Model |
Model Years |
Engine |
TBO |
Notes |
172 |
1956-1958 |
Continental O-300/145hp |
1800 |
Straight-tail, gross weight 2200 pounds,12-volt electrical
system |
172 |
1959 |
Continental O-300/145hp |
|
Cowling changed to improve
cooling, instrument panel redesigned |
172A |
1960 |
Continental O-300/145hp |
|
Introduced the swept tail, wet
vacuum pump option |
172B |
1961 |
Continental O-300/145hp |
|
Shortened undercarriage, lengthened engine mount,
pointed prop spinner |
172C |
1962 |
Continental O-300/145hp |
|
Key operated starter, optional child seat in baggage
compartment; floatplane option |
172D |
1963 |
Continental O-300/145hp |
|
Wraparound rear window and one-piece windscreen |
172E |
1964 |
Continental O-300/145hp |
|
Electric fuses replaced by circuit breakers, gross
weight 2300 pounds |
172F |
1965 |
Continental O-300/145hp |
|
Electrically operated flaps replaced the "Johnson"
bar
|
F172 |
1965-1971 |
Continental O-300/145hp |
|
Built in France by Reims Cessna |
172G |
1966 |
Continental O-300/145hp |
|
Extension added between
crankshaft and propeller, spinner lengthened |
172H |
1967 |
Continental O-300/145hp |
|
Nose gear strut shortened, improved cowling, alternator
replaces generator |
172I |
1968 |
Lycoming O-320-E2D/150hp |
2000 |
14-volt electrical system |
172K |
1969 |
Lycoming O-320-E2D/150hp |
|
Larger rear side windows,
dorsal fin added to vertical stabilizer |
172K |
1970 |
Lycoming O-320-E2D/150hp |
|
Drooping fiberglass wingtips |
172L |
1971 |
Lycoming O-320-E2D/150hp |
|
Tubular steel main gear replaced the old spring steel
undercarriage |
172L |
1972 |
Lycoming O-320-E2D/150hp |
|
Dorsal fin extended, propeller
diameter reduced by 1 inch |
172M |
1973 |
Lycoming O-320-E2D/150hp |
|
Drooped wing leading edge |
172M |
1974 |
Lycoming O-320-E2D/150hp |
|
Baggage compartment size increased |
172M |
1975 |
Lycoming O-320-E2D/150hp |
|
|
172M |
1976 |
Lycoming O-320-E2D/150hp |
|
Airspeed registration changed from MPH to Knots |
172N |
1977 |
Lycoming O-320-H2AD/160hp |
|
The problematic H2AD engine was introduced, "notched"
flap control |
172N |
1978 |
Lycoming O-320-H2AD/160hp |
|
28-volt electrical system replaced the old 14-volt
system |
172N |
1979 |
Lycoming O-320-H2AD/160hp |
|
Vfe increased to 110kias for 10 degrees; floatplane
option |
172N |
1980 |
Lycoming O-320-H2AD/160hp |
|
|
R172K XP |
1977-1981 |
Continental IO-360-k/195hp |
|
Fuel injection, constant speed prop, 131 knots cruise
speed, cowl flaps |
172RG
"Cutlass RG" |
1980-1984 |
Lycoming O-360-F1A6/180hp |
|
Retractable landing gear, constant speed prop, backup
electric fuel pump, cowl flap |
172P |
1981 |
Lycoming O-320-D2J/160hp |
|
Gross weight 2400 pounds, maximum flap extension 30
degrees |
172P |
1982-1983 |
Lycoming O-320-D2J/160hp |
|
|
172P |
1984 |
Lycoming O-320-D2J/160hp |
|
|
172P |
1985-1986 |
Lycoming O-320-D2J/160hp |
|
|
172Q
"Cutlass" |
1983 |
Lycoming O-360-A4N/180hp |
|
Gross weight 2550 pounds |
172R |
1996 |
Lycoming IO-360L2A/160hp |
|
Fuel injection, gross weight 2450 pounds |
172S |
1998 |
Lycoming IO-360L2A/180hp |
|
Gross weight 2550 pounds |
172S |
2007 |
Lycoming
IO-360L2A/180hp |
|
Garmin G1000 becomes standard |