1978 Cessna 172N Skyhawk

Status

Active, Standard Airworthiness

Location of registration

AL (US)

Engine

Lycoming O-320-H2AD, 160 HP

Total time, airframe

9,529 hours

Engine SMOH

~640 hours (fresh-overhaul, hours remaining)

Listed asking price

$119,000 (Trade-A-Plane, May 2026)

Equipment

• Garmin GTN 750
• Garmin GTX 345 transponder (ADS-B Out)
• JPI EDM-830 engine monitor
• Engine pre-heater
• Leather interior
• Whelen LED nav lights

Registered to the current owner in Alabama since 2013, per the FAA certificate issue date — a 13-year tenure that typically correlates with consistent maintenance practices, though this is a hypothesis to verify in logbooks. Registration status is active (Standard Airworthiness); no deregistration events on file. The FAA does not publish the prior-owner chain for US aircraft, so ownership history before 2013 must come from the logbooks and CHRONO records — the prebuy briefing below lists the specific ownership questions to settle there. Current basing in Gulf-Coast-humidity Alabama makes corrosion inspection a prebuy priority regardless of hangar-history claims.

●No anomaly flags in the FAA registry record.

• 1992-08-14 · NTSB Report XXXXXX

  Hard landing, LA

  Aircraft sustained damage to nose gear and firewall during student solo landing. No injuries. Probable cause: improper flare. Repairs documented; aircraft returned to service.

• 2007-04-22

  Form 337 filed: Propeller strike repair, MS

  A Form 337 (Major Repair and Alteration) was filed indicating propeller replacement following a ground strike.

  Critical follow-up: Lycoming Service Bulletin SB-475 mandates a complete engine teardown inspection following any propeller strike on O-320 series engines. Verify in logbooks that this teardown was performed and documented at the time of the 2007 prop strike repair. If no teardown is documented, this is a significant maintenance liability and should depress price meaningfully.

●One yellow flag: 2007 prop strike — confirm engine teardown documentation in logbooks.

Engine-specific concerns: Lycoming O-320-H2AD

The O-320-H2AD engine in the 172N has a well-documented history of issues that warrant explicit attention:

• Cam lobe and lifter wear. Early production engines used smaller-diameter tappets and narrower camshaft lobes that proved susceptible to spalling. Many engines were replaced under warranty in the early 1980s. Engines retaining the original configuration (smaller tappet design) are higher risk; engines updated to the larger tappet / wider cam-lobe configuration (introduced with factory new engine SN L-7976-76, approximately 1980) are significantly more reliable. Verify in engine logbook which configuration this engine has.

• Exhaust valve sticking. A documented NTSB safety concern affecting the H2AD (alongside the E2D and D2J variants). High lead content in 100LL avgas combined with low-power operation and inadequate leaning practices accelerates valve deposit buildup. Frequent oil and filter changes plus proper leaning are mitigations. Verify oil change frequency in logbooks (target: every 25–50 hours or 4 months).

• Single-shaft "twin" (dual) magneto. The H2AD uses a Slick-style dual magneto where a single drive failure disables both ignition systems simultaneously. Inspection of the impulse coupling and drive shaft on schedule is essential.

●Two yellow flags: AD 96-12-22 compliance to verify, and H2AD engine configuration to confirm via logbook.

• Lycoming SB-475 — Engine teardown required after propeller strike. Direct relevance given the 2007 prop strike noted above. Compliance documentation should exist in engine logbook from that timeframe. Absence is a significant red flag.

• Lycoming SB-388C — Oil pump and oil pump shaft inspection. General compliance recommendation for O-320 series.

• Cessna SE07-05 — Fuel reservoir corrosion in long-term storage scenarios. Worth verifying given Gulf-Coast registration history.

What an experienced 1978 Cessna 172N buyer cares about

• Seat track AD compliance and inspection. AD 2011-10-09 requires recurring 100-hour inspection of the seat tracks and roller assemblies. Aircraft used in flight training (likely for periods of this airframe's life given the 9,529 TT) accumulate seat-track wear faster than private use. Verify recent compliance and ask whether the most recent annual specifically addressed seat-track condition.

