Editing Cessna 172 (section)

==Variants==
<div id="1"></div>
''Cessna has historically used [[model year]]s similar to U.S. auto manufacturers, with sales of new models typically starting a few months prior to the actual calendar year.''
;{{visible anchor|172}}
Introduced in November 1955 for the 1956 model year as a development of the [[Cessna 170|Cessna 170B]] with tricycle landing gear, dubbed "[[Cessna#Company terminology|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 {{convert|2200|lb|kg|0|abbr=on}} while retaining the 170B's {{convert|145|hp|kW|0|abbr=on}} [[Continental O-300|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).<ref name="Clarke">Clarke, Bill: ''The Cessna 172'' First Edition. TAB Books, 1987. {{ISBN|0830609121}}</ref><ref name="Phillips">Phillips, Edward H: ''Wings of Cessna, Model 120 to the Citation III'', Flying Books, 1986. {{ISBN|0911139052}}</ref><ref name=":0">[[#CITEREFSimpson1991|Simpson 1991]], p. 118</ref>

;{{visible anchor|172A}}
[[File:C-172A N7481T at Anderson, Indiana, USA.jpg|thumb|A 1960 Cessna 172A]]
1960 model year with a swept-back vertical tail and rudder and powered by a {{convert|145|hp|kW|0|abbr=on}} O-300-C engine.  It was also the first 172 to be certified for [[floatplane]] operation.  994 built.<ref name="Clarke"/><ref name="Phillips" /><ref name=":0" />

;{{visible anchor|172B}}
1961 model year with shorter landing gear, engine mounts lengthened by three inches (76&nbsp;mm), a reshaped cowling, a pointed propeller spinner, and an increased gross weight of {{convert|2250|lb|kg|0|abbr=on}}. The stepped firewall introduced in the closely related [[Cessna 175]] was adopted in the 172, along with the 175's wider, rearranged instrument panel located further aft in the fuselage. For the first time, the '''Skyhawk''' name was applied to an available deluxe option package that included optional wheel fairings, avionics, and a cargo door along with full exterior paint rather than partial paint stripes. The Skyhawk was also powered by an O-300-D in place of the O-300-C of the standard model. 989 built.<ref name="Clarke"/><ref name="Phillips" /><ref name=":0" /><ref>{{cite web |last=Kinney |first=Scott |title=Cessna Flyer Association - Big-airplane Features for a Small-airplane Price: The Cessna 175 |url=https://www.cessnaflyer.org/cessna-models/cessna-singles/cessna-175/big-airplane-feature-for-a-small-airplane-price-the-cessna-175.html |publisher=Cessna Flyer Association |website=cessnaflyer.org |access-date=December 2, 2024}}</ref>

;{{visible anchor|172C}}
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.<ref name="Clarke"/><ref name="Phillips" /><ref name=":0" />

;{{visible anchor|172D}}
[[File:1963-Cessna-172D.jpg|thumb|1963 Cessna 172D]]
1963 model year with a cut down rear fuselage with a wraparound [[Cessna#Marketing initiatives|Omni-Vision]] rear window, a one-piece windshield, increased horizontal stabilizer span, and a folding hat shelf in the rear cabin.  Gross weight was increased to {{convert|2300|lb|kg|0|abbr=on}}, where it would stay until the 172P.  New rudder and brake pedals were also added. 1,011 were built by Cessna, while a further 18 were produced by [[Reims Aviation]] in France as the '''F172D'''.<ref name="Clarke"/><ref name="Phillips" /><ref name=":0" />

;{{visible anchor|172E}}
1964 model year with a redesigned instrument panel with center-mounted avionics and [[circuit breaker]]s replacing the electrical [[Fuse (electrical)|fuses]] of previous models. 1,209 built, 67 built by Reims as the '''F172E'''.<ref name="Clarke"/><ref name="Phillips" /><ref name=":0" />

;{{visible anchor|172F}}
1965 model year with electrically-operated flaps to replace the previous lever-operated system and improved instrument lighting.  1,400 built, plus 94 by Reims as the '''F172F'''.<ref name="3A12" /><ref name="Clarke" /><ref name="Phillips" /><ref name=":0" />

