Cessna 177 Cardinal User manual

The following document was created by Charles Mount,
based on the 1968 Cessna Cardinal Pilot's O erating
Handbook. His story is as follows:
I built this manual as a challenge to myself as part
of one of those safety stand-downs, and typed it
word for word manually. I cleaned and inserted the
diagrams as best I could.
This may not be a page by page duplicate of the
original but is intended to be a word by word
duplicate. The TOC and index references are correct
for this document, not the original.
I've read through it a few times now and believe it
is word for word and correct, but the document can
always benefit from review by another set of eyes.
It really made me study my 8 owner’s manual and better understand my plane and its
systems. As I did the indexes, I even found some index errors in the original that I
corrected in the Word doc.
For legal reasons, you should always use Cessna provided documentation to determine
the limits, performance and proper operation of your aircraft. This document is
provided for research, study and non-flying use only.
If future readers of this document notice any errors please bring them to my attention.
Chuck Mount
[email protected]

THERE ARE MORE CESSNAS FLYING THAN ANY OTHER MAKE
WORLDS LARGEST PRODUCER OF GENERAL AVIATION AIRCRAFT SINCE 1956
C
ESSNA
1968
OWNER’S MANUAL
MODEL
177
AND
CARDINAL

PERFORMANCE – SPECIFICATIONS
============================================= *Model 177 ==== *Cardinal ==
GROSS WEIGHT 2350 lbs. 2350 lbs.
SPEED:
To S eed at Sea Level 141 m h 144 m h
Cruise, 75% Power at 9000 ft. 130 m h 134 m h
RANGE:
Cruise, 75% Power at 9000 ft. 755 miles 780 miles
48 Gal. No Reserve 5.8 hours 5.8 hours
130 m h 134 m h
O timum Range at 10,000 ft. 825 miles 855 miles
48 Gal. No Reserve 7.6 hours 7.7 hours
108 m h 110 m h
RATE OF CLIMB AT SEA LEVEL 670 f m 670 f m
SERVICE CEILING 12,700 ft. 12,700 ft.
TAKE OFF:
Ground Run 845 ft. 845 ft.
Total Distance Over 50-Foot Obstacle 1575 ft. 1575 ft.
LANDING:
Landing Roll 400 ft. 400 ft.
Total Distance Over 50-Foot Obstacle 1135 ft. 1135 ft.
EMPTY WEIGHT (A roximate) 1340 lbs. 1415 lbs.
BAGGAGE 120 lbs. 120 lbs.
WING LOADING: Pounds/Sq. Foot 13.6 13.6
POWER LOADING: Pounds/HP 15.7 15.7
FUEL CAPACITY: Total 49 gal. 49 gal.
OIL CAPACITY 8qts 8qts
(One additional quart is required
when o tional oil filter is installed)
PROPELLER: Fixed Pitch (Diameter) 76 inches 76 inches
ENGINE:
Lycoming Engine O-320-E2D O-320-E2D
150 rated HP at 2700 RPM
* This manual covers o eration of the Model 177/Cardinal which is certificated
as Model 177 under FAA Ty e Certificate No. A13CE

i
CONGRATULATIONS…………….
Welcome to the ranks of Cessna Owners! Your Cessna has been designed and
constructed to give you the most in erformance, economy, and comfort. It is out
desire that you will find flying it, either for business or leasure, a leasant and
rofitable ex erience
This Owner’s Manual has been re ared as a guide to hel you get the most
leasure and utility from your Model 177/Cardinal. It contains information about
your Cessna’s equi ment, o erating rocedures, and erformance; and suggestions
for its servicing and care. We urge you to read it from cover to cover, and refer to it
frequently
Our interest in your flying leasure has not ceased with your urchase of a Cessna.
World-wide, the Cessna Dealer Organization backed by the Cessna Service
De artment stands ready to serve you. The following services are offered by most
Cessna Dealers:
FACTORY TRAINED PERSONNEL to rovide you with courteous ex ert
service.
FACTORY APPROVED SERVICE EQUIPMENT to rovide you with the
most efficient and accurate workmanshi ossible.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need
them.
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
CESSNA AIROKANES, since Cessna Dealers have all of the Service Manuals
and Parts Catalogs, ke t current by Service Letters and Service News
Letters, ublished by Cessna Aircraft Com any.
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest
A Current Cessna Dealer Directory accom anies your new air lane. The Directory
is revised frequently, and a current co y can be obtained from your Cessna Dealer.
Make your Directory on of your cross-country flight lanning aids; a work welcome
awaits you at every Cessna Dealer.

