Cessna has historically used model years similar to U.S. auto manufacturers, with sales of new models typically starting a few months prior to the actual calendar year. ; Introduced in November 1955 for the 1956 model year as a development of the
Cessna 170B with tricycle landing gear, dubbed "
Land-O-Matic" by Cessna. The 172 also featured a redesigned tail similar to the experimental 170C, "Para-Lift" flaps, and a maximum gross weight of while retaining the 170B's
Continental O-300-A six-cylinder, air-cooled engine. The 1957 and 1959 model years brought only minor changes, while 1959 introduced a new cowling for improved engine cooling. The prototype 172, c/n 612, was modified from 170 c/n 27053, which previously served as the prototype of the 170B. A total of 3,757 were constructed over the four model years; 1,178 (1956), 1,041 (1957), 750 (1958), 788 (1959). ; 1960 model year with a swept-back vertical tail and rudder and powered by a O-300-C engine. It was also the first 172 to be certified for
floatplane operation. 994 built. ; 1962 model year with fiberglass wingtips, redesigned wheel fairings, a key starter to replace the previous pull-starter, and an optional autopilot. The seats were redesigned to be six-way adjustable, and a child seat was made optional to allow two children to be carried in the baggage area. 810 built. ; 1966 model year with a longer, more pointed spinner and sold for US$12,450 in its basic 172 version and US$13,300 in the upgraded Skyhawk version. 1,474 built (including 26 as the T-41A), plus 140 by Reims as the
F172G. ; For 1968, Cessna planned to replace the 172 with a newly designed aircraft called the 172J, featuring the same general configuration but with a more sloping windshield, a strutless
cantilever wing, a more stylish interior, and various other improvements. A single 172J prototype, registered N3765C (c/n 660), was built. However, the popularity of the previous 172 with Cessna dealers and flight schools prompted the cancellation of the replacement plan, and the 172J was redesignated as the
177 from the second prototype onward and sold alongside the 172. ; Introduced for the 1969 model year with a redesigned tailfin cap and reshaped rear windows enlarged by . Optional long-range wing fuel tanks were also offered. The 1970 model year featured fiberglass, downward-shaped, conical camber wingtips and optional fully articulated seats. 2,055 built for both model years, plus 50 by Reims as the
F172K. Other changes included a decreased maximum flap deflection from 40 degrees to 30 to allow a gross weight increase from to . A
wet wing and air conditioning were optional. The 1982 model year moved the landing lights from the nose to the wing to increase bulb life, while 1983 added some minor soundproofing improvements and thicker windows. 1984 introduced a second door latch pin, a thicker windshield and side windows, additional avionics capacity, and low-vacuum warning lights. 2,664 total built; 1,052 (1981), 724 (1982), 319 (1983), 179 (1984), 256 (1985), and 134 (1986), plus 215 by Reims as the
F172P. Following the end of 172P production in 1986, Cessna ceased production of the Skyhawk for ten years. The 172S is built primarily for the private owner-operator and is, in its later years, offered with the
Garmin G1000 avionics package and leather seats as standard equipment. , the 172S model was the only Skyhawk model in production.
