows.
  • Internal corrosion proofing.
  • Dual cowl-mounted landing lights.
  • Beacon.
  • Wingtip strobe lights.
  • Tow bar.
  • Anti-precipitation static kit.
  • Portable stretcher.
  • Full-flow oil filter.
  • Engine primer system.
  • Wing-strut and fuselage steps and handles for easy refueling.
  • Quick-drain oil valve.
  • Floatplane kit.
  • Winterization kit.
  • External power socket.
  • Glider tow hook.
  • Tailplane abrasion boots.

External Dimensions

  • Wing span: 10.92 m (35 ft 10 in)
  • Wing chord at root: 1.63 m (5 ft 4 in)
  • Wing chord at tip: 1.12 m (3 ft 8 ½ in)
  • Wing aspect ratio: 7.52
  • Length overall: 8.20 m (26 ft 11 in)
  • Height overall: 2.68 m (8 ft 9½ in)
  • Tailplane span: 3.45 m (11 ft 4 in)
  • Wheel track: 2.53 m (8 ft 3½ in)
  • Wheelbase: 1.63 m (5 ft 4 in)
  • Propeller diameter: 1.91 m ((6 ft 3 in)
  • Passenger doors height (each): 1.01 m (3 ft 3¾ in)
  • Passenger doors width (each): 0.89 m (2 ft 11 in)


  • Gross wing area: 16.17 m2 (174 ft2)
  • Ailerons (total). 1.7 m2 (18.3 ft2)
  • Trailing-edge flaps (total): 1.97 m2 (21.20 ft2)
  • Fin: 1.04 m2 (7.43 ft2)
  • Rudder: 0.69 m2 (7.43 ft2)
  • Tailplane: 2.00 m2 (21.56 ft2)
  • Elevators including trim tab: 1.35 m2 (14.53 ft2)

Weights and Loadings

  • Weight empty (equipped): 650 kg (1433 lbs)
  • Max T-O weight: 1,043 kg (2,300 lbs)
  • Max wing loading: 64.4 kg/m2 (13.2 lbs/ ft2)
  • Performance at Max T-O weight
  • Never-exceed speed: 151 kn, 280 km/h, 174 mph
  • Max level speed at S/L: 125 kn, 232 km/h, 144 mph
  • Max cruising speed at 75% power at 2,440 m (8,000 ft): 122 kn, 225 km/h, 140 mph
  • Stalling speed with flaps up: 50 kn, 92 km/h, 57 mph (CAS)
  • Stalling speed with flaps up: 50 kn, 92 km/h, 57 mph (CAS)
  • Max rate of climb at S/L: 235 m/min, 770 ft/min
  • Service ceiling: 4,330 m (14,200 ft)
  • T-O run: 245 m (805 ft)
  • T-O run to 15 m (50 ft): 439 m (1,440 ft)
  • Landing from 15 m (50 ft): 381 m (1,250 ft)
  • Landing run: 158 m (520 ft)
  • Range at recommended lean mixture with allowances for engine start, taxi, T-O climb and 45-minute reserves at 45% power:
    • Standard fuel at 2,400 m (8,000 ft: 485 nm, 899 km, 558 miles
    • Standard fuel at 1,220 m (4,000 ft): 385 nm, 713 km, 443 miles)
    • Max fuel at 2,440 m (8,000 ft): 630 nm, 1168 km, 725 miles
    • Standard fuel at 3,050 m (10,000 ft): 575 nm, 1066 km, 662 miles
    • Max fuel at 3,050 m (10,000 ft): 750 nm, 1,390 km, 864 miles


  1. Shupek, John. Photos by John Shupek, Copyright © 2009 Skytamer Images ( All Rights Reserved
  2. Wikipedia, the free encyclopedia. Cessna 172
  3. Taylor, John W. R. Jane's All The World's Aircraft 1978-79, Cessna: Cessna Skyhawk. New York: Jane's Yearbooks, Franklin Watts Inc., ISBN 0 531 03298 1, pgs. 300-301.

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