Cessna 172E Skyhawk (1964)

The 1964 Cessna 172E introduced two practical improvements that made it the most desirable early-era 172: circuit breakers replaced fuses (modern reset-and-go electrical protection), and gross weight increased to 2,300 lbs -- the first 172 with the gross weight that would become standard through the entire 150-HP Lycoming era (172I/K/L/M). The instrument panel was also redesigned for improved organization. Roughly 1,401 172E examples were produced in 1964.

Combined with the 172D's Omni-Vision cockpit and the modern Continental O-300-D engine, the 172E represents the early-era sweet spot: it has all the practical 172 features (swept tail, wraparound windows, circuit breakers, full gross weight) at vintage pricing. The 172E and 172F are typically the most desirable pre-Lycoming 172s in the resale market.

Why 2,300 lb Gross Matters

The 50-lb gross weight increase from 2,250 to 2,300 lbs sounds minor but is meaningful for four-place utility. With a typical 1,260 lb empty weight:

• 172D useful load: ~960 lbs (gross 2,250, empty 1,290)
• 172E useful load: ~1,040 lbs (gross 2,300, empty 1,260)

That's an 80-lb improvement -- enough to add a passenger's worth of baggage or another 13 gallons of fuel. Combined with the 42-gallon optional long-range tanks (vs 39 standard), the 172E is the first 172 that can realistically carry four people with overnight luggage to a 300 NM destination.

The 2,300 lb gross also matches the gross weight of every subsequent 150 HP 172 (172F, G, I, K, L, M), making the 172E the first 172 with "modern" useful-load characteristics. Only the 172N (160 HP) reverted to 2,300 before the 172P (1981) bumped gross to 2,400 lbs.

Circuit Breakers vs Fuses

Pre-172E, electrical protection used fuses that had to be replaced after blowing. The 172E introduced reset-able circuit breakers, which became standard general aviation practice and is universal today. Practically: a tripped breaker is a 1-second push to reset, while a blown fuse on a 172D requires having a spare aboard. For IFR operations, breakers are markedly safer.

114 KTAS cruise, 645 FPM climb at 2,300 lb gross, 7.0 GPH. Real-world cruise: 105-110 KTAS at economy settings, 6.0-6.5 GPH. Range with reserves at 42-gallon optional tanks: 510 NM at economy.

Identical to 172B/C/D. See cessna-172b for engine notes.

The 172E is the highest-priced of the 172/A/B/C/D era in equivalent condition, typically commanding $3,000-$8,000 over a 172B/C and $2,000-$5,000 over a 172D. Buyers consistently rate the 172E as the best vintage 172 to fly on a daily basis.

Universal Cessna 172 pre-buy concerns apply. 172E-specific:

1. Circuit breaker panel condition: Original 1964 breakers may show wear or contact resistance. Replacement breakers are inexpensive ($30-$80 each) but require panel access.
2. Manual flap mechanism: The Johnson bar manual flap actuator wears over decades. Verify smooth operation and detent engagement.
3. Long-range tank STC: If the airplane has 42-gallon tanks, verify it is the factory option or a properly documented STC. Aftermarket tank installations of varying quality exist.
4. Panel mods: The 172E's redesigned panel has likely been modified for modern avionics; verify panel structural integrity and original wiring traceability.