Cessna Twin SID's
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Cessna Twins may be up for major modifications
Cessna Twins may be up for major modifications
http://www.ozflight.com.au/news/news.php?id=1680
The US Federal Aviation Administration (FAA) is currently reviewing reported occurrences of wing failures and critical main spar cracking in Cessna 400-series aircraft.
The review has been prompted following a history of cracks in the wing spars, the main support structure of the wing, of numerous aircraft over the last 20 years and most recently in 1999 when a fatal crash resulted from a wing separation. Analysis from the FAA and the aircraft manufacturer Cessna, has shown that the wing spar may fail if it is not modified. The FAA has outlined that its primary safety concern is that once a crack starts, it can grow to a critical length before it is detected using current inspection methods.
The key discussion point of this review is the proposed issuance of an Airworthiness Directive, a compulsory maintenance notice, for all Cessna 400-series twin aircraft. The directive would require all of these aircraft to undergo a structured maintenance program reported to take 485 man-hours and costing up to $70,000 per aircraft.
Two US industry-based lobby groups, including the Regional Air Cargo Carriers Association (RACCA), is actively working with the FAA to identify a workable solution to meet the needs of all parties. However it potentially spells the end of 1500 aircraft operating in throughout North America as “the cost of the wing-structure modification represents a large percentage of the aircraft's total market value” the RACCA said.
The number of aircraft affected in Australia is not as high as the US with around 140 currently registered. The impact however for the operators of these aircraft has the potential to be crippling. Cessna 400 series twin-engine aircraft are used predominantly to provide air services to regional centers from major cities such as Adelaide, Darwin, Launceston and Perth.
Perth based Skippers Aviation operates airline and charter services throughout regional Western Australia to ports including Geraldton, Kalbarri and Monkey Mia. Skippers is one of the larger operators of the aircraft in Australia with the turbo-prop Cessna Conquest comprising a third of its fleet. The airline has an excellent safety record and this aircraft has proved to be safe and reliable for the regional carrier. Suffice to say, the impact of 485 hours of maintenance work on these trusty workhorses of the air may see them grounded with the financial burden proving to be too much for the already cash-strapped regional aviation industry.
The FAA held public talks earlier this month and is likely to release further information following an industry consultant period closing on April 5th.
http://www.ozflight.com.au/news/news.php?id=1680
The US Federal Aviation Administration (FAA) is currently reviewing reported occurrences of wing failures and critical main spar cracking in Cessna 400-series aircraft.
The review has been prompted following a history of cracks in the wing spars, the main support structure of the wing, of numerous aircraft over the last 20 years and most recently in 1999 when a fatal crash resulted from a wing separation. Analysis from the FAA and the aircraft manufacturer Cessna, has shown that the wing spar may fail if it is not modified. The FAA has outlined that its primary safety concern is that once a crack starts, it can grow to a critical length before it is detected using current inspection methods.
The key discussion point of this review is the proposed issuance of an Airworthiness Directive, a compulsory maintenance notice, for all Cessna 400-series twin aircraft. The directive would require all of these aircraft to undergo a structured maintenance program reported to take 485 man-hours and costing up to $70,000 per aircraft.
Two US industry-based lobby groups, including the Regional Air Cargo Carriers Association (RACCA), is actively working with the FAA to identify a workable solution to meet the needs of all parties. However it potentially spells the end of 1500 aircraft operating in throughout North America as “the cost of the wing-structure modification represents a large percentage of the aircraft's total market value” the RACCA said.
The number of aircraft affected in Australia is not as high as the US with around 140 currently registered. The impact however for the operators of these aircraft has the potential to be crippling. Cessna 400 series twin-engine aircraft are used predominantly to provide air services to regional centers from major cities such as Adelaide, Darwin, Launceston and Perth.
Perth based Skippers Aviation operates airline and charter services throughout regional Western Australia to ports including Geraldton, Kalbarri and Monkey Mia. Skippers is one of the larger operators of the aircraft in Australia with the turbo-prop Cessna Conquest comprising a third of its fleet. The airline has an excellent safety record and this aircraft has proved to be safe and reliable for the regional carrier. Suffice to say, the impact of 485 hours of maintenance work on these trusty workhorses of the air may see them grounded with the financial burden proving to be too much for the already cash-strapped regional aviation industry.
