In a current Cessna 172S, the red line (Vne) is 163 KIAS, the top of the green arc (Vno) is 129 KIAS, maneuvering speed (Va) is 105 KIAS at 2,550 pounds, and flaps may be extended at up to 110 KIAS for 10 degrees and 85 KIAS beyond that. Its handbook lists Vx 62, Vy 74 and a best glide speed of 68 KIAS. The 172N, 172P and 172R use different numbers, and Va falls as weight falls, so the tables below show each model separately. Always fly the numbers in the POH for your airplane’s serial number.
Part of our Cessna 172 guide. New to the terms? Start with V-speeds explained.
Airspeed limits by model (FAA data sheet)
These limits come from Type Certificate Data Sheet 3A12, Revision 89, dated September 15, 2026. For the 172R and 172S the data sheet gives indicated airspeed (KIAS) with calibrated airspeed (KCAS) in parentheses. For the 172N and 172P it lists knots under a calibrated-airspeed heading, with a note on how the airspeed indicator is marked; the 1978 172N handbook shows the same numbers as indicated airspeeds.
| Model | Vne (red line) | Vno (top of green arc) | Va | Vfe |
|---|---|---|---|---|
| 172N, 1977 to 1979 | 160 | 128 | 97 | 85 |
| 172N, 1980 | 158 | 127 | 97 | 85 |
| 172P | 158 | 127 | 99 | 85 |
| 172R | 163 KIAS (160 KCAS) | 129 (126) | 99 (97) | 85 (84) |
| 172S | 163 KIAS (160 KCAS) | 129 (126) | 105 (102) | 85 (85) |
- Va is a maximum-weight figure. In the 1978 172N, 172R and 172S handbooks, the data sheet’s Va is the maximum-weight value; a lighter airplane has a lower Va.
- Flap speeds. The data sheet lists a single flap speed. The 172R and 172S handbooks split it: 110 KIAS for up to 10 degrees of flap and 85 KIAS for 10 to 30 degrees.
- Modified airplanes. A 172R converted to 180 hp under Cessna kit MK172-72-01 has a Va of 105 KIAS and its own POH, and engine or weight STCs come with FAA-approved supplements that can change these speeds.
Handbook speeds for the 172N, 172R and 172S
Rotation, climb, glide and approach speeds are not on the type certificate; they come from the Pilot’s Operating Handbook. The values below are from Cessna’s handbooks for the 1978 172N, the 172R and the 172S (Revision 5, 2004), at maximum weight unless noted. Handbooks change between model years and revisions, so treat these as typical and confirm every number in your airplane’s POH. For a 172P, take these speeds from its own POH. Our Cessna 172 POH guide explains how to find the right one.
| Speed (KIAS) | 172N (1978) | 172R | 172S |
|---|---|---|---|
| Rotate (lift the nose wheel) | 55 | 55 | 55 |
| Vx, best angle of climb, sea level | 59 | 60 | 62 |
| Vy, best rate of climb, sea level | 73 | 79 | 74 |
| Best glide (the handbook’s “maximum glide”) | 65 | 65 | 68 |
| Normal approach, flaps up | 60 to 70 | 65 to 75 | 65 to 75 |
| Normal approach, full flaps | 55 to 65 (40°) | 60 to 70 (30°) | 60 to 70 (30°) |
| Short-field approach, full flaps | 60 | 62 | 61 |
| Vso, bottom of the white arc | 41 | 33 | 40 |
| Vs1, bottom of the green arc | 47 | 44 | 48 |
| Maximum demonstrated crosswind | 15 kt | 15 kt | 15 kt |
Vx and Vy change with altitude. At 10,000 feet the 172S handbook gives 67 and 72 KIAS, the 172R 65 and 71, and the 1978 172N 61 and 68. The 15-knot crosswind is a demonstrated value, not a limit; the 172S handbook says the maximum allowable crosswind depends on pilot capability as well as airplane limitations. To see where each speed falls in a flight, see our Cessna 172 checklist guide.
Print the 172S speeds for your kneeboard:
| Rotate | 55 |
| Vx / Vy, sea level | 62 / 74 |
| Best glide | 68 |
| Approach, flaps up / flaps 30 | 65-75 / 60-70 |
| Short-field approach, flaps 30 | 61 |
| Vfe, flaps to 10 / 10 to 30 | 110 / 85 |
| Va at 2,550 / 2,200 / 1,900 lb | 105 / 98 / 90 |
| Vno, top of green arc | 129 |
| Vne, red line | 163 |
| Stall, flaps 30 / flaps up (approx.) | 40 / 48 |
| Demonstrated crosswind | 15 kt |
Why maneuvering speed drops as weight drops
The FAA’s Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25C) defines design maneuvering speed, Va, as the speed below which you can move a single flight control, one time, to its full deflection, for one axis only, in smooth air, without risk of damage to the airplane. It adds that flying at or below Va does not protect the airplane from multiple full control inputs in one axis or full inputs in more than one axis at the same time.