The 172F formed the basis for the [[U.S. Air Force]]'s [[Cessna T-41 Mescalero|T-41A Mescalero]] primary trainer, which was used during the 1960s and early 1970s as initial flight screening aircraft in USAF Undergraduate Pilot Training (UPT).  Following their removal from the UPT program, some extant USAF T-41s were assigned to the [[U.S. Air Force Academy]] for the cadet pilot indoctrination program, while others were distributed to Air Force aero clubs.<ref>{{cite web|url=https://fas.org/man/dod-101/sys/ac/docs/t3bar.htm|title=Broad Area Review – T3A|date= May 13, 1998|work=fas.org|access-date=4 April 2015|archive-url=https://web.archive.org/web/20150409040625/https://fas.org/man/dod-101/sys/ac/docs/t3bar.htm|archive-date=9 April 2015|url-status=live}}</ref>

;{{visible anchor|172G}}
[[File:Cessna.f172g.g-bgmp.arp.jpg|thumb|1966 Reims F172G]]
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'''.<ref name="Clarke"/><ref name="Phillips" /><ref name=":0" />

;{{visible anchor|172H}}
1967 model year with a 60A alternator replacing the generator, a rotating beacon replacing the flashing unit, redesigned wheel fairings, and a shorter-stroke [[Oleo strut|nose gear oleo]] to reduce drag and improve the appearance of the aircraft in flight. A new cowling was used, introducing shock-mounts that transmitted lower noise levels to the cockpit and reduced cowl cracking. The electric stall warning horn was replaced by a pneumatic one.  1,586 built (including 34 as the T-41A), plus 435 by Reims as the '''F172H''' for both the 1967 and 1968 model years.<ref name="Clarke" /><ref name="Phillips" /><ref name=":0" />

;{{visible anchor|172I}}
[[File:Cessna172I.jpg|thumb|The 1968-built Cessna 172I introduced the [[Lycoming O-320|Lycoming O-320-E2D]] engine of {{convert|150|hp|kW|0|abbr=on}}.]]
The 1968 model year marked the beginning of the [[Lycoming Engines|Lycoming]]-powered 172s, with the 172I introduced with a [[Lycoming O-320|Lycoming O-320-E2D]] engine of {{convert|150|hp|kW|0|abbr=on}}, an increase of {{convert|5|hp|kW|1|abbr=on}} over the Continental powerplant.  The increased power resulted in an increase in optimal cruise from {{convert|130|mi/h|km/h|0|abbr=on}} [[true airspeed]] (TAS) to {{convert|131|mi/h|km/h|0|abbr=on}} TAS.  There was no change in the sea level rate of climb at {{convert|645|ft|m|0|abbr=on}} per minute.  Starting with this model, the standard and deluxe Skyhawk models were no longer powered by different engines.<ref name="Phillips" />  The 172I also introduced the first standard "T" instrument arrangement.  649 built.<ref name="Clarke" /><ref name="Phillips" /><ref name=":1">[[#CITEREFSimpson1991|Simpson 1991]], p. 119</ref>

;{{visible anchor|172J}}
{{Main|Cessna 177 Cardinal}}

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 [[Cessna 177 Cardinal|177]] from the second prototype onward and sold alongside the 172.<ref name="Phillips" /><ref>{{Cite web |title=N-Number Inquiry Results: N3765C |url=https://registry.faa.gov/aircraftinquiry/Search/NNumberResult?NNumberTxt=N3765C |access-date=June 9, 2024 |website=[[Federal Aviation Administration]]}}</ref><ref>[[#CITEREFSimpson1991|Simpson 1991]], p. 137</ref>

;{{visible anchor|172K}}
[[File:1968-Cessna-172K.jpg|thumb|1969 model-year Cessna 172K, built in 1968]]
Introduced for the 1969 model year with a redesigned tailfin cap and reshaped rear windows enlarged by {{convert|16|in2|cm2|0}}. Optional long-range {{convert|52|USgal|L|0|abbr=on}} 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'''.<ref name="Clarke" /><ref name="Phillips" /><ref name=":1" />

;{{visible anchor|172L}}
Introduced for the 1971 model year with tapered, tubular steel landing gear legs replacing the original flat spring steel legs, increasing landing gear width by {{convert|12|in|cm|0|abbr=on}}.  The new landing gear was lighter, but required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design.  172L also had a nose-mounted landing light, a bonded baggage door, and optional cabin [[Skylight|skylights]].  The 1972 model year introduced a plastic fairing between the dorsal fin and vertical fin to introduce a greater family resemblance to the [[Cessna 182|182]]'s vertical fin.  1972 also introduced a reduced-diameter propeller, bonded cabin doors, and improved instrument panel controls.  1,535 built for both model years, plus 100 by Reims as the '''F172L'''.<ref name="Clarke" /><ref name="Phillips" /><ref name=":1" />