The FAA held public talks earlier this month and is likely to release further information following an industry consultant period closing on April 5th.
Bugsmasherdriverandjediknite
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Strange, the artical doesn't mention the 300 series. the letters I have recieved from CASA state, this SID program involves all 400 and all 300 series aircraft except the 336/337 and the 303 crusader.
I doubt that we are going top have much of an impact when trying to deal with the states, as we have bugga all (reletivley) of them flying over here.
C310 x124
C320 x3
C340 x26
C401 x4
C402 x57
C404 x30
F406 x5
C411 x1
C414 x12
C421 x17
C441 x23
Most of these aircraft have had the mods done to the spar straps and spar end caps, at great expense and with engineering approvals. Now we are going to have to remove them and start again as its not in Cessnas interest to approve the mods already done. even if they do approve them (doubtful) it will be at great expense.
The owners of the 400 series aircraft will be pretty cranky to find out that their, once pride of the hangar, will be a useless piece of scrap after 20yrs/40,000 hrs, whichever comes first. That aught to knock most of the fleet out in pretty short order.
and most of the 300 series are going to go the same way....... who is going to spend between 70 and 120K on an aircraft thats worth between 100 and 200K ????. not many,I would venture a guess.
I doubt that we are going top have much of an impact when trying to deal with the states, as we have bugga all (reletivley) of them flying over here.
C310 x124
C320 x3
C340 x26
C401 x4
C402 x57
C404 x30
F406 x5
C411 x1
C414 x12
C421 x17
C441 x23
Most of these aircraft have had the mods done to the spar straps and spar end caps, at great expense and with engineering approvals. Now we are going to have to remove them and start again as its not in Cessnas interest to approve the mods already done. even if they do approve them (doubtful) it will be at great expense.
The owners of the 400 series aircraft will be pretty cranky to find out that their, once pride of the hangar, will be a useless piece of scrap after 20yrs/40,000 hrs, whichever comes first. That aught to knock most of the fleet out in pretty short order.
and most of the 300 series are going to go the same way....... who is going to spend between 70 and 120K on an aircraft thats worth between 100 and 200K ????. not many,I would venture a guess.
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Wiz,
Ive had a read of the SIDs and cessna does say its valid for any 402 which hasnt been structurly modified with a STC,This includes ,vortex generators,Winglets,approved wing straps and diffrent engines.Where the a/c has been moded contact the STC provider.Mate contact John Hardy (Hardy Aviation)as he organizing operators to form a group to loby CASA,
Bitter Balance,The 402 that lost its wing had a extremely high cycle time.It operated low level 15 min sortes over the grand canyon.Its the cycles which realy stress out your a/c.
Cessna now have there own spar strap kit available.
Ive had a read of the SIDs and cessna does say its valid for any 402 which hasnt been structurly modified with a STC,This includes ,vortex generators,Winglets,approved wing straps and diffrent engines.Where the a/c has been moded contact the STC provider.Mate contact John Hardy (Hardy Aviation)as he organizing operators to form a group to loby CASA,
Bitter Balance,The 402 that lost its wing had a extremely high cycle time.It operated low level 15 min sortes over the grand canyon.Its the cycles which realy stress out your a/c.
Cessna now have there own spar strap kit available.
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compressor stall:
Such an organisation exists! It's called the Australian Aviation Council (AUSAC). Contact Gary Lawson-Smith on (03) 5282 0514
We need an organisation that represents ALL facets of GA. United we stand.
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H.A. is right;
It is 6 months.
6 months for nearly 300 twin engine aircraft in Australia to have 500+ hours work done on them (each) to remain airworthy.
If I was an owner of any 300/400 series, I would immediately book an engineer to do the work.
There are not enough workshops or engineers to go around to do all the inspections in time as well as their normal duties.
6 months will go in a flash!.
Otherwise, you have 6 months to try and sell your aircraft to a country that does not have a program to ground the aircraft.
It is 6 months.
6 months for nearly 300 twin engine aircraft in Australia to have 500+ hours work done on them (each) to remain airworthy.
