Cessna 172 (1956-1959 Straight-Tail)

The original Cessna 172, produced 1956 through 1959, is the very first variant of what would become the most-produced aircraft in history. Derived directly from the tailwheel Cessna 170 by replacing the conventional gear with a tricycle nosewheel ("Land-O-Matic" steering), the airplane retained the 170's straight (un-swept) vertical tail, fastback fuselage with small rear windows, and Continental O-300-A 145 HP six-cylinder engine. Roughly 3,757 examples were built across four model years before the 172A introduced the now-iconic swept tail in 1960.

These are the rarest and most collectible 172s. Original straight-tail examples command a small premium ($5,000-$10,000 above equivalent swept-tail 172A/B condition) when restored, but project airplanes are routinely available at the floor of the certified four-seat market.

The 1956-1959 172 cruises 113 KTAS at 75% power on 7.0 GPH. Climb rate is 660 FPM at sea level (the straight-tail had marginally lower drag than later swept-tail models, which is why the early book figures are sometimes slightly better than the 172A). Real-world cruise is closer to 105-108 KTAS at economy settings.

The 2,200 lb max gross weight (50 lbs below later variants) is the practical limit. With four 180-lb adults and modest fuel, the airplane is often loaded right at gross. This is normal for the era and acceptable for local/training operations but limits real four-place utility.

The O-300-A is a 145 HP, six-cylinder, horizontally-opposed, air-cooled engine with a TBO of 1,800 hours or 12 years. It is smooth-running compared to the four-cylinder Lycoming O-320 that eventually replaced it. The earliest O-300-A engines have specific magneto and accessory configurations that can be harder to source parts for than the later O-300-C/D used on 172A-G.

Field overhaul cost: $39,500–$50,500. Many owners convert to a Lycoming O-320 or O-360 via STC at overhaul time -- the math often favors conversion over O-300 overhaul on a 70-year-old airframe.

The straight-tail 172 occupies the very floor of certified four-seat ownership. Expect:

A fully restored straight-tail with fresh O-300, modern panel, and original-style paint can occasionally exceed $70,000 -- but it is competing against a 172E/F or 172I in better mechanical condition for similar money.

See the family page cessna-172-history for the universal Cessna 172 pre-buy concerns. Items disproportionately critical on this specific variant:

1. Wing spar corrosion: The 1956-1959 airframes are the oldest 172s. Spar corrosion at the strut attach points is the single biggest concern. Demand insulation-removed inspection.
2. Carry-through spar: 70-year-old aluminum under decades of insulation. Corrosion here can total the airframe.
3. O-300-A specific parts: Magnetos, fuel pumps, and engine accessories may be harder to source than the more common O-300-D.
4. Original-style fuel system: Early 172s have specific fuel tank/selector arrangements that may have been modified over the years. Verify configuration against type certificate.
5. Missing logs: Aircraft this old often have logbook gaps spanning decades. Each gap is a negotiating point and an airworthiness risk.