;{{Visible anchor|172M}}
[[File:Cessna 172 C-GDQG.jpg|thumb|1975 Cessna 172M]]
Introduced for the 1973 model year with a "Camber-Lift" wing with a drooped leading edge for improved low-speed handling, a key-locking baggage door, and new lighting switches.  The 1974 model year introduced the '''Skyhawk II''', which was sold alongside the baseline 172M and Skyhawk models with higher standard equipment, including a second nav/comm radio, an [[Automatic direction finder|ADF]] and [[transponder (aviation)|transponder]], a larger baggage compartment, and nose-mounted dual landing lights.  1975 introduced inertia-reel shoulder harnesses and an improved instrument panel and door seals.  Beginning in 1976, Cessna stopped marketing the aircraft as the 172 and began exclusively using the "Skyhawk" designation. This model year also saw a redesigned instrument panel to hold more avionics. Among other changes, the fuel and other small gauges were relocated to the left side for improved pilot readability compared with the earlier 172 panel designs.  6,826 built; 4,926 (1973–75) and 1,900 (1976), plus 610 by Reims as the '''F172M'''.<ref name="Clarke" /><ref name="Phillips" /><ref name=":1" />

;{{visible anchor|172N Skyhawk/100}}
[[File:1979 Cessna 172N Skyhawk (G-BNKD) lands at Bristol Airport 14May2019 arp.jpg|thumb|1979 Cessna 172N Skyhawk in 2019]]
1977 model year powered by a {{convert|160|hp|kW|0}} Lycoming O-320-H2AD engine designed to run on 100-octane fuel (hence the "Skyhawk/100" name), whereas all previous engines used 80/87 fuel.  Other changes included pre-select flap control and optional rudder trim.  The 1978 model year brought a 28-volt electrical system to replace the previous 14-volt system as well as optional air conditioning.  The 1979 model year increased the flap-extension speed to {{convert|110|kn|km/h|0}}.  6,425 total built; 1,725 (1977), 1,725 (1978), 1,850 (1979), and 1,125 (1980), plus 525 by Reims as the '''F172N'''.<ref name="Clarke" /><ref name="Phillips" /><ref name=":1" />

;{{visible anchor|172O}}
There was no "O" model 172, to avoid confusion with the number zero.<ref name="Clarke"/>

;{{visible anchor|172P Skyhawk P}}
[[File:Cessna 172P Skyhawk II OK-TUR (8176911438).jpg|thumb|Cessna 172P in October 2012]]
Introduced for the 1981 model year with a [[Lycoming O-320|Lycoming O-320-D2J]] engine replacing the O-320-H2AD of the 172N, which had proven unreliable.<ref>{{Cite web |author=Cessna Owner Organization |date=2020-11-11 |title=H2AD Engine |url=https://cessnaowner.org/h2ad-engine/ |url-status=live |archive-url=https://web.archive.org/web/20201111233635/https://cessnaowner.org/h2ad-engine/ |archive-date=11 November 2020 |access-date=2021-02-02 |website=cessnaowner.org}}</ref>  Other changes included a decreased maximum flap deflection from 40 degrees to 30 to allow a gross weight increase from {{convert|2300|lb|kg|0|abbr=on}} to {{convert|2400|lb|kg|0|abbr=on}}.  A {{convert|62|gal|L|0|abbr=on}} [[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.<ref name="Clarke" /><ref name="Phillips" /><ref name=":1" />

;{{visible anchor|172Q Cutlass}}
Introduced for the 1983 model year, the 172Q was given the name "Cutlass" to create an affiliation with the 172RG Cutlass RG, although it was actually a 172P with a [[Lycoming O-360|Lycoming O-360-A4N]] engine of {{convert|180|hp|kW|0}}.  The aircraft had a gross weight of {{convert|2550|lb|kg|0|abbr=on}} and an optimal cruise speed of {{convert|122|kn|km/h|0}} compared to the 172P's cruise speed of {{convert|120|kn|km/h|0}} on {{convert|20|hp|kW|0|abbr=on}} less.  It had a useful load that was about {{convert|100|lb|kg|0|abbr=on}} more than the Skyhawk P and a rate of climb that was actually {{convert|20|ft|m|0}} per minute lower, due to the higher gross weight.  The '''Cutlass II''' was offered as a deluxe model of the 172Q, as was the '''Cutlass II/Nav-Pac''' with [[Instrument flight rules|IFR]] equipment.  The 172Q was produced alongside the 172P for the 1983 and 1984 model years before being discontinued.  Sources disagree on the exact number of 172Q aircraft built,{{refn|group=note|name=first|Different production figures for the 172Q Cutlass include 389 (210 in 1983 and 179 in 1984)<ref name="Phillips" /> and 391,<ref name=":1" /> while the [[Federal Aviation Administration]] [[type certificate]] lists 297 (186 in 1983 and 111 in 1984) construction numbers which overlap with those of the 172P Skyhawk P.<ref name="3A12" />}} and the construction numbers listed on the [[Federal Aviation Administration]] [[type certificate]] overlap with those of the 1983 and 1984 172P.<ref name="Clarke"/><ref name="Phillips" /><ref name=":1" />

