Cessna · 1961–1961
Cessna 172B Skyhawk (1961)
iSpecifications
Cruise
114KTAS
Range
495nm
Seats
4
Useful Load
970lbs
Full-fuel payload
736lbs
Fuel Burn
7gph
Fuel Cap.
39gal
MPG
18.7mpg
Stall (Vs0)
43KIAS
T/O roll
865ft
Ldg roll
520ft
Power
145hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$40k
Range
$24k – $62k
Annual all-in
~$12k/yr
All-in estimate at ~100 flying hours a year — fuel, annual inspection, engine reserve, insurance, and hangar. It scales with your actual hours, and insurance and hangar vary most by region and pilot.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel and the engine reserve do.
- Fuel (7 gph)
- $4,550
- Engine reserve (toward overhaul)
- $1,556
- Fixed (insurance, hangar, annual, subscriptions)
- $5,894
- Total per year
- $12,000
- Per flight hour
- $120
- Miles flown / year (at cruise)
- 13,119 mi
- Cost per mile
- $0.91/mi
Estimate, not a quote — insurance and hangar (the fixed bucket) vary most by region and pilot. Anchored to our model figure at 100 hrs and $6.50/gal.
See how every Cessna 172 / Skyhawkyear stacks up — engines, changes, and which to buy — in our year-by-year buyer's guide.
Strengths
- Well-supported O-300-D engine with good parts availability
- Meaningful useful load (970 lbs) enables true 4-place operations
- Modern 172 profile established design; 988 built in 1961 ensures community support
- Reasonable cruise economy at 6.0 GPH (real-world)
Weaknesses
- Pull starter requires verification; conversion STCs available but add cost
- Unique reshaped cowling limits aftermarket replacement options
- CG envelope shifted forward; weight-and-balance documentation must reflect current config
- Original 1961 paint unlikely; inspect for corrosion under any repaint
Overview
The 1961 Cessna 172B introduced two changes that shaped the 172's identity for the next six decades. First, the "Skyhawk" name debuted as a deluxe option package -- full exterior paint, deluxe interior, full panel with avionics -- effectively the upmarket trim level. Second, gross weight increased 50 lbs to 2,250 lbs, providing meaningful useful-load improvement over the 172 and 172A. The engine also stepped to the Continental O-300-D with longer engine mounts (3 inches forward, balancing CG) and a reshaped cowling with a pointed spinner.
About 988 172B examples were produced in 1961. The 172B is the first 172 most pilots would recognize as a "modern" 172 in profile: swept tail, pointed spinner, longer nose, 2,250 lb gross. Only the fastback fuselage (rear windows didn't wrap around until the 172D in 1963) still hints at the airplane's 1950s origins.
Variants & History
Distinguishing Features (vs 172A and 172C)
| Feature | 172A (1960) | 172B (1961) | 172C (1962) |
|---|---|---|---|
| Engine | Continental O-300-C | Continental O-300-D | Continental O-300-D |
| Engine mounts | Standard | +3" longer mounts | +3" longer mounts |
| Cowling | Revised | Reshaped, pointed spinner | Same as 172B |
| Gross weight | 2,200 lbs | 2,250 lbs | 2,250 lbs |
| Starter | Pull starter | Pull starter | Key starter (new) |
| "Skyhawk" branding | N/A | First year as deluxe option | Standard option |
The "Skyhawk" Distinction
In 1961, "172" and "Skyhawk" were not synonymous -- "Skyhawk" was the deluxe option package adding paint, full interior trim, dual nav radios, and other upgrades on top of the base 172B airframe. Today, when shopping a 1961 model, "172B Skyhawk" and "172B" refer to the same airframe; the Skyhawk-trim cars simply had nicer original equipment. After decades of avionics and interior upgrades, the original Skyhawk vs base distinction is mostly irrelevant for resale.
The name became universally applied to all 172s by the late 1960s and is now the de facto product name regardless of trim level.
Performance
114 KTAS cruise at 75% power, 7.0 GPH. Climb rate of 645 FPM at sea level (max gross 2,250 lbs). The 50-lb gross weight increase over the 172A allows meaningful four-place loading: with a typical 1,280 lb empty weight, useful load is ~970 lbs. Four 180-lb adults = 720 lbs, leaving 250 lbs for fuel and baggage. Full standard fuel (37 gal usable = 222 lbs) leaves 28 lbs for baggage -- still tight but legal.
Real-world cruise: 105-108 KTAS at economy settings, ~6.0 GPH. Range with reserves: 495 NM at economy settings.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
The O-300-D is the most-produced O-300 variant and the easiest to support. Parts availability is "good" compared to the O-300-A/C which are rarer. Field overhaul cost: $25,000-$32,000. Many owners considering an overhaul evaluate the Lycoming O-320 conversion STCs as an alternative.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $20,000-$28,000 |
| Flying but tired | $28,000-$42,000 |
| Well-maintained | $42,000-$58,000 |
| Restored / upgraded | $55,000-$75,000 |
Pricing tracks 172A closely. 172Bs with original "Skyhawk"-trim paint and interior in restored condition can command a small collector premium ($3,000-$5,000) over base-trim 172Bs in equivalent condition.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
Universal Cessna 172 pre-buy concerns apply. 172B-specific:
- Pull starter: The 172B retained the pull starter from the 172/172A. Verify the starter handle, cable, and engagement linkage are in good condition. Key starter conversion STCs exist.
- Reshaped cowling fit: The 172B's revised cowling is unique to this variant; aftermarket replacement cowlings may not fit perfectly. Original cowling availability is fair.
- CG envelope shift: The longer engine mounts moved CG slightly forward. Verify weight-and-balance documentation reflects current configuration, especially if engine has been changed.
- Original Skyhawk-trim paint: Original 1961 paint is unlikely to remain; check for paint quality, prep, and corrosion underneath any repaint.
For sale (0)
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