If I was an owner of any 300/400 series, I would immediately book an engineer to do the work.
There are not enough workshops or engineers to go around to do all the inspections in time as well as their normal duties.
6 months will go in a flash!.
Otherwise, you have 6 months to try and sell your aircraft to a country that does not have a program to ground the aircraft.
Bugsmasherdriverandjediknite
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Hmmm, OK, maybe I havn't recieved that letter yet. I got the second letter from CASA the other day telling me they had extended the compliance period until the 31/03/04, and after that date, if I hadn't complied with the AD, I shouldnt fly the aircraft.
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Where is the 6 months comming from? The CASA web site still says 31Mar04, and we haven't received any letter or other advice giving 6 months.
http://www.casa.gov.au/avreg/aircraf...sids/index.htm
http://www.casa.gov.au/avreg/aircraf...sids/index.htm
Bugsmasherdriverandjediknite
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I just heard on the grapevine that the AD is possibly about to be cancelled, and reissued at a later date with a few ammendments.
The amendments are, I believe, an extention of time to comply with the AD and the removal from the compliance of aircraft in the aerialwork/private catagory.
The comment I heard was, this is my first AD, and every one is allowed a mistake when thier new to the job.
All I can say to that is "Phew".
The amendments are, I believe, an extention of time to comply with the AD and the removal from the compliance of aircraft in the aerialwork/private catagory.
The comment I heard was, this is my first AD, and every one is allowed a mistake when thier new to the job.
All I can say to that is "Phew".
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From the CASA Website:
Dear Cessna Operator,
This is a follow-up to my letters to you dated 2 and 10 March 2004. Those letters contained a maintenance direction issued under regulation 38 of the Civil Aviation Regulations (CAR) directing that Cessna aircraft comply with a Supplemental Inspection Document (SID) where such a SID exists for the type and model of aircraft.
CASA has received a large number of telephone calls and letters from Cessna operators and other people concerned at the prospect of many aircraft being unable to be flown, and the impact this will have around Australia. The information I have received has convinced me to cancel the maintenance direction. I hereby cancel the maintenance direction issued under regulation 38 by me on 10 March 2004.
CASA wishes to see the travelling public given the safety benefits of SIDs in a timely fashion, but without causing unreasonable economic hardship to operators. CASA will communicate again on this subject in the near future.
Yours faithfully,
Neville Probert
Head of Airworthiness Standards
Delegate of the Authority
Watch this space, I wonder how long we will be given?????
Dear Cessna Operator,
This is a follow-up to my letters to you dated 2 and 10 March 2004. Those letters contained a maintenance direction issued under regulation 38 of the Civil Aviation Regulations (CAR) directing that Cessna aircraft comply with a Supplemental Inspection Document (SID) where such a SID exists for the type and model of aircraft.
CASA has received a large number of telephone calls and letters from Cessna operators and other people concerned at the prospect of many aircraft being unable to be flown, and the impact this will have around Australia. The information I have received has convinced me to cancel the maintenance direction. I hereby cancel the maintenance direction issued under regulation 38 by me on 10 March 2004.
CASA wishes to see the travelling public given the safety benefits of SIDs in a timely fashion, but without causing unreasonable economic hardship to operators. CASA will communicate again on this subject in the near future.
Yours faithfully,
Neville Probert
Head of Airworthiness Standards
Delegate of the Authority
Watch this space, I wonder how long we will be given?????
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Good to see a reprieve for existing owners.
Still, it's quite some axe over an owners head knowing that at some time in the future, the SID will be implemented.
I would hate to want to sell in a hurry. A 300 or 400 series Cessna is now unsellable unless it's at a givaway price.
Still, it's quite some axe over an owners head knowing that at some time in the future, the SID will be implemented.
I would hate to want to sell in a hurry. A 300 or 400 series Cessna is now unsellable unless it's at a givaway price.
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I think you guys are missing the point with all this. Under CASAs rules these SIDs have always been mandatory, people have just ignored them to save money. Why they need to save it is a whole other story.
