Cessna 172M Aircraft in Washington

Washington State has the Pacific Northwest's GA hub at Boeing Field (Seattle), Renton and Paine Field. Boeing's home market means significant aviation infrastructure including overhaul shops and specialty service centres. Flying terrain ranges from coastal to high-desert (Yakima/Tri-Cities) to mountain (Cascades).

← Cessna 172 family

The Cessna 172M Skyhawk (1973-1976) is a clean O-320-E2D 150-hp Skyhawk - the mid-1970s classic without the H2AD engine AD of the later 172N.

Cessna 172M aircraft for sale

1 used Cessna 172M aircraft for sale in Washington · 4-seat · Reference price ~$125,000 ($80,000–$190,000) · updated 17 hours ago

Cessna 172M Specifications

Model spec

The Cessna 172M is a 4-seat single engine piston with a cruise speed of 114–140 kt (211–259 km/h), a range of 518–720 nm (959–1,333 km), and a useful load of 850–1,010 lbs (386–458 kg).

Performance
Cruise114–140 kt (211–259 km/h)
Max Speed120–145 kt (222–269 km/h)
Range518–720 nm (959–1,333 km)
Service Ceiling13,000–17,000 ft (3,962–5,182 m)
Engine & Fuel
EngineLYCOMING O-320-E2D
Horsepower145–195 HP
Fuel Capacity36.0–66.0 gal (136–250 L)
Fuel Burn8.0–11.0 GPH (30–42 L/h)
TBO1,400–2,000 hrs
Weights & Seats
Seats4
Max Gross Weight2,300–2,650 lbs (1,043–1,202 kg)
Useful Load850–1,010 lbs (386–458 kg)
Production1973–1976

Cessna 172M for Sale

1974 Cessna 172M

1974 Cessna 172M for sale
$119,500
On Request
Total Time 4,516
Reg# N21295 US
Location Friday Harbor, Washington
Via Seitz Aviation
Multiple sources
Listed 14d ago

Cessna 172M Variants

Variant Years Seats Cruise Range Useful load Price range Best for Listings for sale
172 1956–now 4 118 kts (219 km/h) 518 nm (959 km) 878 lbs (398 kg) $18K – $525K Choose the fixed-gear 172 for the most affordable, best-supported and easiest-to-insure four-seat single — the standard trainer and touring aircraft worldwide. Choose the 172RG Cutlass for retractable-gear speed and complex-aircraft time-building. Choose the R172 Hawk XP for extra power and useful load over the standard 172. 18
172G 1966–1966 4 114 kts (211 km/h) 575 nm (1,065 km) 850 lbs (386 kg) — Choose the 172G for the lowest-cost entry into the Skyhawk family, accepting the O-300's narrower support for classic character. 2
172K 1969–1971 4 115 kts (213 km/h) 580 nm (1,074 km) 850 lbs (386 kg) $49K – $210K Choose the 172K for an affordable early Lycoming Skyhawk with the clean O-320-E2D engine and the large 172 support network. 19
172L 1971–1972 4 122 kts (226 km/h) 640 nm (1,185 km) 878 lbs (398 kg) $79K – $179K An early-1970s Skyhawk — an affordable, well-supported four-seat high-wing trainer and tourer. 13
172N 1976–1980 4 122 kts (226 km/h) 640 nm (1,185 km) 878 lbs (398 kg) — A late-1970s Skyhawk — a high-volume, low-cost four-seat trainer and tourer that is one of the most common used 172s. 1
R172 Hawk XP 1977–1983 4 129 kts (239 km/h) 569 nm (1,054 km) 1,010 lbs (458 kg) $93K – $285K Buy the R172 Hawk XP if you want a Skyhawk with real muscle — 195 hp for stronger climb, short-field and float performance than any standard 172. Consider a standard 172 for the lowest running cost and the deepest support network, or a 182 if you need four full seats with baggage. 31
172RG 1980–1985 4 140 kts (259 km/h) 720 nm (1,333 km) 950 lbs (431 kg) $55K – $223K Buy the 172RG Cutlass if you want an affordable complex single for the retractable and complex endorsement or for time-building. Consider a fixed-gear 172 if you want the lowest maintenance and insurance, or a 182 if straightforward cross-country hauling matters more than complex-aircraft experience. 28
172P 1981–1985 4 122 kts (226 km/h) 640 nm (1,185 km) 878 lbs (398 kg) $102K – $324K A common early-1980s Skyhawk — a low-cost, well-supported four-seat high-wing trainer and tourer. 19
172R 1996–2007 4 120 kts (222 km/h) 520 nm (963 km) 878 lbs (398 kg) $169K – $240K A modern fuel-injected Skyhawk — a four-seat high-wing trainer and tourer just below the 172S in the current-generation line. 10
172S 1998–now 4 124 kts (230 km/h) 518 nm (959 km) 878 lbs (398 kg) $207K – $599K The current-production, fuel-injected Skyhawk — the newest four-seat high-wing trainer to buy if you want a glass-panel, in-production 172. 31

Compare Cessna 172M

Detailed comparisons for the Cessna 172M are being prepared.

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Cessna 172M Price & Cost

Cessna 172M Price Guide

Key price factors: engine time to overhaul, year and airframe hours, avionics, damage history and logbook completeness — see the buying guide below for the full pre-purchase checklist.

Cessna 172M Cost of Ownership estimate
Fuel (8.5 GPH × $6.20, 100 hrs)$5,270/yr
Annual Fixed (hangar, insurance, annual)$18,000/yr
Variable (per hour)$130/hr
Engine Overhaul (every 2,000 hrs)$30,000
Estimates at 100 flight hours/year. Actual costs vary by usage, location and insurance.

