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The Cessna 172 Skyhawk is famous for being the most-produced aircraft of all time, with over 45,000 airframes built since the first rolled off the production line in 1956. This legendary general aviation light aircraft will go down in history as one of the most reliable, efficient, and versatile planes ever built, capable of performing all kinds of roles.

Interestingly, despite major advancements in technology and design since the 172 was released, the plane's cruise speed hasn't changed too much over the decades. Instead, upgrades to the aircraft have tended to boost its reliability, avionics, and safety. Nonetheless, modern Cessna 172 models are still almost 20% faster than the original, so some improvements have been made in this department.

Cessna 172 cruise speed

The current in-production model of the 172 series is the Cessna 172S Skyhawk SP, offering modern upgrades like a glass cockpit, Garmin G1000 NXi avionics suite and a 180-horsepower Lycoming IO-360-L2A engine. Compared to the previous model, the 172R, the 172S features an additional 20HP, and the Garmin G1000 suite comes as standard, among other tweaks.

As per Textron Aviation, the aircraft's maximum cruise speed is 124 knots (142 mph or 230 km/h), with a maximum range of 640 NM (1,185 km) and a climb rate of up to 730 fpm. However, this range can change depending on engine power, altitude, and weight of aircraft.

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Modest speed increases

As mentioned earlier, the Skyhawk's cruise speed has risen modestly over the decades, but improvements haven't been dramatic given the limitations of a single-engine piston aircraft. The first Cessna 172 model was fitted with a 145HP Continental O-300 engine before an upgrade to the Lycoming O-320 around a decade later.

According to 172guide , the first Cessna 172 had a cruise speed of 108 knots (132 mph or 212 km/h), which was gradually increased in future iterations:

• 172C (1962): Continental O-300-C - 114 knots at 7,000 ft altitude
• 172I (1968): Lycoming O-320-E2D - 114 knots at 9,000 ft altitude
• 172N (1979): Lycoming O-320-H2AD - 122 knots at 8,000 ft altitude

Let's compare some of the specs of the first Cessna 172 with the in-production 172S:

A Look At Why The Cessna 172 Is The Best Selling Aircraft In The World

This plane has played a significant role in shaping the modern general aviation sector.

Against the competition

The 172 is well ahead of other trainers in terms of aircraft built and sold. However, when looking at its specs compared to those of its rivals, it doesn't outshine them in all departments. In fact, if we look at cruise speed alone (at 75% engine power), it is sometimes slightly slower than most of its counterparts.

Piper PA-28 Cherokee

Take the Piper PA-28 Cherokee, for example, which is generally considered the main rival to the Cessna 172 series. Entering service in the early 1960s, the PA-28 initially offered a higher cruise speed of over 120 knots, although the current in-production Piper's have a similar cruise speed to the Cessna 172S.

Diamond DA40

The Diamond DA40 is, without a doubt, a faster aircraft than the 172, with an initial cruise speed of 145 knots when it came out in 1997. The most up-to-date variant - the DA40 NG - is powered by a 168 hp Austro Engine AE300, which offers a cruise speed of 154 knots, as well as a higher service ceiling of 16,000ft.

Beechcraft Musketeer

The Beechcraft Musketeer is another popular trainer aircraft and one of the few that is slower than the 172. Take the Beechcraft Musketeer Sport II, for example, which has a cruise speed of 108 knots, well below the 172S' 124 knots, or the Musketeer Custom II, which offers a cruise speed of 102 knots.

Comparing the 172 and 182

Simple Flying recently took a deep dive into the differences between the 172 Skyhawk and the larger Cessna 182 Skylane , another popular trainer and general aviation aircraft. The Skylane is Cessna's second most popular aircraft still in production behind the 172 and a feasible alternative for flight schools and private owners.

The 182 features a more powerful Lycoming IO-540-AB1A5 engine, giving it a cruise speed of 145 knots - on top of this, its extra fuel capacity gives it almost 50% more range than the 172 at 930 NM.

A training favorite

The Cessna 172's ease of operation makes it a clear favorite for student pilots, and you can find a Cessna 172 at just about every flight school in the world. Cessna estimates an average of 75 flight hours to earn a private license.

5 Reasons The Cessna 172 Is A Favorite With Flight Training Schools

The type holds a world record for refueled flight endurance.

The plane also boasts exceptional reliability and an immaculate safety record, with a fatality rate of 0.56 fatal crashes per 100,000 flying hours, which is less than half the industry standard of 1.2-1.4 per 100,000.

Have you ever flown a Cessna 172? Let us know your stories in the comments.

• Private Aviation

Cessna 172 Guide and Specs : Is It Worth It?

Table of Contents

Introduction

With over 44,000 units built since 1956 and an ongoing production line, it is hard to do justice to the Cessna 172 Skyhawk. The most produced aircraft in the entire history of aviation owes its longevity to a tried and tested evolutionary design rooted in the Cessna classic configuration. Most general aviation pilots have sat behind the Skyhawk’s controls at some point in their careers, and the type is universally loved for its pleasant handling and brilliant simplicity that made it a timeless classic.

