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How to Buy a Cessna 177 Cardinal / Cardinal RG: Buyer's Guide
A roomy, strutless four-seat Cessna with great visibility and big doors, offered in fixed-gear and retractable versions at reasonable vintage prices.
Updated October 2026 · Market data from 18 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 177 Cardinal was Cessna's late-1960s attempt to build a more modern replacement for the 172. It has a cantilever wing with no strut, a low cabin set forward of the wing, a stabilator instead of a conventional elevator, and two of the widest doors in any light single. It never replaced the Skyhawk, and production ended at the end of the 1970s. Owners who fly one tend to keep it, though, because the cabin, visibility and ramp presence are hard to match at this price.
Today's market is split between fixed-gear Cardinals (177, 177A, 177B) and the retractable 177RG. Right now fyiAero shows 18 Cardinals for sale: 10 177RGs, 7 listed as 177s and 1 listed as a 177B. Many fixed-gear airplanes are listed simply as 177 regardless of sub-model, so read the data plate and logbooks rather than the ad headline. Listed model years run from 1967 to 1979.
Asking prices on fyiAero range from $47,267 to $189,000, with a median of $136,750. Median airframe time on listed aircraft is 4,064 hours. The FAA registry shows 2,143 Cardinals still on the U.S. register, so you have choices. With airframes this age, condition and maintenance history drive value far more than model year.
Who it's for. The Cardinal suits a pilot who wants a comfortable, honest four-seater for $100-hamburger trips, family travel and regional cross-countries of a few hundred miles. The fixed-gear 177B is a good step up for a low-time pilot coming out of a 172 or Cherokee. Expect a short adjustment to the stabilator, which is more sensitive in pitch than a Skyhawk. The 177RG adds speed and complexity, so it needs a complex endorsement. Insurers will usually want some retractable time or dual instruction before they are comfortable with a new RG pilot. Low-time pilots should expect higher premiums and checkout requirements on the RG than on the fixed-gear models. Insurance is generally obtainable for both, but get quotes before you make an offer.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cessna 177 (150 hp) | 1968 | This was the original Cardinal, with a 150 hp Lycoming O-320 and a fixed-pitch prop. It was widely seen as underpowered, and early airplanes needed stabilator changes. These are usually the cheapest Cardinals, unless one has been converted to 180 hp by STC. |
| Cessna 177A | 1969 | Cessna moved to a 180 hp Lycoming O-360, which fixed most of the performance complaints. It is a one-year model and is priced close to early 177Bs, depending on condition and avionics. |
| Cessna 177B | 1970-1978 | The 177B is the definitive fixed-gear Cardinal. It has a revised wing airfoil, a constant-speed prop on the 180 hp O-360, and a series of cabin and systems refinements over the run. Later airplanes with good engines and modern panels bring the strongest fixed-gear prices. |
| Cessna 177RG Cardinal RG | 1971-1978 | The RG has a 200 hp fuel-injected Lycoming IO-360, hydraulically retractable gear and a constant-speed prop. It is noticeably faster and the most liquid part of this market, and it accounts for most fyiAero listings and the top of the price range. |
What a Cessna 177 Cardinal / Cardinal RG costs to buy
16 priced listings on fyiAero right now ask between $47,267 and $189,000, with a median of $136,750 and a median of 4,064 hours total time. Against fyiEstimate, 10 are priced below estimate, 0 within range and 5 above.
- Use the fyiAero median ask of $136,750 as your baseline, and treat the $47,267 low end with caution. That listing is a 1967 airplane, which suggests early-model, project or high-time territory, not a bargain on a flyer.
- Model year matters less than you'd think. fyiAero listings averaged $189,000 for a 1974 example but $106,737 for a 1979 example, so engine time, paint, interior and panel are what set the price.
- Airframe hours move the needle. Listings with 2,000 to 3,000 hours had a median ask of $149,500, versus $129,000 for 3,000 to 5,000 hours. Expect to pay up for lower-time airframes with complete logs.
- Decide fixed gear versus RG before you shop. RGs make up most of what's for sale and generally bring more. A well-kept 177B can be the better value if you don't need the extra speed and don't want the gear maintenance and insurance cost.
- Price the engine separately. A run-out engine or one past calendar limits on a cheap Cardinal can erase the discount, so back out overhaul cost when you compare asks.
- Plan on modern avionics adding real money. ADS-B Out is mandatory for most flying, and a GPS navigator or digital autopilot can account for a large share of the spread between median and top-of-market airplanes.
Average asking price by model year
Median asking price by airframe time
| 2,000–3,000 hrs | $149,500 | 3 listings |
| 3,000–5,000 hrs | $129,000 | 9 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing attach fittings and carry-through structure. The strutless cantilever wing puts all its loads into the cabin-top carry-through and attach points. Inspect for corrosion, cracking and any history of repair, and have the shop research applicable ADs.
- Stabilator, hinges, trim and counterweight. The all-moving tail is central to Cardinal handling. Check for hinge wear, free play, trim tab condition, balance after any repainting, and compliance with any stabilator-related ADs and SBs.
- Integral (wet-wing) fuel tanks. Cardinals use sealed integral tanks that can seep with age. Look for blue staining around rivets and access panels, because resealing is labor-intensive and expensive.
- RG landing gear system (177RG). Do a full gear swing on jacks and inspect the hydraulic power pack, actuators, lines, saddles, downlocks and the nose gear. Confirm the gear warning system works, and review the logs for any gear-up or prop-strike history.
- Doors, hinges and door frames. The very large doors can sag, leak and wear their hinges and latches. Check fit, seals and the structure around the door posts for cracks or past damage.
- Engine condition and history. Run a compression and borescope inspection, take an oil analysis, and review time and calendar since overhaul on the O-360 or IO-360. Ask how often the airplane has flown, since Lycomings that sit idle are prone to cam and lifter corrosion.
