Cessna · 1971–1972
Cessna 172L Skyhawk (1971-1972)
iSpecifications
Cruise
121KTAS
Range
440nm
Seats
4
Useful Load
895lbs
Full-fuel payload
643lbs
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
$60k
Range
$42k – $85k
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
- First year of tubular gear — significantly more stable ground handling than earlier 172s
- Wider 12-inch gear track reduces landing oscillation and improves crosswind performance
- Better landing energy absorption and crash protection vs. flat-spring gear
- Proven Lycoming O-320-E2D engine, 121 KTAS cruise, simple and reliable
Weaknesses
- Tubular gear legs require straightness inspection — buckling from hard landings is expensive
- Original 1971–1972 fiberglass gear fairings commonly crack or crack-prone
- First-year production model — verify all service bulletins addressed
- Slightly reduced useful load (~895 lbs) due to heavier gear and fairings vs. 172K
Overview
The 1971-1972 Cessna 172L's defining change is the switch from flat-spring steel main gear to tubular steel main gear, accompanied by a 12-inch wider main gear track. This is one of the most consequential ergonomic changes in 172 history -- the new gear is more stable on the ground (less prone to gear leg flex during taxi), absorbs landing loads better, and has lower drag. The wider track also reduced the tendency for landing-gear oscillation ("wallowing") on rough surfaces. Roughly 2,200 172L examples were produced across 1971 and 1972.
The 172L's tubular gear became standard on every 172 from 1971 forward and is universally retrofittable to earlier 172s via STC. Fairings were also added to the gear legs to recover the aerodynamic drag of the new larger-diameter tubes.
Tubular vs Flat-Spring Gear
The shift to tubular main gear introduced several practical improvements:
| Factor | Flat Spring (pre-1971) | Tubular (1971 onward) |
|---|---|---|
| Track width | Original | +12" wider |
| Ground handling | More flex, "wobbly" | Stiffer, more stable |
| Landing energy absorption | Spring deflection | Tube compression |
| Drag (with fairings) | Lower (no fairings needed) | Slightly higher (requires fairings) |
| Maintenance | Spring crack inspection | Tube straightness inspection |
| Crash energy absorption | Marginal | Improved |
| Cosmetic | Period-correct vintage look | Modern look |
For pilots, the tubular gear feels noticeably more "planted" on the ground -- a particularly welcome change in crosswind landings. The wider track also improves taxi stability on uneven surfaces (gravel, grass).
Variants & History
| Feature | 172K (1969-1970) | 172L (1971-1972) | 172M (1973-1976) |
|---|---|---|---|
| Main gear | Flat spring steel | Tubular steel (new) | Tubular steel |
| Gear track | Original width | +12" wider (new) | +12" wider |
| Gear leg fairings | None | Required (new) | Standard |
| Wing | Original | Original | Camber-Lift drooped leading edge (new) |
| Baggage door | Optional | Optional | Standard (new) |
| Engine | Lycoming O-320-E2D | Lycoming O-320-E2D | Lycoming O-320-E2D |
Performance
121 KTAS cruise, 645 FPM climb, 8.0 GPH. Performance virtually identical to 172K. Empty weight increases ~10 lbs vs 172K due to the heavier tubular gear and required fairings, reducing useful load to ~895 lbs. The drag of the larger gear tubes is offset by the new fairings, keeping cruise speed unchanged.
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Maintenance & Support
Identical to 172I/K. See cessna-172i for engine details.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $30,000-$42,000 |
| Flying but tired | $42,000-$60,000 |
| Well-maintained | $54,000-$74,000 |
| Restored / upgraded | $72,000-$92,000 |
The 172L typically prices $2,000-$5,000 above a 172K in equivalent condition due to the tubular gear and (for buyers who care) wider track. 172L pricing is essentially identical to 172M except in restored condition where the 172M's Camber-Lift wing commands a slight additional premium.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
ADs & Common Problems
Universal Cessna 172 pre-buy concerns apply. 172L-specific:
- Tubular gear inspection: Verify straightness of both main gear legs. Tube buckling from hard landings or curb strikes is a costly repair (~$3,000-$5,000 per leg). Look for paint cracking near attach points.
- Gear leg fairing condition: Original 1971-1972 fiberglass fairings often have cracks or damage. Replacements available ($150-$300 per pair).
- First-year tubular gear: The 1971 model year is the first year of the tubular gear; verify any service bulletins addressing initial-production issues have been complied with.
- Wheel pant fit: The wider track required revised wheel pants. If the airplane has aftermarket pants, verify proper fit and structural integrity.
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