• Corrosion in Gulf-Coast aircraft. This airframe spent ~30 years in TX, LA, and AL — three of the most humid environments in North America. Even hangar-kept aircraft in these climates accumulate corrosion in the lower aft fuselage, wing carry-through, control cable terminals, and skin laps. Every prebuy on a Gulf-Coast airplane should include a thorough corrosion inspection — interior panels removed, lower fuselage drain holes inspected, wing inspection ports opened.

• Fuel bladder vs. wet-wing. 1978 172Ns shipped with rubber fuel bladders that are now ~47 years old. Bladder replacement is a several-thousand-dollar item if the bladders are leaking, wrinkled, or absorbing water. Verify whether bladders are original or have been replaced (and when). Wrinkles in bladders trap water that can lead to engine stoppage during turning maneuvers — this is a documented and recurring failure mode.

• The H2AD engine question. Already covered above under ADs, but worth repeating because it's the single biggest variance in 172N value: an H2AD with the updated tappet/cam configuration is fine. An H2AD still in original configuration is a maintenance risk. The seller should be able to document the configuration from engine logbooks. If they cannot, factor an engine reserve into your offer.

• Avionics generation reality check. A 1978 172N with original-era avionics (King KX-155, KMA-24, no GPS) is worth substantially less than the same airframe with modern panel work (Garmin GTN/GNS, ADS-B Out, glass PFD). The listing photos and description should be examined carefully for actual current panel configuration. ADS-B Out is mandatory for nearly all controlled airspace as of 2020 — non-compliant airframes require $3K–$8K of upgrades before practical use.

• Total time: 9,529 hours. This is on the high side for a 172N (typical: 5,000–8,000 TT). High-time airframes can be entirely sound — many flight school 172s exceed 15,000 TT — but require closer scrutiny of: spar carry-through fatigue, control surface skin condition, cabin door and window seal condition, and overall paint/skin finish. High time does not disqualify the aircraft, but it should be reflected in price (typically a 5–15% discount vs. equivalent low-time examples).

Photo set covers the airframe from multiple angles plus the panel and interior. Two minor cosmetic items, one maintenance item to flag with the AME, no structural concerns visible.

• ●Cosmetic — left wing root upper skin. Light paint flaking along the leading-edge fillet, consistent with age and Gulf-Coast humidity.

• ●Cosmetic — nose-wheel pant lower edge. Scuffing and minor abrasion from gravel taxiways.

• ●Maintenance — lower cowling, near firewall. Visible exhaust staining and a thin oil sheen — consistent with a slow weep that should be source-traced at the next oil change.

●One yellow flag: oil weep at the firewall to source-trace at the next opportunity.

We compared the avionics + equipment list across the listings against what the photos show. Two items confirmed, one bonus inclusion visible, one claimed item not confirmed in the photos and worth verifying with the seller.

Panel shots are clear and well-lit; the Aspen claim is genuinely unconfirmed (the standby gauge stack is still in the position the E5 would occupy).

●One yellow flag: claimed PFD not visible in the panel photos.

• Mission fit: Strong. The 172N is the canonical low-and-slow personal/training airplane. Your mission profile (weekend personal, occasional XC) is exactly its sweet spot. No retract, no high-performance endorsement required.

• Insurance: Strong fit. As a 200-hour PP in a fixed-gear non-complex 172, you'll get standard insurance rates without the surcharges that affect retracts or high-performance airframes. Expect $1,200–$1,800/year for hull + liability at typical hull values.

• Cross-border purchase considerations. This aircraft is US-registered (N-number) and would need to be imported to Canada and re-registered as a C-registration if you intend to base it in Saskatoon long-term. The import/export process involves Transport Canada inspection and certification (~$2K–5K including any compliance modifications), GST (5%) plus provincial sales tax payable on import, conversion of avionics and placards to Canadian requirements, and total import overhead typically running 7–10% of purchase price plus 4–8 weeks of timeline.

• Budget realism: Tight but workable. The $119,000 asking price plus ~$10K of import costs plus a reasonable prebuy ($1.5K) plus reserve for the 2007 prop strike teardown verification (potentially $0 if documented, potentially $8K–15K if a teardown is required and not on file) puts you potentially over your $130K ceiling. We strongly recommend either (a) negotiating the price down based on the prop strike concern, or (b) asking the seller to provide engine logbook excerpts before further investment.

