There are aircraft that define an era, and then there's the Cessna 172 Skyhawk — the aircraft that defined general aviation itself. Over 44,000 have rolled out of Cessna's factories since 1956, making it the most-produced powered aircraft in history. More pilots have earned their licences in a 172 than in any other type. If you've spent time in the pattern at a busy training airfield, you've almost certainly flown one.

But the 172's ubiquity as a training tool can obscure what it actually is as a private aircraft: a capable, forgiving four-seat tourer with genuine cross-country range, a worldwide parts supply, and maintenance infrastructure that reaches into virtually every small airfield. The fact that you can find a licensed mechanic who knows the type within driving distance of almost anywhere you'd want to base an aircraft is worth more than most pilots admit.

The question isn't whether the 172 is a good aircraft — it's whether it's the right aircraft for you, and which of the many variants represents the best value for what you're trying to do.

What It Actually Costs

Based on 4,584 sales tracked by Sprinkle, here's what the market actually looks like:

Metric	Value
Median sale price	$99,900
Average sale price	$115,741
Lowest recorded sale	$14,900
Highest recorded sale	$599,500
Total sales tracked	4,584

Over 22,000 people search for "Cessna 172 for sale" every month — it's comfortably the most searched aircraft type on the market. That demand keeps values stable and liquidity high; a reasonably priced 172 in good condition moves quickly.

See live Cessna 172 price data on Sprinkle →

Variants: Which Era Is Right for You?

The 172 has been in continuous production (with a gap through the 1980s and early 1990s) since 1956, which means you're not buying a single aircraft — you're choosing a generation. The differences matter.

Era	Years	Median Price	Sales Tracked	Engine
Early	pre-1968	$75,000	1,332	Continental O-300 / Lycoming O-320
172H–172M	1968–1976	$100,000	1,357	Lycoming O-320-E2D (150 hp)
172N–172P	1977–1986	$120,000	1,217	Lycoming O-320-H2AD (160 hp)
172R–172S	1997–2007	$179,900	519	Lycoming IO-360-L2A (160–180 hp)
Modern 172S	2008+	$304,500	96	Lycoming IO-360-L2A (180 hp)

Early models (pre-1968): The original 172 debuted in 1956 using a Continental O-300 (145 hp) before switching to Lycoming powerplants in the mid-1960s. Performance is modest but docile, and prices reflect it. These are typically VFR-only aircraft with basic panel equipment, suitable for local flying but not serious cross-country work without upgrades.

The sweet spot — 172M and 172N (1973–1980): This is where most buyers land, and for good reason. The 172M introduced the "camber-lift" wing with a drooped leading edge that improved slow-speed handling. The 172N bumped power to 160 hp and remains the most common aircraft at flying clubs worldwide. These have the largest supply of parts, the most familiar avionics upgrade paths, and the most competitive purchase prices relative to what you get. Many have already been upgraded with modern Garmin avionics. Budget $99,000–$140,000 for a decent example; a well-maintained low-time 172N with a glass panel will push $180,000+.

The gap years (1987–1996): Cessna stopped building piston singles entirely during this period due to liability concerns in the US market. There are no factory 172s from these years — a useful reminder when reviewing any logbook claiming otherwise.

The modern generation — 172R and 172S (1997–present): Cessna relaunched with the 172R, powered by a Lycoming IO-360-L2A — an 180 hp engine derated to 160 hp, resulting in exceptional engine longevity and low fuel burn. The 172S runs the same engine at full 180 hp, with a higher max takeoff weight (2,550 lb vs. 2,450 lb for the R). Both models offer G1000 avionics in later examples and dramatically better interiors than their predecessors. If you want fuel injection, a modern panel, and the lowest maintenance burden, this is where you're shopping — but expect to pay at least $180,000 and up to $450,000+ for a G1000-equipped 172S with low hours.

Cessna 172 Aircraft for Sale Right Now

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→ Cessna 172H Checklist — normal procedures, emergency checklist & V-speeds

What to Inspect Before You Buy

The 172 is well-documented and broadly understood, which means a good mechanic can spot problems quickly. Don't skip the pre-purchase inspection — budget $800–$1,200 at an A&P familiar with Cessnas.

1. Corrosion inside the wings. Pre-1990 172s have unpainted interior wing surfaces that corrode readily, particularly in coastal or humid environments. Request access for a borescope inspection. Light surface corrosion is manageable; active pitting near spars is a deal-breaker that the seller will likely try to minimise.

