Cessna · 1968–1968
Cessna 172I Skyhawk (1968)
iSpecifications
Performance
Cruise
120KTAS
Range
440nm
Climb
645fpm
Ceiling
13,100ft
Fuel Burn
8gph
Fuel Cap.
42gal
MPG
17.3mpg
Stall (Vs0)
40KIAS
T/O roll
890ft
Ldg roll
520ft
Size & weight
Seats
4
Useful Load
910lbs
Full-fuel payload
658lbs
Max gross
2,300lbs
Wingspan
36.1ft
Length
27.2ft
Engine
Engine
Lycoming O-320-E2D
Power
150hp
TBO
2,000hrs
Overhaul
$42k
Owning it
Hull insurance
$1k/yr
Parts
excellent
Mechanics
universal
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,390 lbs
- Max fuel weight
- 252 lbs
- Height
- 8.9 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,625 ft
- Landing over 50 ft
- 1,280 ft
Paperwork
- Type certificate
- 3A12
- Certification basis
- Part 23
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$55k
Range
$38k – $80k
Annual all-in
~$22k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (8 gph)
- $5,200
- Engine reserve
- $2,100
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $900–$1,800
- Hangar
- $5,892–$14,729
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $21,760
- Per flight hour
- $218
- Miles flown / year (at cruise)
- 13,809 mi
- Cost per mile
- $1.58/mi
- Time in the air
- 2 hr 30 min
- Fuel burned
- 20 gal
- Out of pocket
- $213
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
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.
1975 Cessna 172M Skyhawk (1973-1976)
Good plane
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: $38,000–$46,000. 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.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
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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