Plane Year / Make / Model Specs

Cessna has worked to improve the 172 models incrementally, despite its appearance changing relatively little from the 1956 debut. Here is an overview of three of the most prominent members of the Cessna 172 family: the 172F, 172N, and 172R.

The Cessna 172 is powered by a radial engine. Early models, including the Cessna 172F, were fitted with a six-cylinder Continental O-300-C or O-300-D with a displacement of 300 cubic inches and 145 horsepower, but in 1968 this was replaced by the Lycoming O-320 series. This was a four-cylinder engine with a displacement of 320 cu. in. Later models like the Cessna 172R came with another O-320 series engine, this time the IO-360-L2A with 360cu.in. of displacement and the same horsepower. This is the same engine fitted on the 172S model currently in production.

Fuel Capacity

For many years, owners had to contend with relatively small tanks, with long-range fliers requiring either factory-installed or aftermarket auxiliary tanks at an additional cost and loss of space.

A standard Cessna 172F can carry 39 gallons in its standard configuration plus an additional 18 if the auxiliary tanks are installed, for a total of 57. The Cessna 172N slightly expanded the baseline capacity at the expense of the auxiliary tank – it can carry 43 gallons by default, but only 54 with the new tank. Newer Cessna 172R models have done away with the auxiliary tank options, shipping instead with a 56-gallon capacity on all units. This has aided in standardizing the fleet, lowering maintenance costs, and providing all operators with the type’s maximum range.

Weight and Payload

The Cessna 172 has seen a steady decrease in useful loadout over the years due to increases in empty weight. 172F and 172N models have a take-off weight of 2,300 lbs. Compared to 2,450 lbs. on the 172R, however, when comparing empty weights, these are, respectively, 1,260 1,379 lbs. and 1,600 lbs. The Cessna 172R has a useful payload of 857 lbs. in its normal category, compared to the 921 lbs. of the 172N or the impressive 1,040 lbs. achieved by the 172F. However, as far as baggage capacity goes, all three models are limited by the luggage storage’s restrictions of up to 120 lbs.

Cessna 172 / Model Prices

The current price for a factory-fresh Skyhawk, in its Cessna 172S version, is between $369,000 and $438,000. This difference is due to options available to the pilot, as the avionics suite.

Cessna 172 / Performance and Handling

Performance.

Despite being in production for over half a century, the Cessna 172 has not seen a revolution in terms of performance, but some changes have occurred because of structural redesigns or powerplant changes.

The “do not exceed” speed of 151 KCAS on the Cessna 172F has risen to 158 KCAS on the 172N and again to 160 KCAS on the 172R. The cruising speed of 122 KCAS was slightly boosted to 126 KCAS on all latter variants. Clean stall speeds are nearly identical across the three – 50 KCAS for both the Cessna 172F and 172N, but 51 KCAS on the 172R. This difference is more pronounced in landing configurations, where the 172F stalls at 43 knots, growing to 44 knots for the 172N and finally 47 knots on the 172R. A marginal increase, but enough to cause trouble to a pilot accustomed to older models.

The best climb rate of the Cessna 172F is 645 fpm. The new powerplant on the 172N increased it to a zippy 770 fpm, which was then decreased to 720 fpm with the 172R because of its heavier empty weight. The service ceiling for the Cessna 172F is 13,000 ft, compared with 14,200 ft on the 172N and 13,500 ft on the 172R.

The Cessna 172 was introduced and marketed as a trainer for the modern age, with its chief departure from previous Cessna designs being a tricycle gear configuration. This change made landings and ground handling much more comfortable experiences for both budding aviators and seasoned instructors, which motivated Cessna’s marketing department to dub it the “Land-O-Matic.” Steering on the ground is made possible via a steerable nosewheel.

Its high wing design incorporates the advantages inherent to this design choice, most of which make the Cessna 172 especially suited for the role of pilot training. The increased distance from the ground helps shorten the landing run as it is not as strongly affected by the ground effect. The Skyhawk is an inherently stable aircraft thanks to the high wing, as it places the center of mass below the center of lift.

In terms of pilot comfort, unlike low-wing aircraft, ground visibility is unobstructed. Upwards line of sight to the sides is slightly restricted, but this comes with increased sun protection from some angles. This visibility issue is not generally a problem outside the base to the final turn. The Skyhawk is also easier to chock and unchock as the pilot does not need to crouch to access the landing gear.

Plane Make / Model Maintenance Schedule

Its status as the most produced airplane is no coincidence. The Cessna 172 owes its popularity, among other factors, to a simplicity in design that brings affordable maintenance and high availability rates. Due to its ubiquitous status, it is also incredibly easy to find A&P mechanics who have the first-hand experience servicing the 172 series.

Maintenance has remained largely identical across the Skyhawk family range, with the main changes affecting seat comforts and avionics. The latter used to only affect communication and navigation gear, but Cessna’s latest 172S brought about a full shift to a glass cockpit with the Garmin 1000 suite.