2. Spar caps on older aircraft. The Cessna Owner Organization lists wing spar condition as the critical pre-buy item on 1970s models. Inspect the main spar carry-through under the cabin floor — it's one of the more expensive repairs if deteriorated.

3. Engine hours and overhaul history. Confirm total time since new, hours since last major overhaul (SMOH), and who performed the overhaul. A factory overhaul or reputable shop rebuild is worth a premium. An engine approaching TBO (2,000 hours for most 172 powerplants) is a negotiating point — budget $25,000–$35,000 for a full rebuild.

4. The Hawk XP models. The R172K Hawk XP (1977–1981) uses a Continental IO-360-K — a more powerful but less common engine with shorter TBO intervals and more expensive overhauls. Don't confuse it with a standard 172N; the maintenance economics are materially different.

5. Avionics vintage. A 172 with original 1970s nav/comm equipment is a project. Verify what avionics are installed and whether they're IFR certified. Budget $15,000–$40,000 for a proper glass panel upgrade if the aircraft is still on analogue instruments.

6. Damage history. Review maintenance logbooks from the beginning. Undisclosed damage history is the most common source of post-purchase disputes. Have the mechanic check for mismatched paint, repaired fibreglass fairings, and fuselage skin repairs that might indicate a hard landing or ground strike.

Running Costs

These estimates assume 100 hours per year, $6.00/gal for 100LL, and a 1970s–80s 172N as the baseline aircraft. Newer 172S models have lower fuel burn due to fuel injection, but higher labour rates from more complex systems.

Item	Annual Cost
Annual inspection	$1,500–$2,500
Insurance (200+ hrs, clean record)	$1,200–$2,500
Fuel (100 hrs × 8.5 gph × $6.00)	$5,100
Engine reserve ($18/hr × 100 hrs)	$1,800
Oil and consumables	$400–$600
Avionics and squawks	$500–$2,000
Hangar or tie-down	$2,400–$9,600
Total estimated	$13,000–$24,000/year

The 172 is not cheap to own, but it is predictable. The parts supply is deep, competition among shops keeps labour competitive, and there are few surprises for a mechanic who knows the type. Fuel injection (172R/S) typically reduces consumption slightly to around 8.0 gph versus the 8.5–9.0 gph typical of the carburetted O-320.

Community & Support

Two organisations stand out:

Cessna Flyer Association — Technical articles, an active forum, and a searchable archive covering every 172 variant. The parts-locating service is particularly valuable for older models.

Cessna Owner Organization — Established since 1975, with an excellent free pre-purchase checklist and active member forums.

Parts availability is a genuine structural advantage. Continental and Lycoming have extensive overhaul networks worldwide, and aftermarket STC'd upgrades — from vortex generators to extended fuel tanks — have been approved and refined over decades. You are unlikely to ever be grounded waiting for an obscure part.

Who Should Buy This Aircraft

Buy a 172 if: You want a forgiving, well-supported four-seater for training, local touring, or VFR cross-country flights under 500 nm. You value community knowledge, parts availability, and a known maintenance ecosystem over outright performance. You're building hours as a private pilot and want an aircraft that keeps the margins wide.

Don't buy a 172 if: You need to routinely carry four adults with full baggage — useful load limits bite hard. You want to cruise above 130 knots. You're flying long IFR legs into solid IMC and want genuine redundancy. A Cessna 182 Skylane or Piper Cherokee 235 serves these missions better.

The honest truth about the 172 is that its performance limitations are real. It's not fast. It's not high-payload. What it is — and this is genuinely underrated — is an aircraft that will keep you alive and legal across a broader range of situations than most of what a private pilot will encounter.

Bottom Line

The Cessna 172 Skyhawk is the most logical first aircraft purchase for most private pilots, and a reasonable second aircraft for those who want simplicity over speed. With 4,584 tracked sales on Sprinkle spanning $14,900 for an early project to $599,500 for a pristine late-model G1000-equipped 172S, there's an entry point for almost every budget.

The 172N and 172M remain the sweet spot: adequate performance, bulletproof parts supply, and a purchase price that leaves room for an avionics upgrade without breaking the total budget. The 172S is the right choice if you want fuel injection, a factory-modern type certificate, and the confidence of flying the same type used in most professional flight training programmes today.

Inspect carefully, verify the logbooks, and don't waive the pre-purchase inspection.

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