Cessna 172N Skyhawk

Cessna introduced the 172N in 1977 as a refresh of the previous 172M. The major change was the engine. The 172N received the Lycoming O-320-H2AD at 160 hp, replacing the previous 172M's O-320-E2D at 150 hp. The H-variant Lycoming was new and supposed to offer better hot-and-high performance. In practice, the engine had documented camshaft and lifter wear problems that became apparent across the fleet during the 1980s.

Cessna continued 172N production through 1980, then transitioned to the 172P in 1981 with the same H-variant engine. Production of all Cessna piston singles ended in 1985-1986 due to product-liability litigation costs that had become unsustainable. The 172 line didn't restart until 1996 with the 172R (fuel-injected IO-360-L2A), which we cover separately. The 172N and 172P represent the late-1970s and early-1980s production tranche that sits in the used market sweet spot for budget-conscious Skyhawk buyers.

The H-variant O-320 engine has been the dominant story of 172N ownership over the past 40 years. Many 172N owners have replaced the original H-variant Lycoming with an O-320-D2J, O-320-E2D, or O-360 conversion via STC paths from Penn Yan, Air Plains, and others. The conversions add $35,000 to $60,000 to ownership cost but solve the H-variant issues and often improve performance. A used 172N's history of engine conversion (or lack thereof) is the dominant pre-buy variable.

The Cessna 172N cruises at about 122 KTAS at 75% power, burning 8.5 gph of 100LL. At long-range cruise (65%), the airplane drops to about 110 KTAS on 7.0 gph. Performance is essentially identical to the later 172R (which uses a derated 160 hp IO-360) and slightly slower than the 172S (180 hp). Hawk XP variants with Continental IO-360 at 195 hp deliver about 128 KTAS cruise and meaningfully better climb performance.

Useful load on a standard 172N is about 950 pounds. Full fuel (40 gallons usable, 240 lbs) leaves about 710 pounds for people and bags. Four adults of typical weight plus light luggage fit comfortably within gross. Four larger adults plus full bags may exceed gross weight. Range with reserves is about 530 nm. The 172N is well-balanced for short to medium cross-country flying, training, and family use. Service ceiling is 14,200 ft on paper but the 160 hp engine gets thin above 8,000 ft DA at gross weight.

The Lycoming O-320-H2AD is the original engine on every standard 172N. It's a four-cylinder, horizontally opposed, direct-drive piston rated at 160 hp at 2,700 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The H-variant Lycoming has a well-documented history of premature camshaft and lifter wear, typically surfacing between 700 and 1,200 hours of operation. Most 172Ns flying today have either replaced the original engine or have well-documented camshaft service history.

Field overhauls at Penn Yan, Gann Aviation, or other reputable shops run $30,000 to $40,000 for the O-320 family. STC conversions to non-H Lycoming variants (O-320-D2J, O-320-E2D) cost roughly the same as a straight overhaul and eliminate the H-variant problems. Conversion to the more powerful O-360 family adds $5,000 to $10,000 over standard overhaul cost and improves performance, especially at altitude.

Oil consumption on a healthy O-320 (any variant) runs about 0.1 to 0.2 quarts per hour. The four-cylinder Lycoming is one of the cleanest and most reliable engines in GA. The H-variant issues are specific to the camshaft and lifter design. Once converted to a non-H variant, the engine is as reliable as any 160 hp Lycoming flying.

Plan on $115 to $170 per flight hour at 100 hours a year of utilization, all-in. The 172N is roughly $20 to $40 per hour cheaper than a 172S Skyhawk. Fuel and oil run about $50 to $65 per hour at 8.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $15 to $20 per hour based on a $30,000 to $40,000 overhaul amortized across the 2,000-hour TBO. Airframe maintenance reserve is $12 to $20 per hour. Annual fixed costs (hangar, insurance, annual inspection) add another $35 to $65 per hour at 100 hours a year of utilization.

Insurance is more friendly on the 172N than on the 172S because hull values are lower. First-time owners with private pilot certificates pay $1,800 to $3,500 a year typically. Partnership ownership is common. Two or three pilots sharing a 172N can put the per-hour cost into the $90 to $130 range at 100+ flight hours per year per pilot.

Acquisition cost in mid-2026: A 172N with the original O-320-H2AD engine and high time runs $55,000 to $75,000. A 172N with an engine conversion (to O-320-D2J, E2D, or O-360) and modern Garmin panel runs $75,000 to $110,000. Hawk XP variants with the Continental IO-360 engine run $80,000 to $150,000 depending on hours and equipment. Aircraft with documented original H-variant engines past TBO trade at the low end of these ranges and are price-discounted to reflect the impending engine work.

The Cessna Pilots Association (the broader Cessna single-engine type club) provides the same level of support to 172N owners as it does to 172S owners. Annual dues are about $70. Members get the forum, technical articles, model-specific service publications, and pre-buy guidance. Most 172N owners eventually consult CPA for engine-conversion guidance.