ii

iii
TABLE OF CONTENTS
SECTION I
SECTION I SECTION I
SECTION I -
--
- OPERATING CHECK LIST
OPERATING CHECK LISTOPERATING CHECK LIST
OPERATING CHECK LIST .............................
..........................................................
............................. 1
11
1-
--
-1
11
1
SECTION II
SECTION II SECTION II
SECTION II -
--
- DESCRIPTION AND OPERATING DETAILS
DESCRIPTION AND OPERATING DETAILSDESCRIPTION AND OPERATING DETAILS
DESCRIPTION AND OPERATING DETAILS 2
22
2-
--
-
1
11
1
SECTION III
SECTION III SECTION III
SECTION III -
--
- OPERATING LIMITATIONS
OPERATING LIMITATIONSOPERATING LIMITATIONS
OPERATING LIMITATIONS ........................
................................................
........................ 3
33
3-
--
-1
11
1
SECTION IV
SECTION IV SECTION IV
SECTION IV -
--
- CARE OF THE AIRPLANE
CARE OF THE AIRPLANECARE OF THE AIRPLANE
CARE OF THE AIRPLANE ...........................
......................................................
........................... 4
44
4-
--
-1
11
1
OWNER FOLLOW
OWNER FOLLOWOWNER FOLLOW
OWNER FOLLOW-
--
-UP SYSTEM
UP SYSTEMUP SYSTEM
UP SYSTEM ................................
................................................................
.........................................
..................
......... 4
44
4-
--
-9
99
9
SECTION V
SECTION V SECTION V
SECTION V -
--
- OPERATIONAL DATA
OPERATIONAL DATAOPERATIONAL DATA
OPERATIONAL DATA ................................
................................................................
...................................
......
... 5
55
5-
--
-1
11
1
SECTION V
SECTION VSECTION V
SECTION VI
I I
I -
--
- OPERATIONAL SYSTEMS
OPERATIONAL SYSTEMSOPERATIONAL SYSTEMS
OPERATIONAL SYSTEMS ...........................
......................................................
........................... 6
66
6-
--
-1
11
1
ALPHABETICAL INDEX
ALPHABETICAL INDEXALPHABETICAL INDEX
ALPHABETICAL INDEX ................................
................................................................
..............................................
............................
..............Index
Index Index
Index -
--
- 7
77
7
This manual describes the o eration and erformance of both the Cessna Model 177
and the Cardinal. Equi ment described as “O tional” denotes that the subject
equi ment is o tional on the Model 177. Much of this equi ment is standard on the
Cardinal

iv
Figure 1-1.

1-1
Section I
Chapter 1 OPERATING CHECK LIST
One of the first ste s in obtaining the utmost erformance, service and flying
enjoyment from your Cessna is to familiarize yourself with your air lane's
equi ment, systems and controls. This can best be done by reviewing of this
equi ment while sitting in the air lane. Those items whose function and o eration
are not on the as our coverage in Section II.
Section I by lists, in Pilots Check List form, the ste s necessary to o erate your
air lane efficiently and safely. It is not a checklist in its true form as it is
considerably longer, but it does cover briefly all of the oints that you should know
for a ty ical flight.
With the flight and o erational characteristic of your air lane are normal in all
res ects. There are no "unconventional" characteristics or o erations that need to
be mastered. All controls res ond in the normal way within the entire range of
o eration. All their s eeds mentioned in Sections I and II are indicated in
airs eeds. Corres onding calibrated airs eed may be obtained from the Airs eed
Correction Table in Section V.
BEFORE ENTERING THE AIRPLANE
(1) Make an exterior ins ection in accordance with figure 1-1.
BEFORE STARTING THE ENGINE
(1) Seats and Seat Belts – Adjust and lock.
(2) Fuel Selector – “Both On.”
(3) Fuel Shut-Off Valve Knob – Check Safety wired to “ON” osition.
(4) Radios and Flashing Beacon – “OFF.”
(5) Brakes – Test and set.

