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Cessna 177 (fix landing gear) owner experience?

Any fix landing gear Cessna 177 experience within the forum members?
Evaluating the cost of ownership of one 1968 Cessna 177 with O-320 (150 hp – so called under powered)

How about that famous forged middle spar assembly?
Do you spent fortune on eddy current specialist on annual / 100 h corrosion inspection?

Trying to do my homework ;)


Especially in regard of this AD
The FAA is adopting a new airworthiness directive (AD) for all Textron Aviation Inc. (type certificate previously held by Cessna Aircraft Company) (Textron) Model 210N, 210R, P210N, P210R, T210N, T210R, 177, 177A, 177B, 177RG, and F177RG airplanes. This AD was prompted by the in-flight break-up of a Model T210M airplane in Australia, due to fatigue cracking that initiated at a corrosion pit, and subsequent corrosion reports on other Model 210- and 177-series airplanes. This AD requires visual and eddy current inspections of the carry-thru spar lower cap for corrosion, cracking, and damage; corrective action if necessary; application of a protective coating and corrosion inhibiting compound (CIC); and reporting the inspection results to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.

What is the real cost in EASA lands, for example D or F?


We have a fixed gear Cardinal on our field. Presently grounded by that famous AD, as the pitting found was out of tolerance. It seems that after much scrounging they found a 2nd hand spar, which is supposed to be within tolerances, and is on its way to be installed. From what I heard the spar was bought for 9K CHF which is roughly equivalent to €… add to that a couple of hours for the replacement itself.

ain't the Destination, but the Journey
LSZF, Switzerland

Thank you @Dan
The story goes around that worse than surface pitting is intergranular corrosion
because that part is forged….


AFAIK it is a 1 time inspection for the AD, then just regular inspection by general engineers going forward to check there is no further change.
So in theory, just a 1 time cost for Eddy current and deep inspection. Plus the additional paperwork to submit findings to the FAA.
The worst part in some aircraft is removing all the trim and headliner in a manor where it will go back nicely.
The older the fit-out, the worse it gets.

United Kingdom

I’m unsure about the 150hp 177A model, as I’ve never flown one. The 1974 Cessna 177B we have has a different cowling, 180hp engine and CS prop. The 177 is a real sweet handling aeroplane, with deep chord ailerons and the all-flying stabilator making it totally different in feel than a 172. Ours had a replacement carry-thru spar 20 years ago, and we are doing the AD on the carry-thru next month. They are a great all-rounder, but the doors/fuel selector/flare need a bit of consideration.

I would recommend paying the $35 to join the CFO type group. Here is what they have to say:

Cardinal Facts: Fixed Gear

1968 Fixed Gear

Air intake in cowl under spinner.
Large, trapezoidal engine cooling air inlets.
Landing lights in wing. (two PAR36)
150 horse engine (Lycoming O-320-E2D).
Fixed pitch propeller.
‘Thin’ wing.
No over-voltage switch: thermal circuit breaker in circuit.
Long, pointed wheel pants.
Steps on fuselage.
Narrow panel.
Often converted to 180 HP engine.

Overview: The ’68 was intended as a replacement for the 172, and it was decided that the market wanted a 150 horse engine. A large number were built, and later modified with a slot in the stabilator. After this modification it flew ok, but was never known as a strong performer.

Owners of the ‘68 describe it as an honest, capable airplane, and are quick to point out it’s lighter weight and better efficiency. The thin wing is more efficient than later wings, and many ’68 owners are flying quite happily.

Most Cardinal owners, however, would recommend caution in a ‘68. Don’t plan to fill the seats on a warm day, and take the performance numbers with a grain of salt.

If you are careful this year can provide excellent performance at a bargain price

Buying, Selling, Flying
EISG, Ireland

Great looking pane indeed, and a pity they didn’t keep these in production. The tecnam p2010 is very similar although quite recent.

LFMD, France

Mainz (EDFZ) & Egelsbach (EDFE), Germany

Paid a visit to the local maintenance outfit today, and took a couple of pcs of the spar… this one is definitely junk, but slightly too heavy to serve as a paper weight…

ain't the Destination, but the Journey
LSZF, Switzerland

Thank you @Dan
The one above must be rejected by eddy current test?

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