The stall is what makes Va work. At or below Va, the wing reaches its critical angle of attack and stalls before the load factor can exceed the airplane’s limit, which for a 172 in the normal category is +3.8 G with flaps up. A heavier airplane needs more lift, so it stalls at a higher airspeed; a lighter airplane stalls at a lower one. Because the lighter airplane’s protective stall comes at a lower speed, its Va is lower too. That is why each handbook lists Va at several weights:
| Model | Heaviest | Middle | Lightest |
|---|---|---|---|
| 172S | 105 KIAS at 2,550 lb | 98 KIAS at 2,200 lb | 90 KIAS at 1,900 lb |
| 172R | 99 KIAS at 2,450 lb | 92 KIAS at 2,000 lb | 82 KIAS at 1,600 lb |
| 172N (1978) | 97 KIAS at 2,300 lb | 89 KIAS at 1,950 lb | 80 KIAS at 1,600 lb |
Here is what that means on a solo flight. Textron lists a basic empty weight of 1,680 lb for a new 172S. Add a 170 lb pilot and half of the 53 gallons of usable fuel (26.5 gallons at 6 lb per gallon is 159 lb) and the airplane weighs about 2,009 lb, below the 2,200 lb line in the table. Since Va falls with weight, the conservative choice is the speed listed for the next lower weight, 90 KIAS, not the 105 KIAS you may have memorized. Your own airplane’s numbers come from its weight and balance record.
Turbulence follows the same logic. The PHAK advises slowing to maneuvering speed in extremely rough air, and each of these 172 handbooks lists a maximum recommended turbulent air penetration speed equal to Va at each weight. Even below Va, avoid large, rapid alternating control inputs: the PHAK warns they may cause structural failure at any speed. Our page on stalls and angle of attack explains why load factor raises stall speed.
Write the Va for your solo weight on your checklist. The maximum-weight number is the highest Va in the table, not the one that protects a lightly loaded airplane.
Reading the airspeed indicator in a 172
The colored arcs put these limits in front of you. According to the PHAK, the white arc is the flap operating range, from Vso (the stall in landing configuration) up to Vfe; the green arc is the normal operating range, from Vs1 up to Vno; the yellow arc is the caution range, for smooth air only; and the red line is Vne. In the 172S those marks are a 40 to 85 KIAS white arc, a 48 to 129 KIAS green arc, a 129 to 163 KIAS yellow arc and a red line at 163 KIAS. Our guide to how flaps work explains why the white arc starts lower.
Indicated and calibrated airspeed differ most at low speed, where the PHAK notes that instrument and installation error is generally greatest. The 172S stall table shows it: with full flaps the airplane stalls at about 40 KIAS, which the handbook gives as 48 KCAS. That is why the handbook marks the arc at 40 KIAS while Textron quotes a 48 KCAS stall speed; both describe the same stall.
Through the 1975 172M, the data sheet lists limits in mph first, with knots in parentheses; if your airspeed indicator is marked in mph, fly the mph numbers in your handbook.
Older 172 models
For earlier 172s, the data sheet lists these limits; the 172 through 172M values appear under a calibrated-airspeed heading.
| Model | Vne | Vno | Va | Vfe |
|---|---|---|---|---|
| 172, 172A, 172B, 172C | 160 mph (139 kt) | 140 mph (122 kt) | 115 mph (100 kt) | 100 mph (87 kt) |
| 172D to 172H | 174 mph (151 kt) | 142 mph (122 kt) | 122 mph (106 kt) | 100 mph (87 kt) |
| 172I, 172K, 172L | 174 mph (151 kt) | 140 mph (122 kt) | 122 mph (106 kt) | 100 mph (87 kt) |
| 172M, 1973 to 1975 | 182 mph (158 kt) | 145 mph (126 kt) | 112 mph (97 kt) | 100 mph (87 kt) |
| 172M, 1976 | 160 kt | 128 kt | 97 kt | 85 kt |
| 172Q Cutlass | 158 kt | 127 kt | 105 kt | 85 kt |
For any individual airplane, the approved limitations are in its flight manual or, on many older models, in approved manual material, markings and placards (14 CFR 91.9). Our POH guide explains the difference.
What you'll need
Keep the speeds for your exact model on a checklist you can read at a glance.
Frequently asked questions
What is the Vne of a Cessna 172?
It depends on the model. The 172R and 172S red line is 163 KIAS. The FAA data sheet lists 160 knots for the 1977 to 1979 172N and 158 knots for the 1980 172N and the 172P. Earlier 172s were certificated with limits in miles per hour, so use the POH and airspeed markings for your airplane.
What is the maneuvering speed of a Cessna 172?
The 172S handbook lists 105 KIAS at 2,550 pounds, 98 KIAS at 2,200 pounds and 90 KIAS at 1,900 pounds. The 172R lists 99 KIAS at 2,450 pounds and the 1978 172N lists 97 KIAS at 2,300 pounds. Maneuvering speed decreases as weight decreases, so a lightly loaded 172 has a lower Va.
What is the best glide speed of a Cessna 172?
Cessna’s handbooks list a maximum glide speed of 68 KIAS for the 172S and 65 KIAS for the 172R and the 1978 172N. Glide speed is not on the type certificate, so confirm the figure in the POH for your airplane.
What are Vx and Vy for a Cessna 172?
At sea level the 172S handbook lists Vx 62 KIAS and Vy 74 KIAS, the 172R lists 60 and 79, and the 1978 172N lists 59 and 73. Both change with altitude; at 10,000 feet the 172S figures are 67 and 72 KIAS.
What is the stall speed of a Cessna 172?
At maximum weight the 172S stalls at about 48 KIAS with flaps up and about 40 KIAS with 30 degrees of flaps, which the handbook gives as 53 and 48 KCAS. These are power-off, wings-level figures; stall speed rises in a bank and at any higher load factor.