1-2
STARTING THE ENGINE
(1) Mixture – Rich.
(2) Carburetor Heat – Cold.
(3) Master Switch – “ON.”
(4) Primer – 2 - 6 strokes (de ending on tem erature; none required when
engine is warm. Primer Locked
(5) Throttle – O en 1/8”.
(6) Pro eller Area – Clear
(7) Ignition Switch – “Start”.
(8) Release ignition switch to “BOTH” when engine starts
(9) Oil Pressure – Check.
(10) Radios – Turn on and set.
(11) Altimeter and Clock – Set.
BEFORE TAKE-OFF
(1) Parking Brake – Set.
(2) Cabin Doors – Closed and locked.
(3) Flight Controls – Check.
(4) Trim Tab – “TAKE-OFF” setting.
(5) Throttle Setting – 1700 RPM.
(6) Engine Instruments and Ammeter – Check.
(7) Carburetor Heat – Check o eration.
(8) Magnetos – Check (RPM dro should not exceed 125 RPM on either
magneto or 50 RPM differential between magnetos).
(9) Auxiliary Fuel Pum – Check o eration.
NOTE
Gravity feed will normally su ly a satisfactory fuel flow if the engine-driven
fuel um should fail. However, if the fuel ressure dro s below 2 PSI, use
the auxiliary fuel um .
(10) Suction Gage – Check (4.6 to 5.4 inches of mercury).
(11) Flight Instruments and Radios – Set.
(12) Wing Fla s – “UP” to “1/4.”
(13) Navigation Lights and Flashing Beacon – “ON”, as required.
(14) O tional Auto ilot or Wing Leveler – “OFF.”

1-3
TAKE-OFF
NORMAL TAKE-OFF
(1) Wing Fla s – “UP” to “1/4.”
(2) Carburetor Heat – Cold.
(3) Power – Full throttle (a lied smoothly).
(4) Air lane Attitude – Lift nose wheel at 60 MPH.
(5) Climb S eed – 90 MPH
(6) Retract fla s (if extended).
MAXIMUM PERFORMANCE TAKE-OFF
(1) Wing Fla s – “1/4.”
(2) Carburetor Heat – Cold.
(3) Brakes – A ly.
(4) Power – Full throttle.
(5) Brakes – Release.
(6) Air lane Attitude – Slightly tail low.
(7) Climb S eed – 67 MPH until all obstacles are cleared, then set u climb
s eed as shown in “MAXIMUM PERFORMANCE CLIMB” aragra h.
(8) Wing Fla s – Retract after obstacles are cleared.
CLIMB
NORMAL CLIMB
(1) Airs eed – 90 to 100 MPH.
(2) Power – Full throttle.
(3) Mixture – Full rich (mixture may be leaned above 5000 feet).
MAXIMUM PERFORMANCE CLIMB
(1) Airs eed – 88 MPH at sea level to 95 MPH at 10,000 feet.
(2) Power – Full throttle.
(3) Mixture – Full rich (mixture may be leaned above 5000 feet).
CRUISING
(1) Power – 2200 to 2700 RPM