Over the years, Cessna 172 operators have grown to use between $15 and $30 in maintenance per flight hour as an estimate, distributed between regular maintenance, inspections, and overhauls.

Cessna 172 / Modifications and Upgrades

The list of Skyhawk modifications available feels almost endless, and because of how long many have been about, supplemental type certificates have been issued to most of them.

A popular Cessna 172 upgrade is the powerplant. Engine and propeller combinations here are many, with trade-offs that fit different needs. Many early models received 180 hp engines that increased consumption by 25% but also severely improved high-altitude and short take-off performance, a non-negotiable gain for pilots operating in such environments.

The downside of engine upgrades is their very high cost, which is why most operators who need the extra performance prefer to purchase aircraft that have already had the conversion completed. Even in cases where they require significant work to be airworthy again, the costs usually fall under those of conducting an engine change first-hand today.

If the Skyhawk is a timeless classic, its seatbelts are hard as loved. The initial models have lap belts that are hardly as safe as you need them to be, while from the 1970s onwards, the shoulder harness installed is famously uncomfortable. The most common solution to these is inertial reel shoulder harnesses, which bring the Cessna 172 to modern safety standards without compromising on crew comfort.

The original cowling fasteners on the 172 are a hassle to actuate and cause vibration issues that cascade into lights failures, as described below. Parts manufacturer Skybolt offers a kit that replaces them with cam locks which are easier to operate, more secure, and reduce vibration issues.

Bush pilots or other operators who do not always enjoy the comforts of 9,000 ft concrete strips have access to larger tires which improve rough field performance, but these are relatively uncommon due to the required gear modifications and field approval paperwork associated.

One of the most common upgrades for the Cessna 172 family in recent years has been an avionics overhaul to replace the original panel partially or fully with digital instruments. The latest Cessna 172 in production, the 172S, already comes with a Garmin 1000 suite installed.

Cessna 172 / Where to Find Replacement Parts

The Cessna 172’s popularity makes it one of the most accessible planes to own in terms of parts availability. Shops all over the US and the world are stocked with almost everything an owner will need to maintain a Skyhawk airworthy. This also applies to many of the modifications outlined above, as they grow increasingly common in the global 172 fleet.

In the case of Continental-equipped Skyhawks, the supply of engines and spares has been a growing problem due to their age, which is why many have been re-engined over the years.

Cessna 172/ Model Common Problems

Two issues common to the entire Cessna 172 family are excessive nosewheel shimmy and cowl vibrations. The former can make ground handling uncomfortable, particularly for untrained pilots, and can be addressed with aftermarket dampers. Cowl vibrations are known to damage the landing lights, which have borne a series of modifications such as wing-mounted lights or LED ones.

Owners of early Cessna 172 models still equipped with Continental engines must contend with significantly pricier maintenance and overhaul costs.

Reasons for this lie largely in the cylinder configuration: as a six-cylinder engine, the Continental O-300 has two extra cylinders and associated drivetrains to work on and replace.

Technicians have also reported that the cylinders on the Continental models are more prone to leaks, particularly over the 1000-hour mark, and usually need replacement before their target useful life.

Lycoming’s O-320 was not without flaw – the H2AD series introduced in 1977 with the Cessna 172F offered a massive jump in performance, but it also brought along plenty of growing pains along.

The O-320-H2AD had problems with its camshaft and lifter, which on a good day affected performance; and on a bad one, led to metal chips finding their way into the aircraft’s oil system. This led to exponentially higher engine wear and caused several accidents due to engine failures.

Lycoming and the FAA worked in tandem and, through a series of modifications mandated by airworthiness directives, solved the issues on the H2AD model and turned it into a safe and reliable engine. Still, after the ‘shock’ experienced, Lycoming reverted most of the design choices found in the H2AD when making its successor.

Cessna 172 / Insurance Options

Due to its longevity, reliability, and popularity, the Cessna 172 is as close to an insurer’s favorite as you can get. AOPA’s operating cost calculator lists an insurance price of around $1,200 per year for standard coverage. This value was based on a 1975 Cessna 172M with a Lycoming O-320-E2D with several upgrades, fit for both VFR and IFR operations.

Depending on the coverage needed and specifics related to the model and operational demands, costs for a Cessna 172 can go as low as $250 per year but also reach $1400 on the high end.

Cessna 172/ Model Resale Value

A well-maintained Cessna 172 has great resale value. A high-hour flight school unit made in the 1980s and without avionics upgrades goes for as low as $58,000, but low-time or overhauled airframes can fetch up to $280,000. Most Cessna 172 listings orbit around the $80,000-$120,000 range.

Cessna 172 / Owner Reviews

Glen Chiappe of the Cessna Owner Organization describes it as a plane that “took good care of many of us when mishandled by our inexperience.” 172 owners adore the longevity of their Cessnas, and with good reason: half a century on, most Skyhawks in operation give their pilots the same performance they did right off the factory. It has been described as the “airplane of a lifetime” by Isabel Goyer of Flying magazine.

