The Skyhawk name was originally used for a trim package, but was later applied to all standard-production 172 aircraft, while some upgraded versions were marketed as the Cutlass, Powermatic, and Hawk XP.

A light general aviation airplane, the Skyhawk's main competitors throughout much of its history were the Beechcraft Musketeer and Grumman American AA-5 series, though neither are currently in production.

[citation needed] The Cessna 172 may be modified via a wide array of supplemental type certificates (STCs), including increased engine power and higher gross weights.

Available STC engine modifications increase power from 180 to 210 hp (134 to 157 kW), add constant-speed propellers, or allow the use of automobile gasoline.

[13] From December 4, 1958, to February 7, 1959, Robert Timm and John Cook set the world record for (refueled) flight endurance in a used Cessna 172, registration number N9172B.

The 172 also featured a redesigned tail similar to the experimental 170C, "Para-Lift" flaps, and a maximum gross weight of 2,200 lb (998 kg) while retaining the 170B's 145 hp (108 kW) Continental O-300-A six-cylinder, air-cooled engine.

[11][17][18] 1961 model year with shorter landing gear, engine mounts lengthened by three inches (76 mm), a reshaped cowling, a pointed propeller spinner, and an increased gross weight of 2,250 lb (1,021 kg).

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.

[11][17][18][19] 1962 model year with fiberglass wingtips, redesigned wheel fairings, a key starter to replace the previous pull-starter, and an optional autopilot.

[8][11][17][18] The 172F formed the basis for the U.S. Air Force's 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).

[11][17][21] 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.

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.

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.

[11][17][21] 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.

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.

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.

It had a useful load that was about 100 lb (45 kg) more than the Skyhawk P and a rate of climb that was actually 20 feet (6 m) per minute lower, due to the higher gross weight.

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.

[17] Although the 175 type was discontinued for the civilian market, Cessna continued to produce the aircraft for the United States Armed Forces as the T-41 Mescalero.

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.

[28][17] 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 195 hp (145 kW) Continental IO-360-K or -KB engine driving a McCauley constant-speed propeller and featured a new cowling with landing lights and an upgraded interior.

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.

[35] 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.

[32][33] Model introduced in July 2014 for 2015 customer deliveries, powered by a 155 hp (116 kW) Continental CD-155 diesel engine installed by the factory under a supplemental type certificate.

The aircraft remains available as an STC conversion from Continental Motors, Inc.[43][44] In July 2010, Cessna announced it was developing an electrically powered 172 as a proof-of-concept in partnership with Bye Energy.

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.

From 1972 to 2019 the Irish Air Corps used the Reims version for aerial surveillance and monitoring of cash, prisoner and explosive escorts, in addition to army cooperation and pilot training roles.

Data from Cessna,[98][99] FAA type certificate[8]General characteristics Performance Avionics Related development Aircraft of comparable role, configuration, and era