The wing spar issue is only one of many. If the spar was replaced or modified under a previous AD then it's zero timed for the purposes of the spar SID from then. It would have to be replaced under the AD in the future anyway, so when the next spar SID comes around again you do it then. So the big outpouring over the wingspar is a lot of nonsence. The reason for the spar mod is that the smallest detectable crack with eddy current testing in the original design is a bees dick from failure. It's bad enough putting your life in the hands of a LAME, but there is no room for error here.
I have a 402B and started on this path last year. The SID is very comprehensive and covers the whole airframe. The structural and other problems it's shown up with my plane would turn your hair grey. Anyone who thinks this is unnecessary has rocks in his head.
If there is a major airframe failure in one of these aeroplanes now, there will be hell to pay with the public. No one will want to fly in one, the publicity will be huge, then we're really stuffed. People need to bite the bullet now and get the work done.
The wing spar issue is only one of many. If the spar was replaced or modified under a previous AD then it's zero timed for the purposes of the spar SID from then. It would have to be replaced under the AD in the future anyway, so when the next spar SID comes around again you do it then. So the big outpouring over the wingspar is a lot of nonsence. The reason for the spar mod is that the smallest detectable crack with eddy current testing in the original design is a bees dick from failure. It's bad enough putting your life in the hands of a LAME, but there is no room for error here.
I have a 402B and started on this path last year. The SID is very comprehensive and covers the whole airframe. The structural and other problems it's shown up with my plane would turn your hair grey. Anyone who thinks this is unnecessary has rocks in his head.
If there is a major airframe failure in one of these aeroplanes now, there will be hell to pay with the public. No one will want to fly in one, the publicity will be huge, then we're really stuffed. People need to bite the bullet now and get the work done.
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CASA AD/Cessna/400/40, that has been around for more than 10 years, gave the spar an 8200 hour life. Now Cessna have said that CASA was optimistic and have reduced it back to 6500 hours (SID 57-10-08) so he still has 3500 hours to go. At his current rate that's another 20 years or so! There is no year life on the spar. That's the big (485 hours) one out of the way.
The carry through (centre section) inspection is the only bad one. It requires one off modifications for doing the inspection (175 hours!).
The rest of the plane, however, has probably been corroding away. If not, then the cost won't be that bad and the other inpections will let him rest easy at night when he has someone flying the thing IFR in turbulence.
The carry through (centre section) inspection is the only bad one. It requires one off modifications for doing the inspection (175 hours!).
The rest of the plane, however, has probably been corroding away. If not, then the cost won't be that bad and the other inpections will let him rest easy at night when he has someone flying the thing IFR in turbulence.
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Hole in the air
If you the owner.maintains your a/c to the CAPS,the SIDs is a minimal exercise.No mater what ,when the a/c reaches 40,000 hours,Yibida yibada,Thats all folks.You stick a flag pole up its rectum and tell your grand kids wary's.
402,a and B's have always had spar problems,especially near the engine areas.Ive seen a spar on one that looked like it had crystalized from the heat from the exhaust/Turbo.Plus having 44gal drums mounted on the wing tips dosnt give spars a good start.
Cessna adressed alot of the design faults when they buit the C models.
If you the owner.maintains your a/c to the CAPS,the SIDs is a minimal exercise.No mater what ,when the a/c reaches 40,000 hours,Yibida yibada,Thats all folks.You stick a flag pole up its rectum and tell your grand kids wary's.
402,a and B's have always had spar problems,especially near the engine areas.Ive seen a spar on one that looked like it had crystalized from the heat from the exhaust/Turbo.Plus having 44gal drums mounted on the wing tips dosnt give spars a good start.
Cessna adressed alot of the design faults when they buit the C models.
Bugsmasherdriverandjediknite
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always wondered about the 44s out there on the wings. they do tend to flop around in turbulence when full.
My old 310 is 37yrs old and it would make you wonder what goes on with all the compressing and stretching. maybe a bit of work hardening in the spar area.
Certainly food for thought.
My old 310 is 37yrs old and it would make you wonder what goes on with all the compressing and stretching. maybe a bit of work hardening in the spar area.
Certainly food for thought.
This showed up on last Thursday's Avweb Newswire.
http://a257.g.akamaitech.net/7/257/2...4/04-11705.htm
Regards
Mark
http://a257.g.akamaitech.net/7/257/2...4/04-11705.htm
Regards
Mark