Instructors in particular highlight the aircraft’s stability and control responsiveness, and enjoy its great availability rates that allow CFIs to raise the next generation of pilots without having to splurge on more airframes than needed. The landing gear’s ruggedness allows students to improve their touchdowns without damaging the airplane in both short and long runs.

The low maintenance costs and fantastic parts availability reduces the logistics burden, making the Cessna 172 a great ‘turn the key and go’ option for owners who want a reliable and affordable plane that is ready to fly when they need it.

Cessna 172 / Similar Aircraft

Aircraft with similar performance, handling, and operating costs as the Cessna 172 exist both within and outside the Cessna portfolio. The Cessna 150, 152, 170, 175, and 177 have shared origins with the 172 and have many of its advantages, with the first two being particularly common in the general aviation market to this day.

Classic competitors to the Skyhawk include the Beechcraft Musketeer, the Piper Cherokee, the Grumman AA-5, and, for those who love an eastern flavor, the Yakovlev Yak-12. Recent noteworthy entries making a break in this segment include the Diamond DA40 and Vulcanair V1.0.

Cessna 172 / Clubs You can Join

Skyhawk owners enjoy some of the largest and most loved type clubs in the market. These include the Cessna 172 Club, the Cessna Flyer Association, and the Cessna Owner Association, on top of many smaller types of clubs, forums, and Facebook groups.

FAQ: Frequently Asked Questions

Question: when was the cessna 172 introduced.

Answer: The first Cessna 172 rolled out of the production line in 1956.

Question: Is the Cessna 172 still in production?

Answer: Yes, in the Cessna 172S version. Since 1956, 172 productions were only interrupted briefly, between 1986 and 1994.

Question: Which engine does the Cessna 172 use?

Answer: Early models used the Continental O-300, but most are equipped with the Lycoming O-320 or IO-360 series.

Question: How much does a new Cessna 172 cost today?

Answer: Factory-fresh models cost between $369,000 and $438,000.

Question: What is the Cessna 172 cruise speed?

Answer: Cruise speeds range between 122 and 126 knots, depending on the variant.

Question: What is the main difference between the Cessna 172 and the Cessna 170?

Answer: Initially, this was limited to the landing gear, with the 172 using a tricycle configuration as opposed to the taildragger 170.

Question: Is the Cessna 172 expensive to maintain?

Answer: If properly maintained, the Cessna 172 has a maintenance cost between $15 and $30 per hour, which is relatively low.

Question: Can you customize a Cessna 172?

Answer: Yes. The Skyhawk family has a high amount of certified modifications that are often easy to purchase and implement and solve some gripes operators have found over the years.

https://www.flyingmag.com/aircraft/pistons/evolution-cessna-172/

https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/cessna-172

https://www.aopa.org/go-fly/aircraft-and-ownership/buying-an-aircraft/tips-on-buying-used-aircraft/hypothetical-operating-cost-calculation

https://disciplesofflight.com/cessna-172-skyhawk/

https://bwifly.com/cessna-172-operating-cost/

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Discover why the Cessna 172 Skyhawk is one of the most popular trainers in the world.

Nearly every  flight school  around the world has at least a few Cessna 172’s in use. Many of the features listed below are the reason. The 172 is aerodynamically stable and easy to handle for new pilots. The high-wing design gives the student a bit of added visibility.

Overall, the Cessna 172 is an incredibly popular aircraft for good reason.

Cessna 172 Specs

Cessna 172 g1000 aircraft.

The most common aircraft in the world, the C-172, has been a staple in aircraft training since its inception in the mid 1950s – but our fleet isn’t that old. Our air-conditioned Garmin G1000 equipped 172s are all 2018 models or newer, including 2 new 2020 models.

Quantity in our fleet:  5

Year models:  2018-2020

Avionics:  G1000

Aircraft Features – G1000

• Garmin G1000 Avionics Suite
• GFC700 Dual Axis Autopilot
• Air Conditioning
• Leather Interior
• ADS/B In and Out
• In-Cockpit Traffic and Weather

Aircraft Information

27 ft 2 in (8.28 m)

8 ft 11 in (2.72 m)

36 ft 1 in (11.00 m)

Wing Surface Area

174 sq ft (16.17 sq m)

Cabin Width

3.3 ft (1.01 m)

Empty Weight

1,640 lb (744 kg)

Useful Load

918 lb (416 kg)

Maximum Takeoff Weight

2,550 lb (1,157 kg)

Textron Lycoming IO-360-L2A

Power Output

180 hp at 2,750 RPM

Maximum Occupants

McCauley 2-blade metal, fixed pitch

Cessna 172 Performance Specs

Max Cruise Speed

124 KTAS (230 km/h)

Maximum Speed

163 KIAS (302 km/h)

Stall Speed

48 KCAS (89 km/h)

730 ft/min (223 m/min)

Takeoff Distance

1,630 ft (497 m)

Landing Distance

1,335 ft (407 m)

640 nm (1,185 km)

Service Ceiling

14,000 ft (4,267 m)

Aircraft Documentation

Cessna 172S (G-1000) POH

Cessna QREF & Emergency Checklist

Instrument Checklist

Cessna 172 Maneuvers Guide

Cessna 172 Diagram

C172R & 172S Weight and Balance

172S Pre-Solo Written Exam

Cessna 172 Air Conditioning Supplement

Cessna Pre-Flight Video

How to Take Off and Land a Cessna 172

Cessna 172 Preflight

Watch the video below for a detailed look at the preflight process. And then take a look at our article on the Cessna 172 preflight checklist for tips on how to do an effective preflight.

