Cessna 175 Skylark

Cessna introduced the 175 in 1958 as a mid-range four-seat single between the 172 (then with a 145 hp Continental O-300) and the 182 (then with a 230 hp Continental O-470). The 175 was supposed to offer better performance than the 172 without the operating cost of the 182. The choice of the Continental GO-300 geared engine was the key engineering decision. The geared reduction allowed the engine to turn faster (3,200 RPM redline) while the propeller turned slower (2,400 RPM at cruise) for quieter operation and better prop efficiency.

The GO-300 had problems. Pilots accustomed to direct-drive engines often operated the GO-300 below its required RPM band during cruise, which damaged the gear-train and shortened cylinder life. The factory-recommended cruise RPM was higher than what most pilots intuitively wanted to fly. Premature gear wear, crankshaft damage, and unscheduled overhauls became common. The 175 acquired a reputation for being a maintenance-hungry airplane, deserved or not.

Cessna ended 175 production in 1962 and dropped the variant entirely. The lineup consolidated around the direct-drive 172 (which got more power over the years) and the 182 (which remained the 230 hp Continental). Total 175 production was about 2,100 aircraft. Many surviving 175s have been converted to direct-drive engines via STC paths from various providers, which solves the GO-300 reliability question. Aircraft with original GO-300 engines remain in the fleet but trade at meaningful discounts to converted examples.

The original 175 with GO-300 engine cruises at about 117 KTAS at 75% power, burning 10 gph of 100LL. That's noticeably more fuel burn than a direct-drive 172 of similar vintage with the C-145 / O-300 at 145 hp. The 175 was supposed to deliver better cruise and climb than the early 172, but the GO-300's narrow operating range and the geared system's parasitic losses meant the practical performance gain was modest.

Useful load on a 175 is about 870 pounds. Full fuel (39 gallons usable) leaves about 635 pounds for people and bags. Four adults of typical weight plus light luggage fit comfortably within gross. Range with reserves is about 600 nm at long-range cruise. Service ceiling is 15,900 ft on paper but the GO-300's altitude performance drops off above 6,000 to 8,000 ft DA. Aircraft with STC engine conversions vary based on the conversion. O-300 conversions cruise similarly to the original. O-360 conversions add 5 to 10 knots and meaningfully improve climb.

The Continental GO-300 is the engine the 175 was designed around. It's a six-cylinder, geared, direct-drive piston engine rated at 175 hp at 3,200 engine RPM (2,400 prop RPM through the 0.75:1 reduction gear). Continental's published TBO is 1,200 hours per Continental Service Information Letter SIL 98-9E, one of the shortest TBOs in the certified engine market. Continental has not produced new GO-300s in decades. Parts and overhaul shops with GO-300 experience are limited.

Field overhauls on a GO-300 run $35,000 to $50,000 in 2026 prices, depending on what the gearbox and cylinders need. Specialty shops with GO-300 expertise are concentrated in a few locations and lead times can be substantial. Many 175 owners have used overhaul events as the opportunity to convert to a direct-drive engine, which costs about the same as a GO-300 overhaul and eliminates ongoing parts and operating concerns.

STC conversion to a direct-drive Continental O-300 (145 hp, the engine the 172 used in the same era) is the most common conversion path. Conversion to Lycoming O-360 (180 hp, the engine the 172N and 177 used) is also available and adds horsepower at the cost of more substantial retrofit work. Engine conversion adds $25,000 to $45,000 to a GO-300 overhaul cost (so total conversion-and-install runs $55,000 to $90,000), but the operating-cost and parts-availability advantages typically pay back within 3 to 5 years of ownership.

Plan on $130 to $200 per flight hour at 75 hours a year of utilization, all-in, for an original GO-300 175. The cost structure is dominated by the engine. Fuel and oil run about $58 to $75 per hour at 10 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $30 to $42 per hour based on a $35,000 to $50,000 overhaul amortized across the 1,200-hour TBO, the highest engine reserve per hour of any small Cessna. Airframe maintenance reserve is $15 to $25 per hour.

Annual fixed costs (hangar, insurance, annual inspection) add another $40 to $80 per hour at 75 hours a year of utilization. Insurance on the 175 is moderate. Hull values are relatively low. First-time owners pay $1,800 to $3,500 a year typically.

Acquisition cost in mid-2026: 175s with original GO-300 engines and high time run $30,000 to $45,000. 175s with mid-time GO-300 engines and reasonable airframe condition run $40,000 to $55,000. STC-converted aircraft (with direct-drive O-300 or O-360 engines) run $50,000 to $75,000 and offer meaningfully better long-term operating economics. The conversion premium often pays for itself within 3 to 5 years through lower engine reserves and reduced parts-availability friction.

The International Cessna 170 Association covers the 175 as part of its broader vintage Cessna community support. Annual dues are about $50. The Association has accumulated decades of 175-specific knowledge, including engine-conversion guidance and shop recommendations. Most 175 ownership decisions benefit from consulting Association resources.