Cessna · 1968–1968
Cessna 172I Skyhawk (1968)
iSpecifications
Cruise
120KTAS
Range
440nm
Seats
4
Useful Load
910lbs
Full-fuel payload
658lbs
Fuel Burn
8gph
Fuel Cap.
42gal
MPG
17.3mpg
Stall (Vs0)
40KIAS
T/O roll
890ft
Ldg roll
520ft
Power
150hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$55k
Range
$38k – $80k
Annual all-in
~$13k/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 (8 gph)
- $5,200
- Engine reserve (toward overhaul)
- $1,000
- Fixed (insurance, hangar, annual, subscriptions)
- $6,300
- Total per year
- $12,500
- Per flight hour
- $125
- Miles flown / year (at cruise)
- 13,809 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
- First Lycoming 172: better engine reliability, lower overhaul costs ($18k–$22k), and longer TBO (2,000 hrs) than Continental predecessors
- Industry-standard O-320-E2D engine: parts universally available, every A&P knows it, Mogas STCs widely offered
- Lowest-priced Lycoming 172: typically $5k–$10k cheaper than comparable 172K/L/M with nearly identical flying characteristics
- Solid cruise performance: 120 KTAS at 75% power on 8.0 GPH
Weaknesses
- Transition-year airframe: smaller rear windows and flat-spring main gear (prone to cracking at attach points) vs. later 172K onward
- Reduced useful load (910 lbs): about 130 lbs less than late-Continental 172E/F despite the horsepower gain
- Four-cylinder engine produces more vibration than the six-cylinder Continental it replaced
- Unique 172I cowling design: replacement availability fair; parts not interchangeable with 172K and later
Overview
The 1968 Cessna 172I is the first Lycoming-powered 172. The new Lycoming O-320-E2D 150 HP four-cylinder engine replaced the Continental O-300-D 145 HP six-cylinder used 1956-1967. This single change reshaped the 172's mechanical character for the next 18 years -- every 172 from the 172I through the 172P (1986) used some variant of the Lycoming O-320 (E2D, then H2AD, then D2J).
Approximately 1,200 172I examples were produced in the single 1968 model year before the 172K introduced larger rear windows in 1969. The 172I is a transition-year variant: it has the new Lycoming engine but retains the 1967-style flat-spring main gear, smaller rear windows, and original wing geometry. Buyers who want a Lycoming 172 at the lowest price will find the 172I cheaper than the 172K/L/M while offering essentially identical flying characteristics.
Variants & History
Distinguishing Features (vs 172G/H and 172K)
| Feature | 172H (1967) | 172I (1968) | 172K (1969-1970) |
|---|---|---|---|
| Engine | Continental O-300-D 145 HP | Lycoming O-320-E2D 150 HP (new) | Lycoming O-320-E2D 150 HP |
| Cylinders | 6 (smooth) | 4 (more vibration) | 4 |
| TBO | 1,800 hrs | 2,000 hrs | 2,000 hrs |
| Cowling | Original | New (Lycoming-specific) | Same as 172I |
| Engine mounts | Original | Shock mounts (new) | Shock mounts |
| Rear windows | Standard | Standard | Enlarged (new) |
| Rudder trim | None | None | Ground-adjustable tab (new) |
The Continental-to-Lycoming Change
The shift from Continental O-300 to Lycoming O-320 was the most significant mechanical change in 172 history. Trade-offs:
| Factor | Continental O-300 (172/A/B/C/D/E/F/G/H) | Lycoming O-320-E2D (172I/K/L/M) |
|---|---|---|
| Horsepower | 145 | 150 (+5) |
| Cylinders | 6 | 4 |
| Smoothness | Smoother (6-cylinder advantage) | More vibration (4-cylinder) |
| TBO | 1,800 hrs | 2,000 hrs |
| Field overhaul | $25,000-$32,000 | $18,000-$24,000 |
| Parts availability | Good (declining) | Excellent (industry standard) |
| Cruise speed | 114 KTAS | 120 KTAS (+6) |
| Climb rate | 645 FPM | 645 FPM (same) |
The Lycoming is cheaper to overhaul, has better parts support, longer TBO, and slightly higher cruise speed. The Continental is smoother and has a distinctive six-cylinder sound that some pilots prefer. Practically, every metric except subjective smoothness favors the Lycoming -- which is why the change was made and persisted for 18 years.
Performance
120 KTAS cruise at 75% power, 8.0 GPH. Climb rate 645 FPM at sea level (same as Continental despite extra 5 HP -- empty weight increased ~130 lbs with the new cowling, engine mounts, and instrument panel, offsetting the power gain). Real-world cruise: 110-115 KTAS at economy settings, 7.0-7.5 GPH.
Useful load: 910 lbs -- about 130 lbs less than the 172E/F at the same 2,300 lb gross because the Lycoming engine and new cowling are heavier than the Continental setup. This is the primary downside of early Lycoming 172s: less useful load than the late-Continental 172E/F despite the engine upgrade.
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Maintenance & Support
The O-320-E2D is a 150 HP four-cylinder horizontally-opposed Lycoming engine with a TBO of 2,000 hours. The E2D suffix indicates specific accessory configuration and compression ratio (7.0:1) -- compatible with 80/87 octane fuel and 100LL. Mogas STCs are widely available for the E2D as well.
Field overhaul: $18,000-$22,000. Factory reman: $28,000-$32,000. The O-320 is the most common general aviation engine ever built; every A&P knows it, and parts are universally available.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $25,000-$38,000 |
| Flying but tired | $38,000-$55,000 |
| Well-maintained | $50,000-$70,000 |
| Restored / upgraded | $70,000-$90,000 |
The 172I sits at the bottom of the Lycoming-era pricing -- typically $5,000-$10,000 cheaper than a comparable 172K/L/M because of the older airframe details (smaller rear windows, original gear). For buyers prioritizing engine quality over airframe modernity, the 172I is excellent value.
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ADs & Common Problems
Universal Cessna 172 pre-buy concerns apply. 172I-specific:
- Transition-year quirks: First-year of the Lycoming installation; verify all service bulletins addressing initial-production issues have been complied with.
- Empty weight verification: 172I empty weights vary widely (1,360-1,420 lbs) depending on equipment and prior repairs. Verify against current weight-and-balance documentation.
- Flat spring main gear: The 172I retained the older flat-spring main gear (changed to tubular steel on the 172L in 1971). Inspect for cracks at the gear attach points; the flat spring legs flex more under landing loads.
- Original cowling: First-year Lycoming cowling design is unique to the 172I (refined slightly on later models). Replacement availability is fair.
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