Cessna · 1981–1986
Cessna 172P Skyhawk
iSpecifications
Cruise
122KTAS
Range
580nm
Seats
4
Useful Load
900lbs
Full-fuel payload
600lbs
Fuel Burn
8gph
Fuel Cap.
50gal
MPG
17.5mpg
Stall (Vs0)
40KIAS
T/O roll
890ft
Ldg roll
540ft
Power
160hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$78k
Range
$60k – $105k
Annual all-in
~$14k/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)
- $1,100
- Fixed (insurance, hangar, annual, subscriptions)
- $7,700
- Total per year
- $14,000
- Per flight hour
- $140
- Miles flown / year (at cruise)
- 14,040 mi
- Cost per mile
- $1.00/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
- Reliable O-320-D2J engine with dual independent magnetos—no cam/valve history problems
- 2,400 lbs gross weight and 50-gal fuel capacity enable 580+ nm range with reserves
- Lowest AD burden of mid-era 172s; straightforward pre-buy inspection
- Gold-standard trainer and first-airplane platform—easy to insure, maintain, and resell
Weaknesses
- Cruise speed limited to 122 KTAS—cross-country trips require patience
- 40+ year old airframes prone to corrosion; coastal tied-down examples require thorough inspection
- Basic panel examples often need $15K–$45K avionics upgrade for IFR capability
- 30-degree max flap travel (vs. 40 on 172N) causes slight float on landing
Overview
Why the 172P Is the Mid-Era Pick
| Item | 172N (1977-1980) | 172P (1981-1986) |
|---|---|---|
| Engine | O-320-H2AD (single Slick dual mag, history of cam/valve issues) | O-320-D2J (dual independent magnetos, no cam/lifter issues) |
| Max gross weight | 2,300 lbs | 2,400 lbs (+100 lbs useful load advantage) |
| Flap travel | 40 degrees | 30 degrees max (slight float on landing -- worth knowing) |
| Standard fuel | 43 gal (40 usable) | 50 gal (48 usable) optional 62-gal wet wing later |
| Windows (1983+) | Standard | Thicker, better soundproofing |
| Door latches (1984+) | Single | Dual safety pin latch |
| Landing lights | Cowl-mounted | Wing-mounted (1982+) -- better illumination, longer bulb life |
| Electrical | 28V | 28V (unchanged) |
The combination of the D2J engine, 2,400-lb gross weight, and 50-gal fuel made the 172P a genuinely capable two-pilot IFR cross-country airplane. With long-range tanks installed, it can fly 580+ nm with reserves at 122 KTAS.
The Engine: Lycoming O-320-D2J
The D2J was Lycoming's response to the H2AD reliability disaster. The key changes:
- Dual independent magnetos (Bendix or Slick) -- redundancy restored
- Lower compression ratio (8.5:1 retained for 160 HP, but with revised valve train metallurgy)
- Larger-diameter tappets and improved cam lobe profile (the "T" modification that was retrofitted to late H2AD engines is standard from D2J factory)
- Proven cylinder design -- the wide-deck problems were resolved
In practice, the D2J is one of the most reliable engines in the Lycoming O-320 family. Owners routinely take them to TBO (2,000 hours) and beyond with proper maintenance. The 2,000-hour TBO can be extended to 2,400 hours under Lycoming's recommended on-condition operation if cylinder compression and oil analysis trends remain healthy.
[!tip] An on-condition D2J at 2,200-2,400 hours with strong compression and clean oil analysis is often a better deal than an early-overhaul example. The engine has proven itself, and the next overhaul can be deferred for years.
Bottom Line for 172P Buyers
If your mission fits the 172 envelope -- training, time-building, low-budget IFR cross-country, first-airplane ownership -- the 172P is almost always the right answer in the pre-litigation-gap market. The D2J engine, 2,400-lb gross weight, and refined airframe make it the most usable mid-era 172. The only practical alternative at this price tier is a D2J-converted 172N, which gives you 90% of the 172P at an $8K-$15K discount.
The two factors that make or break a 172P deal are corrosion and avionics. Walk away from coastal tied-down examples without thorough corrosion inspection. Pay up for a modern Garmin panel if you fly IFR -- the upgrade cost on a basic-panel airplane usually exceeds the price delta to a pre-upgraded one.
