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Old 24th May 2012, 07:46   #1 (permalink)
 
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Cessna 100 and 200 SIDS

Cessna has just released the SID documents for the 100 series and 200 series continued airworthiness program.

The big ticket was that they do not consider an aircraft in excess of 30,000 hours to be airworthy!

Quote:
(4) The Supplemental Structural Inspection Program is valid for Model 100 series airplanes
with less than 30,000 flight hours. Beyond this, continued airworthiness of the airplane
can no longer be assured. Retirement of this airframe is recommended when 30,000 flight
hours has been accumulated.
How many Cessna over 30,000 hours are still flying?

Last edited by c100driver; 24th May 2012 at 08:13. Reason: Addition of quote from SID document
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Old 24th May 2012, 09:14   #2 (permalink)
 
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Do they then fall into the 'experimental' category??
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Old 24th May 2012, 10:48   #3 (permalink)
 
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Probably less C100 series in excess of 30,000hrs than C200 series.

morno
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Old 25th Jan 2013, 05:13   #4 (permalink)
 
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Guys what is the latest here, I'm noticing an abundance of cheap C172's on the market at the moment, and despite timex engines etc they seem ridiculously low. Is this SIDS having an effect?
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Old 25th Jan 2013, 05:20   #5 (permalink)
 
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If it's timex @ 30,000 hours & you bought it @ 29,000 you got a good 7-10 of private flying years left. Get a 182, don't f@ck around
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Old 25th Jan 2013, 05:49   #6 (permalink)
 
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Quote:
Probably less C100 series in excess of 30,000hrs than C200 series.
Morno, the highest time C210s' were (I believe) at Alice Springs and when I was there last (2008) they were in the low to mid 20 K. Cessna engineers used to come and have a look at them. Mind you, one of them was a bit like George Washington's axe, I think the only original bit may have been the maker's name plate.

I never heard of a higher time C200 series aircraft but perhaps there are some C206s' about that are in that ballpark and dunno about any C207s' but if any of them got into that figure then i have the greatest sympathy for the poor bleedin' pilot.
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Old 25th Jan 2013, 06:11   #7 (permalink)
 
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Quote:
Dr Oakenfold

...I'm noticing an abundance of cheap C172's on the market at the moment, and despite timex engines etc they seem ridiculously low. Is this SIDS having an effect?
Parta the reason is probably why buy an old spam can when for not much more yer can get the latest brand new fully blinged two seat LSA hot rod..





.
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Old 25th Jan 2013, 06:42   #8 (permalink)
 
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Very few 172's in this country would be over 15,000 hours, 182's most are under 10,000 hours. A few 206's I know of are 20,000 hours +.

Most cheap 100 series Cessna's are in need of paint, engines, interior and SIDs.

Do the maths! (engine 35k + fitted, paint 15k, another 10k to fix the corrosion hidden by the paint, interior 7k, windows 3k+, cables, SIDs, replace the c*#p avionics, seat belts) Before you know it that 25k "bargain" owes you 150k.

Plenty of 2000 and on model 172's on TAP starting at 80k so why would you bother??

http://www.trade-a-plane.com/search?...-seq=4&s-lvl=0
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Old 25th Jan 2013, 06:58   #9 (permalink)
 
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G'day guys,
Valid points, but what is the impact of SIDS on 100 series??? 150's/172's/182's???
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Old 25th Jan 2013, 07:27   #10 (permalink)
 
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Dr,
I put my 185 through it last year.
If you don't have any major corrosion issues, it shouldn't be too bad. Absolutely everything gets looked at if it is done properly. This may turn up some extra work to be done, that you may not have allowed for. 185's get a 30000 life, and 206's get 40000, I think.
Cheers.

Last edited by 185skywagon; 25th Jan 2013 at 07:28.
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Old 25th Jan 2013, 07:28   #11 (permalink)
 
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Judge for yourself Dr

Here are the links;

172 69-76
https://support.cessna.com/custsupt/...df?as_id=37396

182 69-76
https://support.cessna.com/custsupt/...df?as_id=37400
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Old 25th Jan 2013, 07:28   #12 (permalink)
 
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i would love to know how they arrived at that figure? what does the Manufacturer say about a 30,000hr life limit?
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Old 25th Jan 2013, 07:39   #13 (permalink)
 
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For the 172 ......

The Supplemental Structural Inspection Program is valid for Model 172 airplanes with less than 30,000 flight hours. Beyond this, continued airworthiness of the airplane can no longer be assured. Retirement of this airframe is recommended when 30,000 flight hours has been accumulated.

I guess they looked at the fleet age and had to decide on a point to which they would do the calculations based on the average for model. That would explain why the 206 has a higher life, higher average TTIS compared with other models ....
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Old 25th Jan 2013, 07:44   #14 (permalink)
 
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I'm putting a 95,000 hr limit on the 10, at least 315 years of maintenance free flying.............yeahhhhhh
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Old 25th Jan 2013, 08:41   #15 (permalink)
 
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I'm looking at a C150 for a bit of commuting, I guess I'm just looking at what the potential pitfalls might be.
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Old 25th Jan 2013, 08:44   #16 (permalink)
 
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Go the Tomahawk bro
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Old 25th Jan 2013, 09:11   #17 (permalink)
 
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The price this C150 is, it's a no brainer, only concern for me is SID's with it.
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Old 25th Jan 2013, 17:42   #18 (permalink)
 
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If the machine has had regular maintenance by a reputable engineer then the SIDs are no big deal just a little expensive for the first time.

As 185 said it is mainly about corrosion management or lack there of.
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Old 25th Jan 2013, 20:25   #19 (permalink)
 
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Here is the 150 SIDs link Dr ..........

https://support.cessna.com/custsupt/...df?as_id=37395

They are no big deal but note they are repetitive.

Get a good pre-purchase so there are no surprises, have a good look at the underfloor area around the seat tracks, top hat through the roof, wing and strut attach. If the engine has been in it for some time (on condition) make sure your engineer is going to be comfortable signing it out, 0-200's are bloody expensive to overhaul!
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Old 25th Jan 2013, 21:52   #20 (permalink)
 
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Cessna 100 and 200 SIDS

Previously I have been involved in many 300 & 400 series initial Sids, as well as ongoing requirements. I am currently involved in the full SID inspection on a 6000ish hour 152. I didn't expect much initially, however nearly every inspection has revealed deficiencies. Most items found relate to corrosion some quite excessive, which is an issue given the small maximum allowance for material removal before replacement or repair is necessary, lots of cracking around the horizontal and vertical stab mountings, rusty and worn control cables, etc We have probably gone further than prescribed in the document in some cases, but this does not alter the fact that the defects exist. An example may be the rudder pedal torque tube inspection, the SID only calls for a visual insp in place, due to sone other work being carried out we putted them out. Instead of visual we did a Fluro pen inspection, only because we whet doing something else at the time. The pedal torque tubes where showed 4 cracks that could not be seen visually. The repairer inspected by MPI and found 4 more cracks.
We know this inspection will exceed the value of the aircraft.
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