1-4
NOTE
Maximum cruise RPM varies with altitude. For details, refer to Section V.
(2) Trim Tab – Adjust.
(3) Mixture – Lean when ower setting is 75% or less.
LET-DOWN
(1) Mixture – Rich.
(2) Power – As desired.
(3) Carburetor Heat – As required to revent carburetor icing.
BEFORE LANDING
(1) Fuel Selector – “BOTH ON.”
(2) Mixture – Rich.
(3) Carburetor Heat – A ly full heat before closing throttle.
(4) Airs eed – 80 to 90 MPH (fla s u ).
(5) Wing Fla s – As desired (“UP” to “1/4” below 130 MPH, “1/4” to “DN below
105 MPH).
(6) Airs eed – 70 to 80 MPH (fla s down).
(7) Trim Tab – Adjust.
BALKED LANDING (GO-AROUND)
(1) Power – Full throttle.
(2) Carburetor Heat – Cold.
(3) Wing Fla s – Retract to “1/2.”
(4) U on reaching an airs eed of a roximately 75 MPH, retract fla s slowly.
NORMAL LANDING
(1) Touchdown – Main wheels first.
(2) Landing Roll – Lower nose wheel gently.
(3) Braking – Minimum required.

1-5
NOTE
For maximum braking effectiveness, retract fla s and hold control wheel
fully aft.
AFTER LANDING
(1) Wing Fla s – U .
(2) Carburetor Heat – Cold.
SECURING AIRCRAFT
(1) Parking Brake – Set.
(2) Radios and Electrical Equi ment – “OFF.”
(3) Mixture – Idle cut-off ( ulled full out).
(4) Ignition and Master Switch – “OFF.”
(5) Control Lock – Installed.
(6) Fuel Selector Valve Handle – “Right.”
NOTE
When arking the aircraft with full fuel bays on an inclined arking ram , a
significant amount of fuel could see through the bleed hole in the fuel line
check valve of the de ressed wing during an overnight tie-down. To minimize
few loss during this condition, the fuel bay ca acity in the low wing should be
limited to 21 gallons, (indicated by a series of holes inside the filler necks); in
addition, the fuel selector valve should be laced in the “RIGHT” osition to
revent cross-flow fuel transfer from the fuel bay in the high wing. The fuel
levels should be checked visually and re lenished as required before starting
an extended cross-country flight.

1-6
INSTRUMENT PANEL
1. Marker Beacon Lights and
Switches (Opt.)
12. Cigar Lighter 2 . ADF Indicator (Opt.)
13. Defroster Knob 27. Tachometer
2. Flight Instrument Group 14. Autopilot Control Unit (Opt.) 28. Electrical Switches
3. Radio Selector Switches (Opt.) 15. Cabin Air/Heat Knob 29. Fuel and Oil Gages
4. Rear View Mirror (Opt.) 1 . Mixture Control Knob 30. Parking Brake Handle
5. Radios (Opt.) 17. Phone Jack 31. Radio Dial Lights Rheostat
6. Suction Gage (Opt.) 18. Throttle 32. Instrument Lights Rheostat
7. Carburetor Air Temperature
Gage (Opt.)
19. Ash Tray 33. Ammeter
20. Courtesy Light 34. Ignition-Starter Switch
8. Map Compartment 21. Microphone (Opt.) 35. Auxiliary Fuel Pump Switch
9. Optional Radio Space 22. Autopilot-Omni Switch (Opt.) 3 . Master Switch
10.Circuit Breakers 23. Carburetor Air Heat Control Knob 37. Primer
11.Wing Flap Switch 24. Fuel Shut-Off Valve Knob 38. Fuel Pressure Gage
25. Stabilator Trim Control Wheel
Figure 2-1