See also: cessna-172-mid, cessna-172n, cessna-r172k-hawk-xp, cessna-172q-cutlass, cessna-172r, cessna-172-modern
Mission Suitability
| Mission | Score | Notes |
|---|---|---|
| Flight Training | 9/10 | The gold standard of mid-era trainers. Reliable D2J engine means flight schools can budget overhauls accurately. |
| First Airplane | 9/10 | Easy to insure, easy to maintain, cheap to fly, easy to sell. The textbook first-time-owner aircraft. |
| IFR Platform | 8/10 | Modern Garmin retrofits make this a capable IFR machine. Limited by 122 KTAS cruise. |
| Cross-Country | 7/10 | 580 nm range with 50-gal fuel makes 4-hour legs comfortable. Cruise speed is the real limiter. |
| Backcountry | 2/10 | Nosewheel + low ground clearance + marginal climb at high DA. Not the right airplane. |
| Aerobatics | 1/10 | Normal category only. |
| Local Fun | 8/10 | Forgiving, pleasant, low operating cost. |
2006 Cessna 172S
G1000 Skyhawk · Mid-Time Engine · Clean Logs
Avionics Ecosystem
Like the 172N, the 172P uses a 28V electrical system. Modern Garmin avionics (GTN 650/750, G5, GFC 500 autopilot, GTX 345 transponder) are all available in 28V variants.
Common modern panel configurations encountered on 2026-market 172Ps:
| Tier | Configuration | Typical Cost (Installed) | Resale Impact |
|---|---|---|---|
| Basic IFR | Garmin GNS 430W + KX-155 + KAP 140 autopilot + Mode S transponder | $15K-$20K original install | Adds $10K-$15K to a basic 172P |
| Modern IFR | Garmin GTN 650Xi + G5 ADI + GTX 345 transponder + analog HSI | $25K-$35K | Adds $20K-$30K |
| Modern IFR + Autopilot | Above + GFC 500 two-axis autopilot | $35K-$50K | Adds $30K-$45K |
| Full Glass | GTN 750 + dual G5 + GFC 500 + GMA 350 + GTX 345 + JPI EDM-830 | $45K-$60K | Adds $40K-$55K (may exceed airframe value) |
The 60-amp alternator is adequate for typical modern panel loads but should be inspected at pre-buy.
2005 Cessna 182T Skylane
G1000 Skylane · No Damage · Hangared
Valuation Factors
| Factor | Typical Swing |
|---|---|
| Engine time since major overhaul (SMOH) | $25K-$35K |
| Avionics tier (see table above) | $15K-$45K |
| 62-gal wet wing fuel tanks (late 172P option) | +$5K-$8K |
| Long-range tanks (52-gal) | +$3K-$5K |
| Air conditioning (rare) | +$3K-$5K |
| Corrosion history | $5K-$15K swing |
| Damage history | $10K-$25K discount |
| ADS-B Out compliance | Mandatory; non-compliant is unsellable |
| Logbook completeness | Missing logs = $15K-$25K discount |
| Year (1981 vs 1986) | $5K-$10K -- later years preferred for thicker windows and dual door latch |
| Paint and interior | $5K-$15K swing |
Typical 2026 market range
- Run-out engine, basic panel, 1981-1982: $55K-$70K
- Mid-time engine, basic IFR panel: $70K-$85K
- Mid-to-low time, modern Garmin panel + GFC 500: $90K-$120K
- Pristine 1985-1986 with full glass + recent OH: $130K-$165K
The 172P market has firmed substantially since 2020 -- demand from flight school owners, partnership groups, and first-time buyers consistently exceeds supply.
ADs & Common Problems
Airworthiness Directives (172P-specific)
The 172P benefits from the same family-wide ADs as other mid-era 172s and adds no major variant-specific problems:
- Seat rail/roller AD (recurring) -- all 172s
- Wing spar inspection AD (per schedule, high-time aircraft) -- all high-wing Cessnas
- Doorpost fuel line AD -- 172N and 172P
- Stabilizer abrasion boot AD -- mid-era 172s
- Mixture control AD -- one-time pilot-performed check on idle mixture
- Carb heat duct AD -- one-time inspection
The O-320-D2J has no major engine-specific ADs of the type that plagued the H2AD. The 172P is the lowest-AD-burden mid-era 172.
Pre-Buy Inspection Priorities
The 172P pre-buy is shorter than a 172N pre-buy because there are no engine-specific landmines:
- Engine condition -- compression check (target 70+ on all four), oil analysis trends, cam inspection via borescope or visual through tappet bores
- Corrosion -- 40+ year old airframes; inspect wing spar carry-through, belly skins, battery box, tailcone, fuel tank sealant
- Seat rails and pins -- recurring AD compliance; test locking
- Logbooks -- complete and continuous back to manufacture
- Doorpost fuel line -- AD compliance
- Avionics -- ADS-B Out compliance verified; navigator databases current
- Fuel system -- selector valve operation, tank integrity (especially older bladder tanks if not converted to wet wing), fuel sender accuracy
- Landing gear -- nose gear shimmy dampener, tubular main gear leg condition, brake disc thickness
- Damage history -- review FAA 337 forms; verify any repair work was done correctly
- Hangar vs tied-down history -- coastal tied-down aircraft often have hidden corrosion issues
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