;{{visible anchor|172R Skyhawk R}}
The Skyhawk R was introduced in 1996 and is powered by a derated [[Lycoming O-360|Lycoming IO-360-L2A]] producing a maximum of 160 horsepower (120 kW) at just 2,400 rpm. This is the first Cessna 172 to have a factory-fitted fuel-injected engine.{{Cn|date=June 2024}}

The 172R's maximum takeoff weight is {{convert|2450|lb|kg|0|abbr=on}}. This model year introduced many improvements, including a new interior with soundproofing, an all new multi-level ventilation system, a standard four point intercom, contoured, energy absorbing, 26g front seats with vertical and reclining adjustments and inertia reel harnesses.{{Cn|date=June 2024}}

;{{visible anchor|172S Skyhawk SP}}
[[File:Cessna 172S Skyhawk at Bristol Airport (England) 23Aug2014 arp.jpg|thumb|Cessna 172S Skyhawk SP]]
The Cessna 172S was introduced in 1998 and is powered by a [[Lycoming O-360|Lycoming IO-360-L2A]] producing {{convert|180|hp|kW|0}}. The maximum engine rpm was increased from 2,400 rpm to 2,700 rpm resulting in a {{convert|20|hp|abbr=on}} increase over the "R" model. As a result, the maximum takeoff weight was increased to {{convert|2550|lb|kg|0|abbr=on}}. This model is marketed under the name Skyhawk SP, although the Type Certification data sheet specifies it is a 172S.<ref name="3A12" /><ref name="CessnaSkyhawkSP1">{{cite web|url=http://skyhawksp.cessna.com/specs.chtml |title=Skyhawk SP Specification and Description |access-date=2008-03-09 |last=Cessna Aircraft Company |date=December 2007 |archive-url=https://web.archive.org/web/20080307232135/http://skyhawksp.cessna.com/specs.chtml |archive-date=2008-03-07 |url-status=dead }}</ref>

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.<ref name="CessnaSkyhawkSP2">{{cite web|url = http://skyhawksp.cessna.com/|title = Skyhawk SP Your Next Wing Tips|access-date = 2008-03-09|last = Cessna Aircraft Company|year = 2008|archive-url = https://web.archive.org/web/20080229102124/http://skyhawksp.cessna.com/|archive-date = 2008-02-29|url-status = live}}</ref>

{{As of|2009}}, the 172S model was the only Skyhawk model in production.<ref name="CessnaSE">{{cite web|url = http://www.cessna.com/single-engine/skyhawk.html|title = Cessna Skyhawk SP|access-date = 2009-01-29|last = Cessna Aircraft Company|year = 2008|url-status = dead|archive-url = https://web.archive.org/web/20090203105641/http://www.cessna.com/single-engine/skyhawk.html|archive-date = 2009-02-03}}</ref>

=== 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 O-300|Continental GO-300-E]] engine from the 175.

;{{visible anchor|P172D Powermatic}}
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 {{convert|175|hp|kW|0|abbr=on}} Continental GO-300-E with a geared [[reduction drive]] powering a [[constant-speed propeller]], increasing cruise speed by {{convert|11|mi/h|km/h|0|abbr=on}} 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.<ref name="Clarke" /><ref name="3A17" /><ref name="Phillips" />  65 were built, plus 3 by Reims as the '''FP172D'''.<ref name="Phillips" />

