Cessna 172F Skyhawk (1965-1966)

The 1965-1966 Cessna 172F introduced electric flaps -- replacing the Johnson-bar manual flap actuator that had been used since 1956. This is the single largest ergonomic improvement of the Continental-powered 172 era: a flap switch on the panel instead of a 4-position lever between the seats. Roughly 1,436 172F examples were produced across the two model years (some sources show 1,196 civilian + supplemental military builds).

The 172F is also the civilian sibling of the T-41A Mescalero, the USAF primary trainer variant ordered in 1964 and based on the 172F airframe. Approximately 237 T-41As were produced for USAF use; many of these have since been demilitarized and entered the civil registry under the T-41A designation, distinct from the standard 172F.

Combined with the 172E's circuit breakers and 2,300 lb gross, the 172F is the most refined Continental-era 172: modern panel, modern electrical, modern flaps, 2,300 lb gross. The 172E and 172F together typically represent the desirability peak of the 1956-1967 era.

Electric Flap Operation

The electric flap motor on the 172F is driven by a 12V DC motor through a worm-gear actuator. Operation is via a panel-mounted switch:

• UP -- holds flaps retracted
• DOWN -- runs flaps to selected detent (10, 20, 30, 40 degrees)
• Detents are typically pre-selected by setting the switch lever to the desired position

Travel time is approximately 10-12 seconds from full up to full down. The electric system is more consistent than the manual Johnson bar but introduces a failure mode: flap motor or actuator failure leaves the flaps stuck wherever they were last commanded. Manual override is via wing-mounted access panels (not in-flight accessible).

The 172F flap system uses a single motor driving both flaps mechanically linked -- asymmetric flap deployment is mechanically impossible, unlike some later light aircraft.

T-41A Mescalero Connection

The USAF's T-41A Mescalero is a 172F airframe with minor military equipment additions (military radios, T-41-specific instrument layouts). After USAF service, many T-41As were transferred to civilian use through the GSA disposal process. Civilian-registered T-41As:

• Use the same Continental O-300-D engine as the 172F
• Carry the T-41A designation on the airworthiness certificate
• Often have higher total-time figures than civilian 172Fs from training-fleet operations
• Pricing typically tracks 172F pricing, with possible discounts for high training-fleet hours

The T-41B (and later T-41C/D) are based on later 172 airframes with more powerful engines and are not the same as the T-41A.

Identical to 172E: 114 KTAS cruise, 645 FPM sea-level climb at 2,300 lb gross, 7.0 GPH. Electric flap actuator adds ~5-10 lbs vs the manual system, slightly reducing useful load to ~1,030 lbs.

Identical to 172B-E. See cessna-172b for engine notes.

The 172F typically commands a small premium ($1,000-$3,000) over the 172E in equivalent condition due to the electric flap convenience. Together with the 172E, the 172F is the top of the pre-Lycoming 172 market.

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

1. Electric flap motor and actuator: Original 1965-1966 flap motors are now 60 years old. Operate flaps through full range several times during pre-buy; listen for grinding, watch for asymmetric deployment, time the travel. Motor replacement: $800-$1,500.
2. Flap limit switches: Verify clean stop at full up and full down. Worn switches can cause the motor to drive past travel limits, damaging the actuator.
3. T-41A history: If the aircraft is a former T-41A, request complete military maintenance records. Training-fleet operations are hard on airframes; expect higher cycle counts than equivalent-hour civilian airplanes.
4. Flap circuit breaker: A 60-year-old breaker controlling the flap motor circuit may trip nuisance trips. Worth replacing as preventive maintenance.