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Post by baronbeeza on May 16, 2012 15:46:33 GMT 12
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c182
Leading Aircraftman
Posts: 4
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Post by c182 on May 19, 2012 13:07:06 GMT 12
Just hot off the press, the 100 series SID's are now released from Cessna, an example 200 pages to comply with for a 152!!! Eddy current wing attach, tail and any other structural significant area affected by corrosion, a few SB's with Service kits are also mandatory, which are listed. Flight control cables insp (removal for correct insp techneique) all corrosion to be removed, between lap joints if required, wing spar splice detailed insp(no corrosion allowed). I think this is going to send alot of Cessna's to the scrap heap as it would be more expensive to fix than they are worth. The days of owning and flying a cheap Cessna are now officially over.  |
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Post by baronbeeza on May 19, 2012 17:32:26 GMT 12
It was Mike Higgins and Pieter van Dijk that presented the CASA Ageing Aircraft Seminar to NZ owners during the roadshow last week. The presentation was much as the slideshow posted on this website (thanks to Watts Bridge Memorial Airfield). www.wattsbridge.com.au/files/promotions/casa_presentation.pdfThe Cessna SID's presentation was also given in the afternoon session. It is available online at several websites. www.flightline.co.nz/www.authorstream.com/Presentation/Alphapocalypse-1383849-cessnasid-instructional-doc/The 100 series SID's appeared on the Cessna website sometime Wednesday morning NZ time. Very timely as the Wellington meeting was shown the location of the 200 series by the CAA presenters at about 2pm and there lo and behold were the 100 Series... a few weeks earlier than expected. Owners of other types should perhaps be aware of the FAA SAIB's applicable to their model and perhaps have them addressed at an opportune time. www.faa.gov/aircraft/safety/alerts/saib/I have been pulling flight controls, wings and tailplanes on various Pipers recently. The SAIB's have been calling for inspections of the steel fittings and it gives a good chance to get in and treat these items. These inspections will become mandatory sooner or later and if they can be treated now then it has to help. It is also a great time to go through all the cables and other areas not accessed regularly. |
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Post by baronbeeza on May 19, 2012 17:44:00 GMT 12
Some big changes on the way for many of us here. The SID's are mandatory in New Zealand. I believe the FAA and Australians only require Part 119 and 135 and the likes to comply at the moment. The message is very clear though. The Cessna 172M Service Manual revision issued mid-week is over 200 pages thick. That is just the additional pages.. !! www.cessna.com/customer-service/technical-publications.html''''''Login to the Customer Access area for more publication information:'''' You will be required to register. It does say it could take 24 hours but I did mine months ago and can't recall now... I thought it was quick and painless though. Once logged in you will have access to all the 100 and 200 series SID's documents in downloadable pdf format. About 2 MB files. Click on 100 SE Series. Then on the lower right corner of the next page... You will see SID Information. Then the next page will have all the active links to all the Service Manual revisions that have just been released. SID Documents 100 Series 200 Series HPSE D138-1TR7 (Model 100 Series 1953 - 1962 Serv. Man.) D470-TR6 (Model 200 Series 1960 - 1965 Serv. Man.) D637-1TR9 (Model 100 Series 1963 - 1968 Serv. Man.) D606-2TR7 (Model 200 Series 1966 - 1968 Serv. Man.) D841-8TR8 (Model 177 Series 1968 - 1978 Serv. Man.) D693-1TR8 (Centurion Series 1969 Serv. Man.) D849-5TR7 (Reims Rocket 1968 - 1976 Serv. Man.) D2004-5TR11 (Model 210 Series 1970 - 1976 Serv. Man.) D971-3TR6 (Model 150 Series 1969 - 1976 Serv. Man.) The above is for Cessna aircraft. Piper are going along in a similar way with the FAA SAIB's which will eventually be incorporated into the Maintenance Manuals. |
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Post by baz62 on May 20, 2012 16:59:58 GMT 12
That was an interesting slideshow Kevin. I suppose what I'm doing with the Auster (as in a rebuild to flight) will at least have my engineer making damn sure the 50plus year old part is checked within an inch of its life before A: he signs that it is! and B: We bolt it on the Auster!
Its one of the reasons he (and I totally agree) says we stick with British hardware (as the aircraft was designed to be held together with it) and to buy NOS (New Old Stock) even if the bolts that are on parts look ok, why take the risk?
Still its going to hit some people in the pocket with old Cessna's and Piers but then what's your life(and your passengers) worth?
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Post by flyjoe180 on May 22, 2012 8:54:33 GMT 12
When I was at Auckland Aero Club we had Cessna 152A ZK-FLF refurbished completely. The corrosion and things they found inside the airframe was scary. New wing brackets had to be especially made and some skins replaced. Flight Structures I think was the company which redesigned the new brackets for CAA approval.
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Post by baronbeeza on May 22, 2012 11:07:23 GMT 12
I had the good fortune to find a factory fully corrosion proofed aircraft in a storm damaged condition for sale by tender, - in Australia. It is the basis for a rebuild here now and at least there are no corrosion issues at all. Many of the GA fleet are going to have to endure a BBZ style rebuild. The SID's programme has been around for 7 years now and was well publicised in Aussie with the problems highlighted by their 400 Series fleet. Of course the end result was that the ones that passed through the programme are now much better aircraft for it. I think our concerns are the economics of it all. Obviously an aircraft reskin, repaint etc is not going to come without expense. Some owners are really going to have to make some difficult decisions here. As Flyjoe180 has indicated the inspection is one thing but there may be some major repair required. The end result again has to be a GA fleet in better condition and with increased value, - at least you would hope. I have mentioned the Blenheim Tomahawk before... they made a decision a few years ago and stayed with what they knew works for them. By spending a few thousand dollars they have a more reliable and appealing aircraft but with more capital tied up in it. The Cessna 152 mentioned above seems to be a similar example. www.soundsaero.co.nz/pa38_refurbish.htmIt will be the marginal and low value aircraft that will be affected most. Some of these aircraft may have to be parked up when the programme implementation date, currently June 2014 for Cessna 100 Series. Owners of Pipers and similar will have this coming. I would suggest you read up on the new inspection requirements in the Maint Manuals and keep abreast with the FAA SAIB's. Something like the steel fittings on a Cherokee can be squirted with Boeshield, Corrosion X, ACF 50 or whatever other CIC you prefer. Anything has to be better that having them rust and then require replacement later on. You will need to talk to your LAME but I am sure we can all see what the regulators and manufacturers want. For those guys that believe they are handy with the tools and would like a rebuild project. Start saving the Dollars and buy your friendly certifying LAME a few extra beers. |
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