Cessna 172R Skyhawk

Cessna stopped piston-single production in 1985-1986 due to product-liability costs that had become unsustainable. The General Aviation Revitalization Act of 1994 capped manufacturer liability at 18 years from delivery, which gave Cessna enough legal cover to restart. In 1996, the line opened again at a new plant in Independence, Kansas with the 172R as the first new product.

The 172R was a clean-sheet refresh built around a Lycoming IO-360-L2A. The engine was fuel-injected (a meaningful change from the carbureted O-320 variants in the prior 172M, N, and P) but derated to 160 hp at 2,400 RPM. The point was to keep the 172's training-aircraft character and noise profile while modernizing the rest of the airplane. Cessna added soundproofing, new seats with inertia-reel harnesses, and a multi-level ventilation system.

Production ran from 1996 through 2007. In 1998 Cessna added the 172S to the lineup with the same IO-360-L2A engine but the redline raised to 2,700 RPM for the full 180 hp. Flight schools and most personal owners moved to the S model within a few years. By the mid-2000s the R was effectively phased out, although Cessna continued limited production through 2007 for buyers who specifically wanted the lower-power variant. Total 172R production was about 1,200 aircraft.

The Cessna 172R cruises at about 117 KTAS at 75% power, burning 8.0 gph of 100LL. At long-range cruise (65%), the airplane drops to about 109 KTAS on 7.0 gph. The R is roughly 5 knots slower than a 172S at similar power settings and climbs about 100 fpm worse at sea level standard conditions. The differences widen at altitude. At 8,000 ft density altitude, the R climbs about 200 fpm worse than the S due to the lower available horsepower.

Useful load on a 172R is about 870 pounds. Full fuel (53 gallons usable, 318 lbs) leaves about 550 pounds for people and bags. That's two adults and a kid, or two adults plus full overnight bags. Four adults plus full luggage requires offloading fuel. Range with reserves is about 700 nm at long-range cruise. The R's range is meaningfully better than older 172s with smaller fuel tanks. Service ceiling is 13,500 ft on paper but the 160 hp engine gets thin above 7,000 ft DA at gross weight.

The Lycoming IO-360-L2A is the engine on every 172R and every 172S. The difference is the redline. The 172R is limited to 2,400 RPM (160 hp). The 172S goes to 2,700 RPM (180 hp). Same engine, same TBO, same parts. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The IO-360-L2A is one of the most produced four-cylinder Lycomings in fleet operation, with extensive parts and shop support.

Field overhauls at Penn Yan, Gann Aviation, or other reputable shops run $30,000 to $42,000 in 2026 prices. The IO-360-L2A is meaningfully more expensive to overhaul than the older carbureted O-320 in the 172N and 172P, due to the fuel-injection components and the slightly more complex internal architecture. Total overhaul cost is roughly $3,000 to $5,000 above a comparable O-320 overhaul.

Oil consumption on a healthy IO-360-L2A runs about 0.1 to 0.15 quarts per hour. The engine typically reaches TBO routinely when operated regularly. Some 172R owners eventually upgrade to 172S power output via STC, but the cost of the conversion (typically $5,000 to $10,000 in paperwork, prop changes, and inspections) often doesn't justify the modest performance gain. Most 172R owners operate the airplane as delivered.

Plan on $135 to $185 per flight hour at 100 hours a year of utilization, all-in. The 172R sits between the 172N and the 172S on operating economics. Fuel and oil run about $48 to $60 per hour at 8.0 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $15 to $21 per hour based on a $30,000 to $42,000 overhaul amortized across the 2,000-hour TBO. Airframe maintenance reserve is $12 to $22 per hour. Annual fixed costs (hangar, insurance, annual inspection) add another $45 to $80 per hour at 100 hours a year of utilization.

Insurance is friendly. First-time owners with private pilot certificates qualify for $1,800 to $3,800 a year typically. Partnership ownership works well. Two or three pilots sharing a 172R can put the per-hour cost into the $100 to $145 range at 100+ flight hours per year per pilot.

Acquisition cost in mid-2026: Early 172Rs (1996-2002) with steam-gauge panels run $80,000 to $115,000 depending on hours. Later 172Rs (2002-2007) with G1000 or Garmin GTN avionics run $110,000 to $145,000. The R has been less popular than the S on the used market because the climb performance difference is real and meaningful for pilots flying at altitude or in summer heat.

The Cessna Pilots Association provides the same support to 172R owners as it does to 172N and 172S owners. Annual dues are about $70. The 172R's parts and shop support is comparable to the 172S because the airframe is identical and most parts are shared. Engine parts are universally available through Lycoming.