The Cessna 172 Skyhawk is a four-seat, high-wing, single-engine airplane, and the current production model, the 172S, has a 180 hp fuel-injected Lycoming IO-360-L2A, a maximum takeoff weight of 2,550 pounds, 53 gallons of usable fuel and a published maximum cruise speed of 124 knots true airspeed. Older 172N and 172P models have 160 hp carbureted engines, 40 gallons of usable fuel in standard tanks, and maximum weights of 2,300 and 2,400 pounds. The figures below come from the FAA type certificate data sheet and Textron Aviation, but the handbook for your airplane’s serial number always has the final word.
Part of our Training Aircraft guide. Looking for airspeeds? See Cessna 172 V-speeds by model.
Cessna 172S specs at a glance
Textron Aviation, which holds the type certificate and builds the Skyhawk today, publishes these figures for the current 172S. Textron bases performance on a standard day with zero wind, and field distances on a level, dry, paved runway at sea level and maximum takeoff weight.
| Specification | Cessna 172S Skyhawk |
|---|---|
| Engine | Lycoming IO-360-L2A, 180 hp, fuel injected |
| Propeller | McCauley two-blade, fixed pitch |
| Seats | 4 |
| Maximum takeoff weight | 2,550 lb (2,558 lb ramp) |
| Basic empty weight | 1,680 lb |
| Useful load | 878 lb |
| Usable fuel | 53 gal (318 lb) |
| Payload with full fuel | 560 lb |
| Maximum cruise speed | 124 KTAS |
| Maximum range | 640 nm |
| Maximum rate of climb | 730 fpm |
| Service ceiling | 14,000 ft |
| Takeoff: ground roll, over a 50 ft obstacle | 960 ft, 1,630 ft |
| Landing: ground roll, over a 50 ft obstacle | 575 ft, 1,335 ft |
| Stall speed, flaps down | 48 KCAS |
| Never-exceed speed | 163 KIAS |
| Wingspan, length, height | 36 ft 1 in, 27 ft 2 in, 8 ft 11 in |
| Baggage | 120 lb |
Two of those numbers need context. The 640 nm range is a ferry figure: Textron bases it on one pilot flying at 45 percent power with a fuel reserve, not on a loaded training flight. And the empty weight and useful load describe a new airplane. Your rental’s empty weight comes from its own weight and balance record, which changes every time equipment is added or removed.
Every Cessna 172 model, compared
Every 172, from the original approved in 1955 to today’s 172S, is covered by one FAA type certificate, number 3A12. Its type certificate data sheet (Revision 89, September 15, 2026) lists each model’s engine, maximum weight and fuel capacity. Weights below are normal category limits for landplanes.
| Model | FAA approval | Engine | hp | Max takeoff weight | Fuel, total / usable (gal) |
|---|---|---|---|---|---|
| 172, 172A | 1955, 1959 | Continental O-300 | 145 | 2,200 lb | 42 / 37 |
| 172B | 1960 | Continental O-300 | 145 | 2,200 lb | 42 / 39 |
| 172C | 1961 | Continental O-300 | 145 | 2,250 lb | 39 / 36 |
| 172D to 172H | 1962 to 1966 | Continental O-300 | 145 | 2,300 lb | 39 / 36 |
| 172I, 172K, 172L, 172M | 1967 to 1972 | Lycoming O-320-E2D | 150 | 2,300 lb | 42 / 38 |
| 172N | 1976 | Lycoming O-320-H2AD | 160 | 2,300 lb | 42 / 40 |
| 172P | 1980 | Lycoming O-320-D2J | 160 | 2,400 lb | 42 / 40 |
| 172Q Cutlass | 1982 | Lycoming O-360-A4N | 180 | 2,550 lb | 54 / 50 |
| 172R | 1996 | Lycoming IO-360-L2A | 160 | 2,450 lb | 56 / 53 |
| 172S Skyhawk SP | 1998 | Lycoming IO-360-L2A | 180 | 2,550 lb | 56 / 53 |
The approval date is not the model year. The 172N, approved in 1976, covers the 1977 to 1980 model years, and the 172P covers 1981 to 1986. A few details trip people up:
- 172N and 172P fuel. The data sheet lists 42 gallons total but describes two 21.5-gallon tanks, and the 1978 172N handbook lists 43 gallons total. Both agree on 40 gallons usable, so plan with that.