2-1
Section II
Chapter 2 DESCRIPTION AND OPERATING DETAILS
The following aragra hs describe the systems and equi ment whose
function and o eration is not obvious when sitting in the air lane. This section also
covers in somewhat greater detail some of the items listed in the Check List form in
Section I that require further ex lanation
FUEL SYSTEM
Fuel is su lied to the engine from two integral fuel bays, one in each wing.
Usable fuel in each bay, for all flight conditions, is 24 gallons when com letely
filled.
The fuel ca acity of this aircraft has been designed to rovide the owner with
a choice of the long range ca ability with artial cabin loading or reduced range
without full cabin loading. For exam le, with full cabin loading, it normally will be
necessary to reduce the fuel load to kee the aircraft within a roved weight and
balance limits. (Refer to Section III for weight and balance control rocedures.) A
21 gallon marker, in the form of a series of small holes just inside the filler neck, is
rovided to facilitate fueling to reduced fuel loads
Fuel from each wing fuel bay flows through a selector valves, small reservoir,
and fuel shut-off valve to the fuel strainer. From here, it is routed to an engine
driven um which delivers the fuel under ressure to the carburetor. An electric
auxiliary fuel um arallels the engine-driven um and is used when fuel
ressure dro s below 2 si. It is not necessary to have the auxiliary fuel um
o erating during normal take-off and landing, since gravity feed will su ly
adequate fuel flow to the carburetor with the engine-driven um ino erative.
However, gravity flow is considerably reduced at maximum erformance take-off
and climb attitudes, and the auxiliary fuel um would be required if the engine-
driven um should fail during these maneuvers.

2-2
Figure 2-2

2-3
NOTE
Take off with the fuel selector valve handle in the “BOTH ON” osition
to revent inadvertent take-off on an em ty bay. However, during long
range flight with the selector valve handle in the “BOTH ON” osition,
unequal fuel flow from each and bay may occur if the wings are not
maintained in exactly level. Resulting wing heaviness can be
alleviated gradually by turning the selector valve handle to the fuel
bay in the “heavy wing.” The recommended cruise fuel management
rocedure for extended flight is to use to the left and right bay
alternately.
For the fuel system servicing information, refer to Lubrication and Servicing
Procedures in Section IV.
ELECTRICAL SYSTEM
Electrical energy is su lied by ay 14-volt, direct current system owered by
an engine-driven alternator (see figure 2-3). The 12-volt battery is located aft of the
rear cabin wall. Power is a lied to all electrical circuits through a s lit in bar bus,
one side containing electronic system circuits and the other side having general
electrical systems circuits. Both sides of the bus are on at all times exce t when it
either an electrical ower source is connected or the starter switch is turned on;
then a ower contactor is automatically activated to o en the circuit to the
electronic bus. Isolating the electronic circuits in this manner revents harmful
transient voltages from damaging the semi-conductors in the electronic equi ment.
AMMETER
The animator indicates the flow of the current, in and raise, from the
alternator to the buttery or from the battery to the aircraft electrical system. The
engine is o erating and master switch is on, the animator indicates the charging
rate a lied to the binary. In the event that the alternator is not functioning or the
electrical load exceeds the out ut of the alternator, the Amir indicates the discharge
rate of the battery.
CIRCUIT BREAKERS AND FUSES
Most of the electrical circuits in the air lane are rotected by “ ush-to-reset”
circuit breakers mounted on the right side of the instrument anel. Exce tions to

2-4
Figure 2-3

2-5
this are the battery contactor closing (external ower) circuit and o tional clock and
flight hour recorder circuits which have fuses mounted near the battery. Also, the
cigar lighter is rotected by a manually-reset ty e circuit breaker mounted directly
on the back of the lighter behind the instrument anel. A air of automatically-
resetting circuit breakers mounted behind the instrument anel rotect the
alternator field circuit and the o tional turn-and-bank indicator or turn coordinator
(and wing leveler) circuits.
FLASHING BEACON
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from the water dro lets or articles in the
atmos here, articularly at night can roduce vertigo and loss of orientation.
CONTROL WHEEL MAP LIGHT (OPT)
A ma light may be installed on the bottom of the ilot’s control wheel. The
light illuminates the lower ortion of the cabin just forward of the ilot and is
hel ful when checking ma s and other flight data during night o eration. A small
knurled rheostat knob just forward of the lower face of the control wheel is used to
turn on the light and adjust its intensity
CABIN HEATING, VENTILATING
AND DEFROSTING SYSTEM
The volume and blending of heated and cool air from the main cabin heat and
ventilating system is controlled by a single ush- ull control knob labeled “CABIN
AIR/HEAT.” When the knob is ositioned full in, no air flows into the cabin. As the
knob is ulled out to a roximately 1 inch of travel (as noted by a notch on the
control shaft) the volume of unheated fresh air entering the cabin is increased.
Further actuation of the control knob ( ast the notch) toward the full out osition
blends in heated fresh air in increasing amounts.
Front cabin heat and ventilating air from the main heat and ventilating
system is su lied by outlet holes laced across the cabin manifold located just
forward of and above the ilot’s and co ilot’s feet. Rear cabin heat and air is
su lied by two ducts from the manifold, one extending down each side of the cabin
to outlet at the front door ost at floor level.