Variants under 175 type certificate As the
Cessna 175 Skylark had gained a reputation for poor engine reliability, Cessna attempted to regain sales by
rebranding the aircraft as a variant of the 172. Several later 172 variants, generally those with higher-than-standard engine power or gross weight, were built under the 175 type certificate although most did not use the unpopular
Continental GO-300-E engine from the 175. ; The 175 Skylark was rebranded for the 1963 model year as the P172D Powermatic, continuing where the Skylark left off at 175C. It was powered by a Continental GO-300-E with a geared
reduction drive powering a
constant-speed propeller, increasing cruise speed by over the standard 172D. It differed from the 175C in that it had a cut-down rear fuselage with an "Omni-Vision" rear window and an increased horizontal stabilizer span. A deluxe version was marketed as the
Skyhawk Powermatic with a slightly increased top speed. Despite the rebranding, sales did not meet expectations, and the 175 type was discontinued for the civilian market after the 1963 model year. As the T-41B, the R172E was powered by a fuel-injected
Continental IO-360-D or -DE driving a constant-speed propeller, and featured a 28V electrical system, jettisonable doors, an openable right front window, a 6.00x6 nose wheel tire and military avionics, but no baggage door. The T-41C was similar to the T-41B, but had a 14V electrical system, a fixed-pitch propeller, civilian avionics, and no rear seats. The T-41D featured a 28V electrical system, four seats, corrosion-proofing, reinforced flaps and ailerons, a baggage door, and provisions for wing-mounted pylons. 255 T-41B, 45 T-41C, and 34 T-41D aircraft were built. While Cessna produced the R172E exclusively for military use, Reims built a civilian model as the
FR172E Reims Rocket, with 60 built for the 1968 model year. ; The R172F was similar to the R172E and was built in both T-41C and T-41D variants. 7 (T-41C) and 74 (T-41D) built, plus 85 by Reims as the
FR172F Reims Rocket for the 1969 model year. However, owners claimed that the increased performance of the "XP" did not compensate for its increased purchase price and the higher operating costs associated with the larger engine. The aircraft was well accepted for use on floats, however, as the standard 172 is not a strong floatplane, even with only two people on board, while the XP's extra power improves water takeoff performance dramatically. ; Cessna introduced a
retractable landing gear version of the 172 in 1980, designating it as the
172RG and marketing it as the
Cutlass RG. The 172RG first flew on August 24, 1976. It was the lowest-priced four-seat retractable-gear airplane on the U.S. market when it was introduced. Although the general aviation aircraft market was contracting at the time, the RG proved popular as an inexpensive flight-school trainer for complex aircraft and commercial pilot ratings under
U.S. pilot certification rules, which required demonstrating proficiency in an aircraft with retractable landing gear. The 172RG uses the same basic landing gear as the heavier
R182 Skylane RG, which Cessna touted as a benefit, saying it was a proven design; No significant design updates were made to the 172RG during its five-year model run. Although it is slower and has less passenger and cargo capacity than popular competing single-engine retractable-gear aircraft such as the
Beechcraft Bonanza, the Cutlass RG is praised by owners for its relatively low operating costs, robust and reliable engine, and docile flying qualities comparable to the standard 172, although it has higher landing gear maintenance and insurance costs than a fixed-gear 172. Initial retail price in 2014 was $435,000 (~$ in ). The model has a top speed of and burns per hour less fuel than the standard 172. As a result, the model has an range, an increase of more than 38% over the standard 172. This model is a development of the proposed and then canceled
Skyhawk TD. Cessna has indicated that the JT-A will be made available in 2016. In reviewing this new model Paul Bertorelli of AVweb said: "I'm sure Cessna will find some sales for the Skyhawk JT-A, but at $420,000, it's hard to see how it will ignite much market expansion just because it's a Cessna. It gives away $170,000 to the near-new Redbird Redhawk conversion which is a lot of change to pay merely for the smell of a new airplane. Diesel engines cost more than twice as much to manufacture as gasoline engines do and although their
fuel efficiency gains back some of that investment, if the complete aircraft package is too pricey, the debt service will eat up any savings, making a new aircraft not just unattractive, but unaffordable. I haven't run the numbers on the JT-A yet, but I can tell from previous analysis that there are definite limits." It was discontinued in May 2018, due to poor sales as a result of the aircraft's high price, which was twice the price of the same aircraft as a diesel conversion. The aircraft remains available as an
STC conversion from
Continental Motors, Inc. ; In July 2010, Cessna announced it was developing an
electrically powered 172 as a proof-of-concept in partnership with
Bye Energy. In July 2011, Bye Energy, whose name had been changed to
Beyond Aviation, announced the prototype had commenced taxi tests on 22 July 2011 and a first flight would follow soon. In 2012, the prototype, using Panacis batteries, engaged in multiple successful test flights. The R&D project was not pursued for production.
Canceled model ; On October 4, 2007, Cessna announced its plan to build a diesel-powered model, to be designated the 172 Skyhawk TD ("Turbo Diesel") starting in mid-2008. Simulator company
Redbird Flight uses the same engine and reconditioned 172 airframes to produce a similar model, the Redbird Redhawk. Premier Aircraft Sales also announced in February 2014 that it would offer refurbished 172 airframes equipped with the
Continental/Thielert Centurion 2.0 diesel engine. ==Military operators==