Cessna 172 Cockpit

Where the cockpit is concerned, modern Cessna 172’s feature an integrated set of cockpit avionics, known as the Garmin G1000 NXi which included an all-new and improved graphical interface, high-resolution displays, powerful hardware, wireless technology, and increased functionality for situational awareness.

This information is displayed on two screens in the cockpit, together with altitude, airspeed, and geographical position.

Some 172’s also include a digital autopilot feature. This digital autopilot feature was capable of sustaining a steady rate of descent and ascent, consistent speed, and altitude ranges in a completely automatic way.

A pilot had the capability of recovering from unwanted altitudes with just a push of a button on the autopilot.

Cessna 172 Models

The earliest model of the 172 which debuted in 1956 saw a variety of changes and upgrades, including the creation of special variants such as the 172 Hawk XP seaplane and a proof-of-concept electric-powered Cessna 172.

In 1986, the 172 ceased production, after almost 20 years due to liability concerns. Cessna, a company established in 1911 was acquired by Textron in 1992. Production of the 172 model resumed in 1996 after the General Aviation Revitalization  Act of 1994  was passed.

Engineering efforts were channeled towards the building of the 160 horsepower 172R Skyhawk. This model was the first 172 which was fitted with a fuel-injection engine and had a redesigned interior and ventilation system.

The 180 horsepower Skyhawk subsequently followed production in 1998, aptly named the 172S Skyhawk SP.

Due to its multi-purpose capacity and robustness, the Cessna 172 remains popular. While there are other faster and more agile planes from competitors like Beechcraft and Piper, the Cessna is relatively easier and less expensive to maintain.

Due to its popularity, parts are readily available and nearly every aviation mechanic has worked on a 172.

Record Setting Flight in a 172

Robert Timm and John Cook’s names are synonymous with the C-172. It’s hard to talk about this plane without mentioning the world record for flight endurance undertaken by these two pilots from December 4, 1958, to February 7, 1959.

With a registered Cessna 172, Timm & Cook took off from the McCarran Airfield in Las Vegas, Nevada, and flew the 172 for a total of 64 days, 22 hours, 19 minutes, and 5 seconds. This world record was done to raise funds for the Damon Runyon Cancer Fund.

History of the Cessna 172

With the Cessna 172, you get almost everything you want in a plane. Whether you want an afternoon joyride, short-haul trip with friends, or you’re trying to build time, the 172 is exactly what you need.

Undeniably the most popular aircraft, the C-172 is the most produced aircraft in the world with well over 44,000 units produced.

It was 1956 when the world first met this beautiful aviation marvel. With a foundation crafted from the 170, the Cessna 172 was designed with unique features such as an angular tailfin, lowered rear deck (which made it possible to add a rear window) the tricycle landing gear and larger elevators.

These modifications increased the plane’s popularity, with at least 1,400 airplanes produced within one year of its debut. Today, there have been more than 44,000 units produced, cementing the Cessna 172 in aviation history.

Want to see more of our fleet? Check out our brand new Piper Archer TX , Piper Seminole , and Sportcruiser aircraft.

Ready to achieve your aviation goals? Give us a call or fill out our contact form and we’ll help you determine which program is right for you.

What Is the Average Cruise Speed of a Cessna 172?

By Robert Palmer

Are you curious about the average cruise speed of a Cessna 172? If so, you have come to the right place.

The Cessna 172 is a popular single-engine aircraft that has been in production since the 1950s. It is widely used for training pilots and personal flights due to its reliability and ease of use.

What is a Cruise Speed?

Before we delve into the average cruise speed of a Cessna 172, let’s first define what we mean by “cruise speed.” In aviation, cruise speed refers to the aircraft’s speed during level flight at a constant altitude. It is typically slower than the maximum speed or “top speed” of an aircraft but allows for more efficient fuel consumption and longer flight times.

The Average Cruise Speed of a Cessna 172

The average cruise speed of a Cessna 172 depends on several factors, including altitude, weight, and weather conditions. However, according to the manufacturer’s specifications, the maximum cruising speed for a Cessna 172 is around 122 knots (140 mph or 226 km/h). This means that at optimal conditions, the plane can cover approximately 500 nautical miles (575 miles or 926 kilometers) on one tank of fuel.

Factors Affecting Cruise Speed

As mentioned earlier, several factors can affect an aircraft’s cruise speed. One significant factor is altitude.

The higher an aircraft flies, the thinner the air becomes. A decrease in air density results in less resistance against the airplane’s wings and allows it to fly faster with less fuel consumption.

