Cessna · 1969–1970
Cessna 172K Skyhawk (1969-1970)
iSpecifications
Performance
Cruise
121KTAS
Range
440nm
Climb
645fpm
Ceiling
13,100ft
Fuel Burn
8gph
Fuel Cap.
42gal
MPG
17.4mpg
Stall (Vs0)
40KIAS
T/O roll
890ft
Ldg roll
520ft
Size & weight
Seats
4
Useful Load
905lbs
Full-fuel payload
653lbs
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
- 1,395 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
$58k
Range
$40k – $82k
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)
- 13,924 mi
- Cost per mile
- $1.56/mi
- Time in the air
- 2 hr 29 min
- Fuel burned
- 20 gal
- Out of pocket
- $211
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
- Larger rear windows for improved visibility
- Modern cockpit layout matching later 172 variants
- Ground-adjustable rudder trim (new feature for 1969-1970)
- 1970 models: drooping wingtips improve stall characteristics by 1-2 knots
Weaknesses
- Rear window seals likely dry and cracked (age-related)
- Flat spring main gear (upgraded to tubular steel on 172L)
- Original drooping wingtips (1970) subject to damage on low-utilization aircraft
- 1969 models lack the performance benefits of 1970 drooping wingtips
Overview
The 1969-1970 Cessna 172K introduced larger rear windows (a meaningful visibility improvement over the 172I) and ground-adjustable rudder trim. In 1970 specifically, the conical cambered "drooping" wingtips were added -- a subtle but distinctive visual change that improved low-speed handling and reduced induced drag at climb angles of attack. Roughly 2,062 172K examples were produced across 1969 and 1970.
The 172K is the first 172 with the "modern" interior layout that would carry through the rest of the 150 HP Lycoming era. From the cockpit, a 172K and a 172M are nearly indistinguishable. The 172K is therefore a popular target for buyers who want a Lycoming 172 with full modern features at slightly lower pricing than the L/M variants.
Drooping Wingtips (1970)
The conical cambered wingtips introduced mid-production-run on 1970 model year 172Ks (and retained through subsequent variants) are angled downward at the wingtip with a slight chordwise camber. Benefits:
- Reduces wingtip vortex strength at low speeds and high angles of attack
- Improves aileron authority near the stall
- Slightly reduces induced drag in climb and slow flight
- Reduces stall speed by 1-2 knots
The visual effect is subtle: from below, the wingtips angle down rather than ending flat. This is the same wingtip design used on every 172 from 1970 onward. A 1969 172K has square-cut wingtips; a 1970 172K has drooping tips.
Rudder Trim
The 172K introduced a ground-adjustable rudder trim tab on the rudder trailing edge. This is not in-flight adjustable -- it is set by mechanic during annual to compensate for asymmetric rigging or pilot preference. Modern in-flight adjustable rudder trim came later (and is more common on twins than singles).
Variants & History
| Feature | 172I (1968) | 172K (1969-1970) | 172L (1971-1972) |
|---|---|---|---|
| Rear windows | Standard | Enlarged | Same as 172K |
| Rudder trim | None | Ground-adjustable tab (new) | Ground-adjustable |
| Wingtips (1970 onward) | Square | Conical cambered "drooping" tips (new) | Drooping tips |
| Main gear | Flat spring steel | Flat spring steel | Tubular steel (new) |
| Engine | Lycoming O-320-E2D 150 HP | Lycoming O-320-E2D 150 HP | Lycoming O-320-E2D 150 HP |
Performance
Essentially identical to 172I: 120-121 KTAS cruise, 645 FPM climb, 8.0 GPH. The drooping wingtips (1970 onward) add roughly 1 KTAS cruise speed and improve stall characteristics by 1-2 knots vs the 172I's square tips. Useful load: ~905 lbs.
1975 Cessna 172M Skyhawk (1973-1976)
Good plane
Maintenance & Support
Identical to 172I. See Cessna 172I Skyhawk (1968) for engine details.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $28,000-$40,000 |
| Flying but tired | $40,000-$57,000 |
| Well-maintained | $52,000-$72,000 |
| Restored / upgraded | $70,000-$90,000 |
The 172K typically commands $2,000-$5,000 over a 172I in equivalent condition due to the larger rear windows and (for 1970 examples) drooping wingtips. 1970 172Ks with drooping tips are preferred over 1969 examples for that reason.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
ADs & Common Problems
Universal Cessna 172 pre-buy concerns apply. 172K-specific:
- Rear window seals: The enlarged rear windows have larger seal perimeters; original 1969-1970 seals are likely dry and cracked.
- Drooping tip condition (1970+): Verify the conical cambered tips are intact and properly attached. Replacement tips ($300-$600 each) are available but expect to find issues on rarely-flown airplanes.
- Flat spring main gear: 172K still uses the original flat spring main gear (changed to tubular steel on the 172L). Inspect for cracks at attach points.
- Rudder trim hardware: Verify the ground-adjustable rudder trim tab is functional and securely attached.
For sale (1)
Also worth looking at
What buyers usually weigh against the Cessna 172K Skyhawk (1969-1970) — aircraft flown for the same kind of mission.
