Cessna · 1969–1970
Cessna 172K Skyhawk (1969-1970)
iSpecifications
Cruise
121KTAS
Range
440nm
Seats
4
Useful Load
905lbs
Full-fuel payload
653lbs
Fuel Burn
8gph
Fuel Cap.
42gal
MPG
17.4mpg
Stall (Vs0)
40KIAS
T/O roll
890ft
Ldg roll
520ft
Power
150hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$58k
Range
$40k – $82k
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)
- 13,924 mi
- Cost per mile
- $0.90/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
- 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.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
Identical to 172I. See cessna-172i 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.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
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 (0)
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