;{{visible anchor|R172E}}
[[File:Cessna T-41B Mescalero U.S. Army serial 67-15000.jpg|thumb|The first production R172E operating as a [[Cessna T-41 Mescalero|T-41B Mescalero]] with the US Army, {{Circa|1967}}]]
Although the 175 type was discontinued for the civilian market, Cessna continued to produce the aircraft for the [[United States Armed Forces]] as the [[Cessna T-41 Mescalero|T-41 Mescalero]]. Introduced in 1967, the R172E was built in T-41B, T-41C, and T-41D variants for the [[United States Army|US Army]], [[United States Air Force Academy|USAF Academy]], and [[United States military aid|US Military Aid Program]], respectively.<ref name="Krivinyi">Krivinyi, Nikolaus: ''World Military Aviation'', page 148. Arco Publishing Co, 1977. {{ISBN|0-668-04348-2}}</ref> As the T-41B, the R172E was powered by a fuel-injected {{convert|210|hp|kW|0|abbr=on}} [[Continental IO-360|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.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172F}}
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.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172G}}
The R172G was similar to the R172E/F, differing in that it was certified to be powered by a {{convert|210|hp|kW|0|abbr=on}} Continental IO-360-C, -D, -CB, or -DB engine.  28 (T-41D) built, plus 80 by Reims as the '''FR172G Reims Rocket''' for the 1970 model year.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172H}}
The R172H introduced the extended dorsal fillet of the 172L to the T-41D.  It was also certified to be powered by a {{convert|210|hp|kW|0|abbr=on}} Continental IO-360-C, -D, -H, -CB, -DB, or -HB engine.  163 (T-41D) built, plus 125 by Reims as the '''FR172H Reims Rocket''' for the 1971 and 1972 model years.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172J}}
Certified to be powered by a {{convert|210|hp|kW|0|abbr=on}} Continental IO-360-H or -HB engine.  Only one was built by Cessna, while Reims built 240 as the '''FR172J Reims Rocket''' for the 1973 through 1976 model years.<ref name="3A17" /><ref name="Phillips" />

;{{visible anchor|R172K Hawk XP}}
[[File:CessnaR172KHawkXPC-GMNNonWiplineAmphibFloats.JPG|thumb|1977 Model R172K Hawk XP on Wipline amphibious floats]]
Following the success of the Reims Rocket in Europe, Cessna decided to once again produce the 175 type for the civilian market as the R172K Hawk XP, beginning with the 1977 model year.  It was powered by a derated {{convert|195|hp|kW|0|abbr=on}} Continental IO-360-K or -KB engine driving a [[McCauley Propeller Systems|McCauley]] constant-speed propeller and featured a new cowling with landing lights and an upgraded interior.  The '''Hawk XP II''' was also available with full IFR avionics.<ref name="3A17" /><ref name="Phillips" />  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.<ref name="Clarke" />  1 (1973 prototype), 725 (1977), 205 (1978), 270 (1979), 200 (1980), and 55 (1981) built, plus 85 (30 in 1977, 55 in 1978–81) by Reims as the '''FR172K Reims Rocket''' for the 1977 through 1981 model years.<ref name="Phillips" /><ref>{{Cite web |title=Type Certificate Data Sheet No. A18EU |url=https://drs.faa.gov/browse/excelExternalWindow/F4549A86B5DBF2B5862583EE00729CEC.0001?modalOpened=true |access-date=June 10, 2024 |website=[[Federal Aviation Administration]]}}</ref>

;{{visible anchor|172RG Cutlass RG}}
[[File:Reims F172RG Cutlass RG II CS-DAG Aeroplano low pass.jpg|thumb|Cessna 172RG Cutlass RG with landing gear retracted]]
Cessna introduced a [[retractable landing gear]] version of the 172 in 1980, designating it as the '''172RG''' and marketing it as the '''Cutlass RG'''.<ref name=P&P_172RG/><ref name=AVWeb_172RG/>

The Cutlass RG sold for about US$19,000 more than the standard 172 and featured a variable-pitch, constant-speed propeller and a more powerful [[Lycoming O-360|Lycoming O-360-F1A6]] engine of {{convert|180|hp}}, giving it an optimal cruise speed of 140 knots (260&nbsp;km/h), compared to {{convert|122|kn|km/h}} for the contemporary {{convert|160|hp}} 172N or 172P.<ref name="Clarke"/> It also had more fuel capacity than a standard Skyhawk, {{convert|62|gal}} versus {{convert|53|gal}}, giving it greater range and endurance.<ref name=AOPA_172RG>{{cite web|url=https://youcanfly.aopa.org/flying-clubs/flying-club-newsletter/2019/october/20/aircraft-spotlight|title=Aircraft Spotlight: Pulling the Gear Up on a Cessna 172RG Cutlass  |last=Schapiro |first=Steve |date=October 20, 2019|website=aopa.org|publisher=[[Aircraft Owners and Pilots Association]]|access-date=June 7, 2024}}</ref> 