• Saskatchewan-specific cost notes. Hangar in Saskatoon area: $250–$400/month for a tied-down hangar slot, $400–$700/month for individual T-hangar (limited availability — waitlists at major fields). Avgas $1.85–$2.25/litre at typical Saskatchewan FBOs. Annual inspection: $1,500–$2,500 for a 172N done at a Canadian AME shop, with major findings priced separately.

●Yellow flag: budget likely insufficient absent successful price negotiation.

5-year projected cost (Saskatoon, 100 hours/year)

5-year total ownership cost projection (excluding purchase price): approximately CAD $96,500 – $144,000.

Costs vary significantly based on maintenance philosophy (owner-assist vs. shop-only), hangar availability (a tie-down saves ~$3K/year vs. a hangar but accelerates corrosion), and discrepancies discovered at annual. This estimate assumes typical private-owner usage with no major surprises. A single major surprise — engine cylinder replacement, avionics failure, gear-leg structural finding — can add $3K–$25K in any single year.

1. 1.

   Engine teardown documentation following the 2007 propeller strike. Lycoming SB-475 mandates a teardown after any prop strike. Can you provide the logbook entries from April 2007 onward documenting that this teardown was performed, and the disposition of any findings?

2. 2.

   H2AD engine tappet/cam configuration. Can you confirm from the engine logbook whether this engine is in the original (smaller tappet) or updated (larger tappet, wider cam-lobe) configuration? If updated, what was the date and shop that performed the work?

3. 3.

   AD 96-12-22 (oil pump driver gear) compliance status. This is an expensive AD if not done. Does the engine logbook document compliance, and on what date?

4. 4.

   Fuel bladder replacement history. Are the fuel bladders original to the airframe, or have they been replaced? If replaced, when and by whom?

5. 5.

   Recent corrosion inspection findings. Given the 30-year Gulf-Coast registration history, what corrosion-related findings (if any) appeared at the most recent annual inspection? Were any control cable terminals, wing carry-through structural elements, or lower fuselage areas specifically inspected?

1. 1.

   Engine teardown verification. If logbook documentation of the 2007 prop strike teardown is incomplete or missing, recommend either a borescope inspection of all four cylinders, oil filter cut-and-inspect, and a compression check, OR re-pricing the deal to include the cost of a teardown ($8K–$15K typical).

2. 2.

   Corrosion inspection — Gulf-Coast service history. Open inspection panels on the lower aft fuselage, wing carry-through, and tail cone. Inspect all control cable terminals for corrosion. Particular attention to skin lap joints in the belly. Verify drain holes are clear.

3. 3.

   Seat-track AD compliance and physical condition. Inspect roller assemblies and track wear. Document compliance with AD 2011-10-09 within the past 100 hours of operation.

4. 4.

   Fuel bladder condition and water-trap test. With fuel drained, inspect bladders for wrinkling, hardening, and delamination. Perform a careful water-sumping test sequence. If bladders are original, factor a 2-year replacement reserve into the offer ($3K–$5K).

5. 5.

   Avionics functionality, ADS-B Out compliance, and database currency. Verify ADS-B Out is functional and compliant with current Canadian and US requirements. Check transponder Mode S compliance and altitude encoder calibration. Note panel configuration and database currency for any IFR-certified GPS units.

1. FAA Aircraft Registry, N-number inquiry: registry.faa.gov, retrieved May 2026
2. Trade-A-Plane listing for the subject aircraft (1978 Cessna 172N), retrieved May 2026
3. NTSB Aviation Accident Database, search by N-number and serial number, retrieved May 2026
4. FAA Federal Register, AD 2024-21-02 and AD 2026-04-11 (Lycoming connecting rod bushings)
5. FAA Federal Register, AD 2011-10-09 (Cessna 100 series seat track inspection)
6. FAA Federal Register, AD 96-12-22 (Lycoming O-320-H2AD oil pump driver gear)
7. NTSB Safety Recommendation A-87-71 through A-87-76 (Lycoming O-320 valve sticking)
8. Lycoming Service Bulletin SB-475 (engine teardown after propeller strike)
9. Cessna Owner Organization, Cessna 172 Airworthiness Directive Reference
10. Cessna Flyer Association, "Cessna 172 Models & Variants" reference
11. General Aviation News, "One engine, many questions" (H2AD configuration history), 2015