- Exhaust system and muffler. Cracked exhaust components and worn heat muffs are both a carbon monoxide risk and a fire risk. Inspect carefully, and look for a CO detector in the cabin.
- Seat rails and seat locks. Cessna seat rail wear and seat-slip issues are a known safety item. Check rail holes, stops and locking pins, and verify compliance with applicable ADs.
- Corrosion in the belly, tailcone and wing structure. These are 40-plus-year-old airframes. Pull inspection panels and look for corrosion, especially on airplanes that lived near salt water or sat outside.
- Logbook continuity and damage history. Missing logs or unexplained gaps hurt resale. Look for complete 337s on any STCs or major repairs, and confirm the weight and balance reflects the current equipment.
Popular upgrades
- ADS-B Out and modern GPS navigator. This is close to mandatory for resale. A WAAS GPS and an ADS-B solution add real value and widen the buyer pool, while airplanes without them get discounted.
- Digital autopilot or upgraded legacy autopilot. A working autopilot is a big plus for cross-country flying. Confirm STC coverage for the specific Cardinal model before budgeting, since modern digital units are a significant investment.
- Electronic flight instruments and engine monitor. Electronic attitude instruments replace aging vacuum gyros, and a multi-probe engine monitor helps protect the engine. Both are well regarded by buyers.
- 180 hp conversion for the original 177. STC'd engine conversions turn the underpowered 150 hp airplane into something close to a 177A. Converted airplanes sell well above unconverted ones.
- Tuned exhaust and other speed or efficiency mods. Aftermarket exhaust systems and fairing mods can add a few knots or better climb. They help value modestly if documented with proper STC paperwork.
- LED lighting and interior refurbishment. These lower maintenance and improve curb appeal. A fresh interior can make a mid-time Cardinal show like a top-tier example.
Ownership costs
Based on fyiAero's operating cost estimate, plan on roughly $93 per hour in variable costs and an annual budget of about $20,200 if you fly around 111 hours a year. The estimate uses a 144-knot cruise, a 10.5 gph fuel burn and a range of about 506 nm, which works out to about $0.65 per nautical mile. These figures reflect RG-class performance. A fixed-gear 177B will usually be a bit slower and burn somewhat less fuel, and it avoids gear maintenance and the higher insurance that comes with a retractable. The estimate's average pre-owned value is $146,332. Set aside a reserve for engine overhaul, fuel tank resealing and the odd structural or gear repair that comes with an airframe this age.
Safety record
NTSB records show 85 accidents involving Cardinals over the last 10 years, 13 of them fatal and 6 that destroyed the aircraft. Against the 2,143 aircraft on the U.S. register, that works out to about 39.7 accidents and 6.1 fatal accidents per 1,000 registered aircraft over 10 years. Those numbers describe an older, privately flown fleet, not a structurally troubled design. Most mishaps in airplanes like this trace back to pilot decision-making and landing technique. The Cardinal has a few specific risk areas. The stabilator is sensitive in pitch, so porpoising or a hard nose-first landing is a known hazard for pilots used to a 172. Forward CG with just two front-seat occupants makes a proper flare even more important. RG pilots need to guard against gear-up landings and gear system malfunctions. Fuel management and density-altitude awareness also matter. A thorough checkout with an instructor who knows the type, plus recurrent training, addresses most of this.
Alternatives to consider
- Cessna 172 Skyhawk. It's cheaper to insure, easier to resell and simpler to maintain. However, it has a smaller cabin, a strut-braced wing that limits visibility, and less speed than a 177B or RG.
- Cessna 182 Skylane. It offers more payload, more power and better high-altitude performance. In exchange, it burns more fuel and typically costs more to buy than a comparable Cardinal.
- Piper PA-28R Arrow. This is the most common cross-shop for the 177RG, with similar speed and a large parts and shop network. It has a low wing, a single door and a tighter cabin.
- Mooney M20C/E/J. It's faster and more fuel-efficient on similar horsepower. The cabin is cramped and harder to get into, and insurance and maintenance can be pricier.
- Beechcraft Sierra. It has a roomy cabin, two doors and solid Beech construction. On the downside, it's slower for the fuel burned, and parts and support are thinner than for Cessna and Piper.
Frequently asked questions
How much does a Cessna Cardinal cost?
fyiAero listings currently range from $47,267 to $189,000, with a median asking price of $136,750. Retractable 177RGs and lower-time airframes with modern avionics sit at the top of that range.
Should I buy a fixed-gear 177B or a 177RG?
The RG is faster, and it makes up most of the listings on fyiAero right now. It also brings gear maintenance, a complex endorsement and higher insurance. If your trips are shorter or you're a lower-time pilot, a well-equipped 177B is often the smarter value.
How fast is a Cardinal and what does it burn?
fyiAero's operating estimate uses a 144-knot cruise at 10.5 gph with about 506 nm of range, which reflects RG-type performance. Fixed-gear Cardinals cruise somewhat slower on a little less fuel.
What does it cost to own a Cardinal per year?
fyiAero estimates roughly $93 per hour in variable costs and an annual budget of about $20,200 for around 111 hours of flying. Hangar rates, insurance and your maintenance shop will move that number up or down.
Is the Cardinal hard to land?
It isn't hard, but it is different. The stabilator is more sensitive than a Skyhawk's elevator, and the airplane can be nose-heavy with only two people up front. A checkout with an instructor familiar with Cardinals usually sorts this out quickly.
How many Cardinals are still flying, and how many are for sale?
The FAA registry lists 2,143 Cardinals in the U.S., and fyiAero currently shows 18 for sale. That's enough supply to be selective about condition and logbooks.
Cessna 177 Cardinal / Cardinal RG for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