The 172RG first flew on August 24, 1976.<ref>{{harvnb|Simpson|1991| p= 99}}</ref> It was the lowest-priced four-seat retractable-gear airplane on the U.S. market when it was introduced.<ref name=P&P_172RG>{{cite web|url=https://www.planeandpilotmag.com/article/cessna-cutlass-rg/|title=Cessna Cutlass RG  |date=February 6, 2019|website=planeandpilotmag.com|access-date=June 7, 2024}}</ref> 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 [[Pilot certification in the United States|U.S. pilot certification rules]], which required demonstrating proficiency in an aircraft with retractable landing gear.<ref name=AVWeb_172RG>{{cite web|url=https://www.avweb.com/features/cessna-172rg-cutlass-rg/|title=Cessna 172RG Cutlass RG  |date=May 31, 2019|website=avweb.com|publisher=AVWeb|access-date=June 7, 2024}}</ref>

The 172RG uses the same basic landing gear as the heavier [[Cessna_182_Skylane#Special_versions|R182 Skylane RG]], which Cessna touted as a benefit, saying it was a proven design;<ref name=P&P_172RG/> however, owners have found the landing gear to have higher maintenance requirements than comparable systems from other manufacturers, with several parts prone to rapid wear or cracking.<ref name=AVWeb_172RG/> Compared to a standard 172, the 172RG is easier to load with its [[center of gravity of an aircraft|center of gravity]] too far aft,<ref name=AVWeb_172RG/> which adversely affects the aircraft's [[longitudinal stability]].

While numbered and marketed as a 172, the 172RG was certified on the [[Cessna 175]] type certificate.<ref name="3A17">{{cite web |last=[[Federal Aviation Administration]] |date=March 2003 |title=Type Certificate Data Sheet No. 3A17 |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/eb424056528d21d8862572de0072869f/$FILE/3A17.pdf |url-status=dead |archive-url=https://web.archive.org/web/20110608055447/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/eb424056528d21d8862572de0072869f/$FILE/3A17.pdf |archive-date=2011-06-08 |access-date=2024-06-06}}</ref> No significant design updates were made to the 172RG during its five-year model run.<ref name=AVWeb_172RG/> 1,191 were produced.<ref>{{harvnb|Simpson|1991| p= 99}}</ref>

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.<ref name=AVWeb_172RG/><ref name=AOPA_172RG/>

=== Special versions ===
;J172T {{visible anchor|Turbo Skyhawk JT-A}}
Model introduced in July 2014 for 2015 customer deliveries, powered by a {{convert|155|hp|kW|0|abbr=on}} [[Continental CD-155]] [[diesel engine]] installed by the factory under a [[supplemental type certificate]].<ref name=":2">{{Cite book |title=[[Janes All the World's Aircraft|Janes All the World's Aircraft: Development & Production 2022–2023]] |year=2023 |isbn=978-0-7106-3396-5 |pages=910–913|publisher=Jane's Group UK Limited }}</ref> Initial retail price in 2014 was $435,000 (~${{Format price|{{Inflation|index=US-GDP|value=435000|start_year=2014}}}} in {{Inflation/year|US-GDP}}).<ref>Thurber, Matt. "[http://www.ainonline.com/aviation-news/aviation-international-news/2014-09-01/airventure-report-2014 AirVenture Report: 2014] {{Webarchive|url=https://web.archive.org/web/20140904201328/http://www.ainonline.com/aviation-news/aviation-international-news/2014-09-01/airventure-report-2014 |date=2014-09-04 }}" ''AINonline'', 1 September 2014. Accessed: 4 September 2014.</ref> The model has a top speed of {{convert|131|kn|km/h|0|abbr=on}} and burns {{convert|3|u.s.gal}} per hour less fuel than the standard 172.<ref name="Niles28Jul14">{{cite news|url = http://www.avweb.com/avwebflash/news/Cessna-Introduces-Diesel-172222445-1.html|title = Textron Introduces Diesel 172|access-date = 29 July 2014|last = Niles|first = Russ|date = 28 July 2014|work = AVweb|archive-url = https://web.archive.org/web/20140730053758/http://www.avweb.com/avwebflash/news/Cessna-Introduces-Diesel-172222445-1.html|archive-date = 30 July 2014|url-status = live}}</ref> As a result, the model has an {{convert|885|nmi|km|abbr=on}} range, an increase of more than 38% over the standard 172.<ref>{{cite web|url=http://cessna.txtav.com/en/piston/cessna-turbo-skyhawk-jt-a|title=Cessna Turbo Skyhawk JT-A|work=txtav.com|access-date=20 October 2016|archive-url=https://web.archive.org/web/20161020210243/http://cessna.txtav.com/en/piston/cessna-turbo-skyhawk-jt-a|archive-date=20 October 2016|url-status=dead}}</ref> This model is a development of the proposed and then canceled [[#Canceled model|Skyhawk TD]].<ref name="Bertorelli30Jul14">{{cite news|url = http://www.avweb.com/avwebflash/news/Cessna-Introduces-Diesel-172222445-1.html|title = AirVenture: Diesel, Drones and High Energy|access-date = 30 July 2014|last = Bertorelli|first = Paul|date = 30 July 2014|work = AVweb|archive-url = https://web.archive.org/web/20140730053758/http://www.avweb.com/avwebflash/news/Cessna-Introduces-Diesel-172222445-1.html|archive-date = 30 July 2014|url-status = live}}</ref> Cessna has indicated that the JT-A will be made available in 2016.<ref name=avw2015-05>{{cite web |first=Paul |last=Bertorelli |url=http://www.avweb.com/blogs/insider/Has-Cessna-Suddenly-Grown-Cold-on-Diesel-224068-1.html |title=Has Cessna Suddenly Grown Cold On Diesel? |work=avweb.com |agency=Aviation Publishing Group |date=12 May 2015 |access-date=13 May 2015 |archive-url=https://web.archive.org/web/20150518080239/http://www.avweb.com/blogs/insider/Has-Cessna-Suddenly-Grown-Cold-on-Diesel-224068-1.html |archive-date=18 May 2015 |url-status=live }}</ref>