- Long-range tanks. Some older 172s have optional long-range tanks. The 1978 172N handbook lists 54 gallons total and 50 usable with them, so confirm which tanks your airplane has.
- The 180 hp 172R. The data sheet lets 51 specific 172R serial numbers take a Cessna kit that raises the engine to 180 hp and the maximum weight to 2,550 lb, with its own POH. A standard 172R is rated 160 hp.
Cruise speed and range in practice
Textron’s 124 KTAS maximum cruise speed matches the 172S handbook figure for 75 percent power at 8,500 feet, and the handbook notes that its speed figures assume speed fairings worth about 2 knots. Older models are a little slower by the book: the 1978 172N handbook lists 122 knots at 75 percent power at 8,000 feet.
You will rarely see those numbers during lessons, which are flown lower and often at lower power. Plan with the cruise performance table in Section 5 of your POH, which gives true airspeed and fuel flow for each altitude, RPM and temperature. Those tables depend on air density, so get comfortable with density altitude and with converting to true airspeed before your first cross-country.
Range follows the same logic. The 172S handbook lists 518 nautical miles at 75 percent power at 8,500 feet and 638 nautical miles at 45 percent power at 10,000 feet, both after start, taxi, takeoff and climb fuel and with a 45-minute reserve. Takeoff and landing distances work the same way; our takeoff and landing performance guide shows how to read the charts.
Fuel capacity and the fuel selector
The 172 carries its fuel in two wing tanks, and the 172N, 172R and 172S handbooks all describe fuel flowing by gravity from those tanks to the selector valve. The FAA’s Pilot’s Handbook of Aeronautical Knowledge describes gravity feed as the typical design for high-wing airplanes. The fuel-injected 172R and 172S then add an electric auxiliary pump and an engine-driven pump to supply the injection system.
- 172N and 172P, standard tanks: 40 gallons usable.
- 172R and 172S: 56 gallons total and 53 usable, in two 28-gallon tanks.
- Unusable fuel: 3 gallons in the 1978 172N standard tanks and in the 172R and 172S, which is why you plan with usable fuel, not tank capacity.
The selector differs by era. The 1978 172N has a four-position valve marked BOTH, RIGHT, LEFT and OFF. The 172R and 172S have a three-position selector marked BOTH, RIGHT and LEFT, plus a separate fuel shutoff valve. Every one of these handbooks carries the same limitation: take off and land with the selector on BOTH. The 172R and 172S handbooks add that operating on a single tank is limited to level flight.
If you fly both an older 172 and a 172S, write the usable fuel for each tail number on your kneeboard. Forty gallons and 53 gallons are easy to mix up at the fuel pump.
Carbureted or fuel injected: which 172s have carb heat
Every 172 through the 172Q has a carbureted engine: the FAA engine data sheets for the Continental O-300 and the Lycoming O-320 and O-360 list carburetors. These airplanes have a carburetor heat control that you check during the run-up and use as the POH directs. The 1978 172N handbook, for example, calls for full carburetor heat before you close the throttle for landing.
Carburetor ice forms because fuel vaporization and the pressure drop in the venturi chill the air inside the carburetor. The Pilot’s Handbook of Aeronautical Knowledge says it is most likely below 70°F with relative humidity above 80 percent, and that it can form at temperatures as high as 100°F with humidity as low as 50 percent. A warm day is no guarantee.
The 172R and 172S use the fuel-injected IO-360-L2A, which has no carburetor and no carburetor heat control. The FAA lists reduced icing among the advantages of fuel injection, along with drawbacks such as harder hot starts and vapor lock during ground operations on hot days, so learn the hot-start and fuel vapor procedures in your POH. Our guide to how an aircraft engine works covers the basics.
Flaps: 40 degrees or 30
The 172N, 172R and 172S handbooks all describe single-slot flaps. The data sheet shows a hand-operated flap lever through the 172E and electric flaps from the 172F on. The change that matters most to a student is travel: models through the 172N extend to 40 degrees, while the 172P, 172Q, 172R and 172S stop at 30 degrees.