2-6
Windshield defrost air is su lied from the same manifold which rovides
cabin air; therefore, the tem erature of the defrosting air is the same as the cabin
air. A ush- ull control knob, labeled “DEFROST”, regulates and the volume of air
to the windshield. Pull the knob out as needed for frosting.
Se arate adjustable ventilators su ly additional air; two mounted in a
console in the forward cabin ceiling su ly air to the ilot and co ilot, and two
o tional individual ventilators in the rear cabin ceiling rovide air to the rear
assengers. All ventilators can be swiveled through 360° to direct the flow of air as
desired. A se arate control knob near each ventilator nozzle can be rotated to
regulate the volume of air through the nozzle.
Additional ventilation is available through an o enable ventilation window in
each cabin door. Each window can be o ened at s eeds u to 120 MPH by rotating
the crank located below the window.
STARTING ENGINE
Ordinarily the engine starts easily with one or two strokes of the rimer in
warm tem eratures to six strokes in cold weather, with the throttle o en at
a roximately 1/8 inch. In extremely cold tem eratures, it may be necessary to
continue riming while cranking. No riming is required when engine is warm.
Week intermittent ex losions followed by uff of black smoke from the
exhaust stack indicates over riming or flooding. Excess fuel can be cleared from
the combustion chambers by the following rocedure: Set the mixture control full
lean and the throttle full o en; then cranked the engine through several resolutions
with the starter. Re eat the starting rocedure without any additional riming.
If the engine is under rime and (most likely in cold weather with a cold
engine) it will not fire at all, and additional riming will be necessary. As soon as
the cylinders begin to fire, o en the throttle slightly to kee it running.
After starting, if the oil gage does not begin to show ressure within 30
seconds in the summer time and about twice that long in a very cold weather, sto
the engine and investigate. Lack of oil ressure can cause serious engine damage
NOTE
Additional details concerning cold weather starting and o eration may
be found under “COLD WEATHER OPERATION” aragra hs in this
section.

2-7
TAXIING
When taxiing, it is im ortant that s eed and use of brakes be held to a
minimum and that all controls be utilized (See taxiing diagram, figure 2-4) to
maintain directional control and balance.
The carburetor air heat control knob should be ushed full in during all
ground o erations unless heat is absolutely necessary for smooth engine o eration.
When the knob is ulled out to the heat osition, air entering the engine is not
filtered
Taxiing over loose gravel or cinders should be done at low engine s eed to
avoid abrasion and stone damage to the ro eller ti s.
BEFORE TAKE-OFF
WARM-UP
Since the engine is closely cowled for efficient in-flight engine cooling,
recautions should be taken to avoid overheating during rolonged engine o eration
on the ground. Also, long eriods of idling at low RPM may cause fouled s ark
lugs. If the engine accelerates smoothly, the air lane is ready for take-off.
MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows: Move the
ignition switch to “R” osition, and note RPM. Next move switch back to “BOTH” to
clear the other set of lugs. Then move switch to “L” osition and note RPM.
Magneto RPM dro s should not exceed 125 RPM on either magneto or show greater
than 50 RPM differential between magnetos. If there is a doubt concerning
o eration of the ignition system, RPM checks at higher engine s eeds will usually
confirm whether a deficiency exists.
Am absence of RPM dro may be an indication of faulty grounding of one side
of the ignition system or should be cause for sus icion that the magneto timing is
set in advance of the setting s ecified.