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."<ref name="Bertorelli30Jul14" />

The model was certified by both EASA and the FAA in June 2017.<ref name=Grady06Jun17>{{cite web |first=Mary |last=Grady |url=https://www.avweb.com/avwebflash/news/Turbo-Skyhawk-JT-A-Certified-229108-1.html |title=Turbo Skyhawk JT-A Certified |work=AVweb |date=6 June 2017 |access-date=8 June 2017 |archive-url=https://web.archive.org/web/20180721024051/https://www.avweb.com/avwebflash/news/Turbo-Skyhawk-JT-A-Certified-229108-1.html |archive-date=21 July 2018 |url-status=live }}</ref> 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 [[Supplemental Type Certificate|STC]] conversion from [[Continental Motors, Inc.]]<ref>{{Cite web|url=https://www.aopa.org/news-and-media/all-news/2018/may/09/cessna-discontinues-turbo-skyhawk-jt-a|title=Cessna discontinues Turbo Skyhawk JT–A|date=2018-09-05|website=www.aopa.org|access-date=2018-05-10|archive-url=https://web.archive.org/web/20180511013218/https://www.aopa.org/news-and-media/all-news/2018/may/09/cessna-discontinues-turbo-skyhawk-jt-a|archive-date=2018-05-11|url-status=live}}</ref><ref>{{cite web|url = https://www.avweb.com/avwebflash/news/Cessna-Ends-Diesel-Skyhawk-Production-230804-1.html|title = Cessna Ends Diesel Skyhawk Production|access-date = 11 May 2018|author=AVweb Staff|work = AVweb|date = 10 May 2018}}</ref>

;{{visible anchor|Electric-powered 172}}
In July 2010, Cessna announced it was developing an [[Electric aircraft|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.<ref name="AvWeb18Oct10">{{Cite news|url=http://www.avweb.com/news/nbaa/NBAA2010_Electric172MayFlyEarlyNextYear_203463-1.html|title=Electric 172 May Fly Early Next Year|last=Grady|first=Mary|date=October 2010|work=AVweb|access-date=20 October 2010|archive-url=https://web.archive.org/web/20110611231123/http://www.avweb.com/news/nbaa/NBAA2010_Electric172MayFlyEarlyNextYear_203463-1.html|archive-date=11 June 2011|url-status=live}}</ref><ref name="AVweb28Jul11">{{Cite news|url=http://www.avweb.com/news/airventure/EAAAirVenture2011_ElectricCessna172StartsTaxiTests_205083-1.html|title=Electric Cessna 172 Starts Taxi Tests|last=Grady|first=Mary|date=July 2011|work=AVweb|access-date=30 July 2011|archive-url=https://web.archive.org/web/20121008231230/http://www.avweb.com/news/airventure/EAAAirVenture2011_ElectricCessna172StartsTaxiTests_205083-1.html|archive-date=8 October 2012|url-status=live}}</ref>  In 2012, the prototype, using Panacis batteries, engaged in multiple successful test flights.<ref>{{cite web|url=http://evworld.com/news.cfm?newsid=28964|title=Electric Cessna Makes Multiple Flights on Lithium Batteries|work=evworld.com|access-date=20 October 2016|archive-url=https://web.archive.org/web/20161120075857/http://evworld.com/news.cfm?newsid=28964|archive-date=20 November 2016|url-status=dead}}</ref> The R&D project was not pursued for production.