The O-320-E2D burns approximately 8.5 gph - consistent with the 150-hp 172 family. Lycoming O-320 overhaul cost is well-established and moderate. Annual inspection costs are standard for fixed-gear four-seat aircraft. As a 50-year-old airframe, budget one-time reconditioning (hoses, cables, fuel system) at acquisition. Ongoing costs afterward are among the lowest in the four-seat certificated fleet.

Cessna 172M Value by Model Year

Median asking price by year of manufacture. Newer airframes command a premium; value falls with age then plateaus on older models.

$594K $397K $200K
$202K
$240K
$214K
$200K
$294K
$325K
$340K
$325K
$317K
$344K
$580K
$594K
’97
’99
’01
’05
’07
’19

Lowest around $200,000 (2000 models) · highest around $594,250 (2020). Bars scaled across the range to show the depreciation curve; hover for exact medians.

Buying guides: Buyer's Guide | Financing Guide | Pre-Buy Inspection

Buying a Used Cessna 172M

Buying a Cessna 172M comes down to a focused pre-purchase checklist — here is what matters most on this model:

What to check before buying

The Cessna 172M Skyhawk (1973-1976) is a Lycoming O-320-E2D-powered four-seat trainer and personal aircraft - 150 hp, approximately 122 knots cruise, and 580 nm range in the classic fixed-gear Skyhawk airframe. It represents the mature O-320-E2D generation of the 172: a well-proven engine with a clean AD history and the 150-hp output that preceded the 160-hp bump introduced with the 172N in 1977.

O-320-E2D: the clean-AD engine. The O-320-E2D that powers the 172M does not carry the camshaft-spalling AD history of the 172N's H2AD engine. Comparing 172M to 172N, the 172N offers 10 more horsepower at the cost of an AD-complicated engine on early examples; the 172M's E2D is mechanically cleaner. The 172P (O-320-D2J) is also clean and 10 hp more powerful - for the cleaner engine with the most power, the 172P; for the E2D at lower cost, the 172M.

Skyhawk character. At 122 knots and 580 nm, the 172M provides the same practical cross-country capability as the 172N/P at slightly lower power and altitude capability (ceiling about 13,000 ft vs 14,000 ft for the 172N). For sea-level and moderate-altitude operations, the 10-hp difference is rarely mission-limiting.

Buy it if you want a clean O-320-E2D Skyhawk in mid-1970s production without the H2AD AD complications of early 172N examples, at lower acquisition cost than the youngest 172P.

Frequently Asked Questions — Cessna 172M

About the Cessna 172M
The Cessna 172M Skyhawk was produced 1973–1976 — one of the longest-running and most numerous letter variants in the 172 line. It uses a Lycoming O-320-E2D carbureted engine (150 hp), fixed landing gear, and fixed-pitch propeller. The 172M carries the conical-camber (drooped) wingtips of the mid-1970s 172 and represents the last of the 150-hp 172 era before the 160-hp O-360 upgrade arrived on the 172N. It is one of the most common used 172s on the market, with the widest possible parts and shop support base.
172M vs 172N — which should I buy?
The 172N (1977) upgraded to a Lycoming O-360 (160 hp vs the 172M's 150 hp): stronger climb rate, slightly higher cruise, and more useful load headroom. For a first airplane or trainer on a tight budget, the 172M gets the job done at a lower entry price. Step up to the N/P era if useful load or cross-country performance are priorities. In either case, engine time and logbook history outweigh the 10-hp difference.
What should I inspect on a used Cessna 172M?
Seat rail AD compliance is mandatory — verify logbook entries. Lycoming O-320-E2D: check time since overhaul, cylinder compression, and magneto condition. On a 50-year-old airframe: inspect wing spar carry-through for corrosion, check control cable condition at fairings, and review the full logbook for continuity and any deferred maintenance items.
What engine does the Cessna 172M use?
Lycoming O-320-E2D, 150 hp, carbureted, with a 2,000-hour TBO. A well-maintained O-320-E2D is a reliable engine with a straightforward overhaul cycle and broad shop availability.
Is the Cessna 172M a good first airplane to own?
Yes — the 172M is forgiving, cheap to insure, and backed by one of the widest support networks of any certified aircraft. The dominant buy variable is engine time since overhaul; it drives both the purchase price and the timeline to next overhaul cost.

Cessna 172M Inventory by Country

United States52
Germany3
Canada1
Italy1
MD1
United Kingdom1

Cessna 172M by Price

Under $100k134
Under $200k400
Under $300k453
Under $500k471

Cessna 172M by Decade

1970s1

Recently Sold Cessna 172M

172M$51,062
1974 172M$144,950
1976 172M$104,000
1974 172M$174,500
172M$389,900
1973 172M$60,000

Cessna 172M Safety Record

Across all 172M variants, 810 NTSB-recorded events are on file from 1974–2026. As with any aircraft, most outcomes depend on pilot training, maintenance and operating conditions rather than the airframe itself.

810

Total Events

472

Incidents

72

Serious

128

Fatal

Most Recent Events

Date Location Severity Probable Cause
Feb 08, 2026 Mangalur, Minor —
Feb 05, 2026 Nampa, ID Incident —
Dec 13, 2025 Palmer, AK Incident —
Dec 07, 2025 Pensacola, FL Minor —
Nov 10, 2025 Poleta, CA Fatal (2) —

NTSB records 1974–2026. Includes all Cessna 172M variants. Events ≠ aircraft fault.

Disclaimer: All prices, cost estimates, and market values shown are based on asking prices from third-party sources and are provided for informational purposes only. AeroGurus is not an appraiser, broker, or financial advisor. Always obtain a professional appraisal and independent inspection before making a purchase decision.
Listings last refreshed 17 hours ago · Data: FAA Registry, NTSB · About our data