The flap speed limits also differ. The 1978 172N handbook allows flap extension at 85 KIAS or below. The 172R and 172S handbooks allow up to 10 degrees of flap at 110 KIAS and anything beyond 10 degrees only at 85 KIAS or below. See how flaps work for the aerodynamics.
Why the 172 is such a common trainer
Textron calls the Skyhawk the most popular single-engine airplane ever built and says more than 44,000 have been produced. Several traits explain its long run as a trainer:
- A high wing. Textron credits it with good visibility, stability and ground clearance; the FAA’s collision-avoidance circular adds the trade-off that a high wing restricts the view above.
- Simple systems. Fixed tricycle landing gear, a fixed-pitch propeller and gravity-fed wing tanks leave fewer systems to manage while you learn to fly.
- Predictable stalls. The 172S handbook describes conventional stall characteristics, with a warning horn that sounds 5 to 10 knots above the stall in all configurations.
- Four seats. An instructor, a student and an observer can fly together, within weight and balance limits.
What to learn first about the 172 you fly
Start by identifying exactly which airplane you have. The fireproof identification plate the FAA requires on every airplane (14 CFR 45.11 and 45.13) shows its model and serial number, and the serial number tells you which POH applies. Then work through the guides that turn these specs into flying skills:
- Cessna 172 V-speeds by model, with a printable card.
- Cessna 172 POH: which manual matches your serial number. For how any POH is organized, see our POH guide.
- Cessna 172 checklist: how to use one in each phase of flight.
- Weight and balance: our calculator opens with a worked 1978 Cessna 172N example.
Match any study manual or checklist to your model and year. A 1980 172N manual, for example, lists different airspeed limits than the 1977 to 1979 172N, and a 172P manual reflects 30-degree flaps and a 2,400 lb maximum weight.
What you'll need
Manuals and checklists for the 172N, 172P and 172R; match the model and year to your airplane.
If you have never flown one, a discovery flight in a 172 is an easy way to feel how it handles before you commit to training.
Frequently asked questions
What is the cruise speed of a Cessna 172?
Textron Aviation lists a maximum cruise speed of 124 knots true airspeed for the current 172S, which matches the handbook figure at 75 percent power at 8,500 feet. The 1978 172N handbook lists 122 knots at 75 percent power at 8,000 feet. Training flights are usually flown lower and at lower power, so plan with the cruise table in your own POH.
How much fuel does a Cessna 172 hold?
It depends on the model. The 172R and 172S hold 56 gallons, 53 of them usable. A 172N or 172P with standard tanks has 40 gallons usable; the FAA data sheet lists 42 gallons total, while the 1978 172N handbook lists 43. Optional long-range tanks hold more, so check your airplane’s POH.
What engine does a Cessna 172 have?
The current 172S has a 180 hp fuel-injected Lycoming IO-360-L2A. The 172R uses the same engine rated at 160 hp, the 172N and 172P have 160 hp carbureted Lycoming O-320 engines, and the earliest 172s had a 145 hp Continental O-300.
What is the maximum takeoff weight of a Cessna 172?
In the normal category it is 2,550 pounds for the 172S, 2,450 pounds for the 172R, 2,400 pounds for the 172P and 2,300 pounds for the 172N, according to FAA type certificate data sheet 3A12. Utility category limits are lower, and the loaded airplane must also stay inside its center of gravity envelope.
What is the difference between the 172N, 172P, 172R and 172S?
The 172N, covering the 1977 to 1980 model years, has a 160 hp carbureted engine, 40-degree flaps and a 2,300 lb maximum weight. The 172P, covering 1981 to 1986, keeps 160 hp but limits flaps to 30 degrees and allows 2,400 lb. The 172R and 172S, approved in 1996 and 1998, have fuel-injected engines of 160 and 180 hp and 53 gallons of usable fuel.
Do all Cessna 172s have carburetor heat?
No. Every model through the 172Q has a carbureted engine and a carburetor heat control. The 172R and 172S have fuel-injected engines with no carburetor, and the FAA lists reduced icing among the advantages of fuel injection, although ice can still block the engine’s air intake in icing conditions.