===Canceled model===
;{{visible anchor|172TD Skyhawk TD}}
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.<ref name=":2" /> The planned engine was to be a [[Thielert Centurion 2.0]], liquid-cooled, two-liter displacement, dual overhead cam, four-cylinder, in-line, turbo-diesel with [[FADEC|full authority digital engine control]] with an output of {{convert|155|hp|abbr=on}} and burning [[Jet fuel|Jet-A]] fuel. In July 2013, the 172TD model was canceled due to Thielert's bankruptcy. The aircraft was later refined into the [[#Special versions|Turbo Skyhawk JT-A]], which was certified in June 2014 and discontinued in May 2018.<ref name="AvWeb1">{{cite web |url = http://www.avweb.com/news/aopa/AOPAExpo2007_Cessna_172SSkyhawk_DieselEngine_196294-1.html |title = Cessna to Offer Diesel Skyhawk |date = 2007-10-04 |author = Russ Niles |access-date = 2007-10-05 |archive-url = https://web.archive.org/web/20120305162216/http://www.avweb.com/news/aopa/AOPAExpo2007_Cessna_172SSkyhawk_DieselEngine_196294-1.html |archive-date = 2012-03-05 |url-status = live }}</ref><ref name="Niles28Jul14" /><ref name="GoyerApr2008">Goyer, Robert: "Skyhawk With a Bang", ''Flying'' magazine April 2008, pp. 64–68. Hachette Filipacchi US Media</ref><ref name="AOPA01May08">{{cite web|url = http://www.aopa.org/aircraft/articles/2008/080501thielert.html|title = Cessna puts diesel airplane line on ice|access-date = 2008-05-02|last = Aircraft Owners and Pilots Association|date = May 2008|url-status = dead|archive-url = https://web.archive.org/web/20080505052321/http://www.aopa.org/aircraft/articles/2008/080501thielert.html|archive-date = 2008-05-05}}</ref>

Simulator company [[Redbird Flight Simulations|Redbird Flight]] uses the same engine and reconditioned 172 airframes to produce a similar model, the Redbird Redhawk.<ref name="Bertorelli28Jul13">{{cite news|url = http://www.avweb.com/avwebflash/news/Redbird-Launches-a-Diesel-Skyhawk-Conversion-Project220230-1.html|title = Redbird Launches a Diesel Skyhawk Conversion Project|access-date = 29 July 2013|last = Bertorelli|first = Paul|date = 28 July 2013|work = AVweb|archive-url = https://web.archive.org/web/20140730052421/http://www.avweb.com/avwebflash/news/Redbird-Launches-a-Diesel-Skyhawk-Conversion-Project220230-1.html|archive-date = 30 July 2014|url-status = live}}</ref><ref name="Bertorelli09Sep13">{{cite news|url = http://www.avweb.com/videos/Video-Redbirds-Redhawk-Diesel-A-Detailed-Look220552-1.html|title = Video: Redbird's Redhawk Diesel – A Detailed Look|access-date = 12 September 2013|last = Bertorelli|first = Paul|date = 9 September 2013|work = AVweb|archive-url = https://web.archive.org/web/20140730053618/http://www.avweb.com/videos/Video-Redbirds-Redhawk-Diesel-A-Detailed-Look220552-1.html|archive-date = 30 July 2014|url-status = live}}</ref>

Premier Aircraft Sales also announced in February 2014 that it would offer refurbished 172 airframes equipped with the [[Thielert Centurion|Continental/Thielert Centurion 2.0]] diesel engine.<ref name="Niles20Feb14">{{cite news|url = http://www.avweb.com/avwebflash/news/Premier-Offers-172-Diesel-Package221474-1.html|title = Premier Offers 172 Diesel Package|access-date = 22 February 2014|last = Niles|first = Russ|date = 20 February 2014|work = AVweb|archive-url = https://web.archive.org/web/20140224204742/http://www.avweb.com/avwebflash/news/Premier-Offers-172-Diesel-Package221474-1.html|archive-date = 24 February 2014|url-status = live}}</ref>