Another factor that can affect cruise speed is weight. The heavier an aircraft is, the more power it requires to maintain altitude and level flight. Therefore, lighter loads generally result in faster speeds.

Lastly, weather conditions such as headwinds or tailwinds can affect an aircraft’s speed. Headwinds are winds blowing against the direction of flight, which can slow an airplane down. Tailwinds, on the other hand, can provide a boost in speed and reduce fuel consumption.

10 Related Question Answers Found

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What Is The Top Speed Of A Cessna 172

August 30, 2022

This article may contain affiliate links where we earn a commission from qualifying purchases.

The Cessna 172 Skyhawk is a popular fixed-wing aircraft with decades of flight experience and impressive top speed for its compact size and design.

Preparing for a Cessna 172 flight requires proper planning and an understanding of the aircraft. Before takeoff, you should know critical factors like total range, top speed, and the plane's capacity.

The top speed of a Cessna 172 is 187.6 miles per hour, ranking as a mid-tier speed option compared to other Cessna planes. This improved version of the Cessna 170 also provides a cruising speed of 141 MPH. With over 44,000 created, it is the most popular aircraft ever made.

The Cessna 172 is a single-engine, two-seat, high-wing airplane designed for the general aviation market, ranking as one of the most popular planes ever. It provides impressive features, including a respectable top speed and cruising speed. This guide will explain what the top speed of this plane is, along with other key features.

All data and research has been compiled through technical data sheets directly from Cessna to provide the most accurate information for readers. Keep reading to become an expert on the Cessna 172 Skyhawk.

Table of contents

‍ what is the top speed of a cessna 172.

The top speed of a Cessna 172 Skyhawk is 187.6 miles per hour. This ranks in the middle of the pack when comparing the 172 to other Cessna airplanes.

The Cessna 172 is one of the most popular planes for private pilots. It is a lightweight, single-engine aircraft that an average person can fly.

However, it isn't the fastest plane on the market. It also uses an older design, with the first flight dating back to 1955, but it is affordable and highly reliable for long-term use.

But it is worth noting, the Cessna 172 is arguably the most popular plane ever created by this famous plane manufacturer. It may not blow you away with speed, but other features and the overall simplicity of the design make it a top performer.

If you are curious how the Cessna 172 matches up in terms of speed with other models, here is a chart for reference.

As you can see, the 172 Skyhawk is in the middle tier among the Cessna planes but is among the fastest of all single-engine models.

Cessna 172 Specifications And Features

The critical thing to remember about planes like the Cessna 172 is how much they change over time. For example, the original 172 from 1956 differs from the 172S built in 1998.

The evolution of these popular planes makes it easier to get more speed, horsepower, safety, and performance over time. Here are some of the top features you can expect.

Impressive Safety

With over 43,000 models produced, Cessna did something right. And this is one example of why this is considered the safest general aviation aircraft on the market.

The cabin interior is spacious, with a height of 48 inches, a width of 40 inches, and a total length of 11 feet 10 inches with four seats.

Newer models include an interior multi-level ventilation system with adjustable seats to improve comfort and flying safety.

Integrated Cockpit Avionics

The Cessna 172 Skyhawk is a popular aircraft for recreational flying and private pilots. The aircraft includes integrated cockpit avionics for advanced flight capabilities.

One example is the Garmin G1000 NXi which integrates with a high-quality graphical interface and multiple high-res displays.

Other key avionics inside this plane include enhanced HSI, integrated VFR sectional charts, and a refined joystick that pans much smoother than earlier models.

Excellent Flight Endurance

If you have doubts about the Cessna 172 and how well it flies, it is worth noting that this plane has set the world record twice for the longest refueled flight endurance.

The Cessna 172 also set a new record for the longest non-refueled flight distance. This shows how well this plane is designed and the type of flight range it can provide while maintaining above-average speeds.

How Does The Cessna 172 Compare To Other Planes?

The Cessna 172 is one of the most popular planes in the world. It is a single-engine plane that can reach impressive speeds up to 188 MPH.

But maybe you have decided this isn't the right model for you. There are other planes worth considering, and we will compare them to the 172 Skyhawk below.

The Cessna 162 is a side-by-side two-seater plane with a high-wing, strut-braced design. It is a tricycle gear LSA with production between 2009 and 2013, with 275 total planes manufactured.

It can reach top speeds of 135 miles per hour and a maximum flying range of 540 miles on one full tank of fuel. It is a much lighter plane, too, with a compact construction and a weight of 1,320 pounds.

As of 2022, 175 Cessna 162 Skycatcher models remained in use.

The Cessna 182 has a much closer design to the 172, using a four-seat, single-engine construction with a lightweight build. There is also added cargo space for two additional small seats.

This is also a much older plane, with the first production occurring in 1956 and still running today. You can expect top speeds between 168-170 miles per hour and a cruising speed of 165-167 miles per hour.

The interesting thing about this plane is that it can reach 200 MPH, but it is not recommended, and the ride could become extremely unstable. You can expect excellent performance and reliability from the Cessna 182 Skylane.

