Cessna 177RG Cardinal RG

Cessna introduced the 177RG in 1971, three years after the fixed-gear 177 entered production. The RG used the same fuselage and cantilever wing as the fixed-gear Cardinal but added an electrically-driven hydraulic retractable landing gear and a Lycoming IO-360-A1B6 engine at 200 hp. The retract gear was a major design effort. The Cardinal's wide-stance gear geometry didn't easily adapt to retract, and Cessna designed a custom gear system that swings inward and stows partially under the cabin floor.

Production ran from 1971 to 1978 in parallel with the fixed-gear 177B. About 1,500 RGs were built before all Cessna piston-single production ended. The RG variant was popular with pilots who wanted retractable-gear cross-country capability in a four-seat single but didn't want to step up to a Mooney or Arrow. The Cardinal RG developed a reputation as a comfortable, well-handled airplane with a distinctive look.

The fleet that survives in 2026 is roughly 800 to 1,000 RGs in active service. Cardinal Flyers covers both fixed-gear and RG variants and provides type-specific knowledge that's essential for RG ownership. Gear-system maintenance is the dominant cost variable that distinguishes RG operation from fixed-gear ownership. The Cardinal RG has earned a place among the more capable four-seat singles in its acquisition-cost range.

The Cardinal RG cruises at about 140 KTAS at 75% power, burning 10.5 gph of 100LL. At long-range cruise (65%), the airplane drops to about 128 KTAS on 9 gph. The RG is roughly 15 to 20 knots faster than the fixed-gear 177B at similar power. Climb performance is similar between the two at sea level but the RG holds its climb better at altitude due to the higher horsepower and cleaner aerodynamics with gear retracted.

Useful load on a 177RG is about 1,050 pounds. Full fuel (60 gallons usable) leaves about 690 pounds for people and bags. Four adults plus light luggage fit comfortably. The wider Cardinal cabin works for full passenger loads. Range with reserves is about 700 nm at long-range cruise. Service ceiling is 17,100 ft on paper, which is meaningfully better than the fixed-gear Cardinal's 14,600 ft. The RG's altitude performance is among the best in its acquisition-cost range.

The Lycoming IO-360-A1B6 is the engine on every 177RG. It's a four-cylinder, horizontally opposed, fuel-injected, direct-drive piston rated at 200 hp at 2,700 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The IO-360-A series powers a wide range of GA singles including the Mooney M20E, the Arrow II, and several other four-seat retractables. Parts and shop support are extensive.

Field overhauls at Penn Yan, Gann Aviation, or other reputable shops run $33,000 to $50,000 in 2026 prices. The 200 hp IO-360 is meaningfully more expensive to overhaul than the 180 hp O-360 in the fixed-gear 177B due to the fuel injection system and the higher-RPM redline.

Oil consumption on a healthy IO-360-A1B6 runs about 0.15 to 0.25 quarts per hour. The engine reaches TBO routinely when operated regularly. The constant-speed prop (Hartzell two-blade or McCauley two-blade depending on year and equipment) requires overhaul at the same interval as the engine. Hartzell two-blade overhauls run $2,500 to $4,000. McCauley two-blade overhauls run $1,800 to $3,000.

Plan on $165 to $230 per flight hour at 100 hours a year of utilization, all-in. The RG runs about $30 to $50 per hour above a fixed-gear 177B, driven by the higher fuel burn, higher engine overhaul cost, and retractable-gear maintenance reserves. Fuel and oil run about $60 to $78 per hour at 10.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $17 to $25 per hour based on a $33,000 to $50,000 overhaul amortized across the 2,000-hour TBO. Prop overhaul reserve adds $1.25 to $2.00 per hour. Airframe maintenance reserve is $18 to $32 per hour, higher than fixed-gear due to gear-system maintenance.

Annual fixed costs (hangar, insurance, annual inspection) add another $60 to $110 per hour at 100 hours a year of utilization. Insurance on the 177RG is meaningfully higher than on the fixed-gear 177B because of the retractable gear and the slightly higher hull values. First-time RG owners pay $2,800 to $5,500 a year typically. Established RG pilots with 200+ hours in type pay $1,800 to $3,500.

Acquisition cost in mid-2026: A 177RG with mid-time engine and steam-gauge panel runs $75,000 to $110,000. A 177RG with fresh engine and modern Garmin panel runs $110,000 to $170,000. Aircraft with documented gear-system rebuilds in recent years trade at premiums over comparable airplanes with high-time gear systems. The RG market has more variability than the fixed-gear 177B market because of the gear-system condition variable.

Cardinal Flyers is essential for RG ownership. Annual dues are about $50. The organization's accumulated knowledge about the Cardinal RG's gear system, engine, and airframe is the most useful resource for RG owners. Most parts questions and pre-buy decisions benefit from Cardinal Flyers consultation.