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!

How many Cessna over 30,000 hours are still flying?

Do they then fall into the 'experimental' category??

Probably less C100 series in excess of 30,000hrs than C200 series.

morno

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 :ok:

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. :eek: Cessna engineers used to come and have a look at them. :uhoh: 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. :ugh:

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..:)





.

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

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.

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

i would love to know how they arrived at that figure? what does the Manufacturer say about a 30,000hr life limit?

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 ....

I'm putting a 95,000 hr limit on the 10, at least 315 years of maintenance free flying.............yeahhhhhh :D

Go the Tomahawk bro

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.

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!

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.

Tnuc,
That will be quite a common experience, I fear. Fortunately it wasn't too bad for me, although it was a bit bracing.
185

Folks,
One thing we have found from experience is that even well maintained 100 series can have very difficult to detect corrosion. The area in question id in the main spar sandwich from the main fuselage attach point to the strut attach point.
Even with the tank out, it is very hard to detect, short of dismantling the multiple leaves of the spar t this point.
Having seen what I have seen, I would not buy a strutted Cessna unless the wings had been rebuilt, because this very insidious corrosion will happen to the best maintained aeroplane.
Does the SIDS doc. call up any particular inspection of the area, visual is not nearly good enough?
Tootle pip!!

Agree Leadsled, especially in bag wings. Without removing the top skin and tank liners you will never see what's lurking in there, and in a lot it would not be pretty!

Cessna 100 and 200 SIDS
 

I think most people are just burying their head in the sand and don't want to know about this requirement