"Ron Natalie" writes:

172I 1967 Lycoming O-320-E2D 150 HP

This is a biggie -- the Continental engine, while much loved by its
owners, has six cylinders (= higher overhaul costs), a shorter TBO (I
think), and a strong tendency to carb icing.


172M 1972
172N 1976 O-320-H2AD 160 HP, 40 gal

Between the M and the N, if I recall correctly, the ASI changes from
mph to knots.

172P 1980 O-320-D2J, 2400 lbs gross, 30 degree max flap

I did most of my training in this one -- it's a great plane.

172R 1996 IO-360-L2A, 160 HP, 2450 gross, 53 gal

The handling changes significantly with this one -- the wing seems to
have a different shape, giving a more heavy, solid (or, if you prefer,
less responsive) feel to the controls, more like a Cherokee. The fuel
injection has a big effect on startup and operating procedures, and
the lower maximum RPM (2400) and higher soundproofing make it a very
quiet, smooth plane. It also tends to have much newer avionics, of
course.

The downside is that while the 172P is a three-person plane with four
seats, all the extra weight makes the 172R a two-person plane with
four seats -- our flying club had to upgrade its 172R to 180HP to be
able to carry three adults in the plane.

And, of course, there are all the fuel drains.

172S 1998 Skyhawk SP, IO-360-L2A, 180 HP, 2550 gross

I've never flown this one, but it should do better for lifting.


All the best,


David

--
David Megginson, , http://www.megginson.com/