The Cessna 208 Caravan has a maximum top speed of 208 miles per hour and provides many practical features that make it a preferred aircraft choice.

The design includes eight passenger seats, two pilot seats, and increased cargo space. The aluminum frame is lightweight yet durable, making it easier to reach faster speeds.

You can expect a refined and luxurious experience inside the plane too. Between the leather seats and added space, guests can fly in comfort while pilots have access to advanced in-flight avionics and a Pratt & Whitney PT6A-114A turboprop engine.

The Cessna 310 has been around for over 50 years, with the first-ever model built in 1953. Over 3,000 of these planes have been made, and you can expect a maximum speed on most models of 237 miles per hour.

However, other 310 variants with more advanced designs can go even faster. For example, the 310R has a bigger engine and can test higher speeds up to 272 miles per hour.

This plane has a similar interior design with either four or six seats, but a twin-engine design allows for more power and speed.

Cessna 750 Citation X

The Cessna 750 Citation X is a more advanced business jet with significantly more size and features when compared to the smaller 172 planes.

This aircraft provides a top speed of 717 miles per hour with a range of nearly 4,000 miles. This plane is better equipped for long-distance flying, with increased interior space for bigger parties.

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• Maintenance Bay

C172 Climb/Cruise Props

• Thread starter luvflyin
• Start date Jun 27, 2016

Touchdown! Greaser!

• Jun 27, 2016

There are climb props and cruise props for C172's. There are 180hp conversions for C172's. The word is that the 180 gives you great climb but doesn't do much for cruise speed. So the voices in my head say put a cruise prop on the 180, climb at least as good as it did with 150 and fly fast. is it this simple? What is the best cruise improvement that you can get out of a 180 conversion and maintain at least the climb performance of the 150. The particular plane in question is a C172G.  

Skip Miller

Final approach.

With regard to rate of climb, there is no substitute for power. With regard to cruise speed, power still counts but the 172 is a draggy airframe. Drag increases with the square of speed. That's why the 180 conversion doesn't help speed all that much. To reduce drag, you need to visit the folks who sell performance improving modifications to your airframe: vortex generators, wheel pant fairings, and many others. I am not able to recommend which of these mods is most effective. Stay tuned! -Skip  

Graueradler

Pattern altitude.

A rule of thumb that I've heard but know of no basis for is that for each ten HP increase, you can increase the prop pitch by two inches and keep the same RPM such as at wide open throttle straight and level. It worked for me on my Cherokee 140. I like WOT S&L to give me redline RPM. I repitched 4 inches and got the RPM that I expected. Any excess HP not required to maintain climb speed goes into rate of climb. A horsepower is 550 ft*lbs/sec or 33,000 ft*lb/minute. Divide 33,000 by the max take off weight of your plane and you get the max theoretical rate of climb provided by each excess HP (100% efficiency of converting HP into thrust). With a 2200 MTW plane, a 30 HP increase yields 450 fpm max theoretical increase in climb rate. You may see close to a 40 to 50% increase in climb rate. Going from 150 to 180 HP is a 20% increase. Start from your normal cruise speed or your max speed and see how much speed increase it takes to increase drag by 20% when it increases as a function of the square of speed. I expect that your speed increase is less than 10%.  

I have a 172N with 180 hp O-360-A4M and a cruise prop (Sensenich 76EM8S14-060), under the Air Plains STC. The Air Plains manual says static runup should be 2250-2350 rpm (mine is a shade under 2300). The other day a fellow over on the Cessna 172 Club board said he has the same engine under the Penn Yan STC, and gets 2400 rpm static, so I assume that's more a climb prop (I don't know what Penn Yan's manual says about static rpm). He says his airplane is slower than he thinks it ought to be. Just as a data point, I have Power Flow exhaust, gap seals and full factory wheel and brake fairings, and cruise between 125 and 130 KTAS at 2600 rpm at 10,000', at light weights. Climb is considerably better than it was with the original 160 hp engine.  

Pilawt said: I have a 172N with 180 hp O-360-A4M and a cruise prop (Sensenich 76EM8S14-060), under the Air Plains STC. The Air Plains manual says static runup should be 2250-2350 rpm (mine is a shade under 2300). The other day a fellow over on the Cessna 172 Club board said he has the same engine under the Penn Yan STC, and gets 2400 rpm static, so I assume that's more a climb prop (I don't know what Penn Yan's manual says about static rpm). He says his airplane is slower than he thinks it ought to be. Just as a data point, I have Power Flow exhaust, gap seals and full factory wheel and brake fairings, and cruise between 125 and 130 KTAS at 2600 rpm at 10,000', at light weights. Climb is considerably better than it was with the original 160 hp engine. Click to expand...

luvflyin said: What do you mean by "static run up?" Sounds like the RPM you get at full throttle sitting on the ground. Is that correct? Click to expand...

