Beautifully upgraded and well-maintained C172H located at Palo Alto Airport (KPAO). This aircraft is turnkey ready and ideal for personal flying, training, time building, or cross-country missions. Clean classic airframe with modern Garmin avionics and fresh cosmetic upgrades. Serious inquiries only. Additional photos, videos, and logbooks available upon request.

Home Airport(s)

📍 Palo Alto, California (KPAO)

Manufacturer year

1967

Serial Number

17256402

Registration Number

N8202L

Useful Load

888 lbs

Airframe

⏱ Total Time: 6,562 Hours 📖 Flight Rules: BTH

Engine Details (e.g. Total Engine Time; Suggested TBO; Hours Remaining)

Continental O-300-D S​/​N 35818-D-7-D 🔧 2,365 Hours Since Major Overhaul ✅ Overhauled to New Limits on 03​/​25​/​2000

Propulsion

McCauley 1C172EM7653 S​/​N E18002 🔧 1,319 Hours Since Overhaul ✅ Overhauled by Executive Propellers on 05​/​20​/​2016

Avionics

✅ Garmin GNS 530W WAAS GPS​/​NAV​/​COM ✅ Garmin GI-275 CDI ✅ Garmin G5 HSI ✅ Garmin G5 Artificial Horizon ✅ Garmin GNC 255A NAV​/​COM ✅ Garmin GTX 335 ADS-B Out ✅ Garmin GI-106A Indicator ✅ Garmin GA35 WAAS Antenna ✅ PS Engineering PMA8000B Audio Panel ​/​ Intercom

Interior/Exterior; Additional Equipment

Additional Equipment ✅ Rosen Sun Visors ✅ LED Navigation & Landing Lights ✅ Oil Filter Adapter ✅ Alternator Conversion ✅ Pilot Seat Vertical Adjustment ✅ Hobbs Meter ✅ EGT & CHT Gauges ✅ Pitot Heat Interior 🔥 BRAND NEW Interior Installed 2025 ✔ Blue & Gray Leather Seats ✔ Black Seat Belts & Shoulder Harnesses Exterior 🎨 Fresh Paint Completed 09​/​23​/​2023 ✔ Overall White with Red Trim This aircraft presents extremely well and combines the reliability of the classic C172 platform with modern Garmin avionics upgrades. Great opportunity for an owner-pilot, partnership, or flight training operation.

Aircraft Model Overview (Reference only)

The Cessna 172H Skyhawk is a four-seat, single-engine fixed-gear high-wing aircraft produced by Cessna Aircraft Company in Wichita, Kansas, for the 1967 model year. Representing the eighth major variant of the Cessna 172 — the most produced certified aircraft in aviation history with over 44,000 airframes built — the 172H sits squarely in the Continental engine era of Skyhawk production, powered by the six-cylinder O-300-D that distinguished all 172 variants from 1956 through 1971. The 1967 production year incorporates over a decade of continuous Cessna refinement to the basic 172 formula and represents a fully mature iteration of the Continental-powered Skyhawk before the engine transition that would redefine the type in the early 1970s. Power is provided by a Continental O-300-D horizontally-opposed six-cylinder carbureted engine producing 145 horsepower at 2,700 RPM, driving a two-blade McCauley fixed-pitch propeller. The O-300's six-cylinder architecture delivers notably smooth, vibration-free operation compared to the four-cylinder engines of competing trainers — a quality that pilots often cite as one of the Continental-era 172's distinguishing characteristics. TBO is set at 1,800 hours, and while the O-300 is a reliable engine with a long service history, the overhaul and parts network is narrower than for the Lycoming O-320 that succeeded it, and buyers should confirm Continental-experienced shop availability in their region. Fuel burn is typically 7.5 to 8.5 USG per hour at cruise power. The 172H airframe incorporates the swept tail and rear window configuration that Cessna introduced progressively through the mid-1960s production run, giving the aircraft the refined aesthetic that distinguishes it from the earliest straight-tail 172 variants. The all-metal, high-wing, semi-monocoque fuselage with fixed tricycle spring-steel main gear is structurally well-proven and straightforward to inspect and maintain across a broad range of A&P experience levels. The high-wing configuration delivers the characteristic Cessna advantages: easy access through dual gull-wing doors, excellent downward visibility, stable platform behavior in turbulence, and ground handling docility that has made the 172 family the trainer of choice for more than six decades of FAA-certificated flight instruction. The four-seat cabin reflects the design philosophy and materials quality of late-1960s Cessna production — functional, durable, and practical rather than refined. Shoulder room and headroom are generous for a light trainer, and the dual-door entry arrangement allows easy access for all occupants from both sides of the aircraft. The rear bench provides adequate accommodation for two passengers on short to medium legs, and the baggage compartment aft of the rear seats offers useful volume within the aircraft's modest useful load. The 1967 panel is a conventional analog layout that most surviving examples have supplemented with updated avionics — GPS, ADS-B Out transponders, and modern communication radios are common across the active 172H fleet. The Continental O-300-D engine's six-cylinder smoothness and the 172H's well-developed airframe combine to produce an aircraft that many owners and instructors regard as one of the more pleasant examples of the Continental-era Skyhawk to fly — quieter and smoother than four-cylinder successors, with a distinctive power delivery that rewards deliberate throttle management. Carb heat discipline is a routine part of O-300 operations given the engine's known susceptibility to carb ice across a wide range of temperature and humidity conditions, and this is a standard area of emphasis during 172H checkout and recurrent training. In the current used market, the 1967 Cessna 172H occupies the value end of the Skyhawk spectrum — priced below the more common Lycoming-powered 172L through 172S variants, and attracting buyers who prioritize low acquisition cost, the Continental engine's six-cylinder smoothness, and the classic character of a pre-1970 Cessna airframe. The Cessna Pilots Association (CPA) and Cessna Flyer Association both provide active type support for the 172 series, and general A&P familiarity with the 172 airframe is universal. Buyers should budget for O-300-specific maintenance expertise, confirm ADs current, and prioritize corrosion inspection and logbook continuity on any 58-year-old airframe.