When they give you the numbers you're supposed to get on a static run up, is it adjusted for conditions? Seems like one in Denver on a hot day might give different RPM's than one at sea level on a cool day. Or is the effect on engine output balanced by the effect of air resistance on the prop?  

Briar Rabbit

Line up and wait.

• Mar 28, 2017

luvflyin said: There are climb props and cruise props for C172's. There are 180hp conversions for C172's. The word is that the 180 gives you great climb but doesn't do much for cruise speed. So the voices in my head say put a cruise prop on the 180, climb at least as good as it did with 150 and fly fast. is it this simple? What is the best cruise improvement that you can get out of a 180 conversion and maintain at least the climb performance of the 150. The particular plane in question is a C172G. Click to expand...

Pre-takeoff checklist

• Mar 29, 2017

Where does the "word" come from. Here is my "word" based on flying close to 100 hours in the Penn Yan demonstrator as well as test flying 20 or so of the aircraft converted at Penn Yan while I was managing partner there. The standard prop on both the Penn Yan and Air Plaines 180 conversions is the 60" pitch. They climb much better and typically cruise close to if not 10 KTS faster. A properly rigged M,N, or P model will true 130 KTS WOT at 7-8,000'. The disparity in static RPM between the 2 airplanes mentioned here could be different pitch in the props but is more likely a tach out of calibration. More than half of the several hundred tach I have checked were not reading correctly. Charlie Melot  

charlie said: Where does the "word" come from. Here is my "word" based on flying close to 100 hours in the Penn Yan demonstrator as well as test flying 20 or so of the aircraft converted at Penn Yan while I was managing partner there. The standard prop on both the Penn Yan and Air Plaines 180 conversions is the 60" pitch. They climb much better and typically cruise close to if not 10 KTS faster. A properly rigged M,N, or P model will true 130 KTS WOT at 7-8,000'. The disparity in static RPM between the 2 airplanes mentioned here could be different pitch in the props but is more likely a tach out of calibration. More than half of the several hundred tach I have checked were not reading correctly. Charlie Melot Click to expand...

Power to overcome drag is related to the cube of velocity, the force of drag with the square of velocity. Climb is roughly related to (thrust-drag)/weight. So more power may create a significant difference in thrust-drag at climb speeds, without as much of an effect on cruise speed for a dirty airframe. Id go for a midrange prop in a 172, or a climb prop if you are usually at gross.  

Or, if your are going to go with a 180hp conversion, get a CS prop.  

Briar Rabbit said: Hi Charlie, if the owner needs an overhaul your 180 hp conversion Will be worthwhile. The 60"pitch does not sound too aggressive, I do not remember what is standard on the "M's"? What climb rate were you seeing at full gross around 5,000 feet? Click to expand...

Filing Flight Plan

Should also mention that the 180hp conversion also gives a huge increase in useful load. Our CAP 180hp P model has a useful load of 1,050lbs.  

labbadabba said: Should also mention that the 180hp conversion also gives a huge increase in useful load. Our CAP 180hp P model has a useful load of 1,050lbs. Click to expand...

MAKG1 said: Not by itself. You also have to limit flap travel on those models with 40 deg flaps (i.e., almost all of them). Click to expand...

Tom Redman said: Hi. I'm on the other side of the equation. Most of my flying is within an hour of Talkeetna, AK and I'm all about getting the best take-off performance with my little C172G with Cont O-300. Were doing an overhaul with porting, polishing, flow-matching and balancing for some additional performance and, I would like advice/recommendations on the best performing climb prop. Not concerned about top speed... Thanks! Click to expand...

iflyvfr said: Tom, your question deserves it's own thread and photos of your ship as you progress thru the overhaul. Would really enjoy following along on your journey...pull up a chair & stay awhile. Click to expand...

charlie said: I left Penn Yan 25 years ago so I don't recall what the climb was like at 5,000 at gross. IIRC the M uses a 57" pitch prop but it's a whole different McCauley prop. A constant speed prop gives a slight improvement in takeoff and climb with no improvement in cruise. Also the CSP does not facilitate increasing the MGW to 2550#. Click to expand...

Tom Redman said: Thank You! Any advise on the best climb Prop to use? Click to expand...

There are some really cool mods out there but they can be pretty expensive for the limited increase in performance - unless you have to do something like an engine overhaul anyway. A late model 172 was pretty well refined as an economical airplane over many years by the factory.  

Briar Rabbit said: At 2400 RPM cruise and with a pitch increase of 3" (57" to 60") the theoretical increase in cruise speed is 6.8 mph with 100% efficiency. It will never be 100% efficient so my thought is 5 mph increase will still be likely going to the cruise prop. And on a 300 mile trip the difference still works out to a tenth of an hour total or less depending on the amount of climb to altitude. On a 150 mile trip the difference in additional speed will mostly be offset by the increased time to climb to cruising altitude. My advice is stick with the climb prop scenario, if during climb you are exceeding red line on your engine then add an inch or two of pitch. CSP though is a different scenario. Tom, get your engine done and try your existing prop and see what your RPM's are in a steep climb and shallow climb. Do you know what the pitch is now? Click to expand...