What will happen to non compliant SIDS aircraft?
This question has been hinted at - but not answered - in the other SIDS threads I have read. I've heard that after the end of this month, no cessna without SIDS compliance can be flown in Australia, regardless of whether it's for private use or commercial.
I'm aware of plenty of aircraft that are used by private owners (and shared with other PPL holders) which have not had SIDS done. There must be hundreds, if not 1000+ of these I've also noticed a lot of cessnas with no or partial SIDS listed online for bargain basement prices. Assuming many owners won't have $20k for SIDS, and that there are plenty of aircraft with uncertainty about whether they'll pass SIDS, or that the cost of SIDS + compliance will exceed the cost of the airframe, what will happen? Will we see half the cessnas at local airfields sent to the wreckers? Or is there another option I'm not aware of? |
Beer Cans?
|
Scrap aluminium currently quoted Aus$0.20 to Aus$1.50 per kilogram.
Scrap Metal Prices | Australia That values a 730 kg Cessna 172 around Aus$620.50 at average price. Not bad for some of the Cessna 172's I've seen over the years! :} :} |
i wonder why there is a sudden increase in the numbers of cessnas now available for wrecking and parts..
|
This thread contains the first PPRuNe Wiki Post anywhere in the public areas of PPRuNe! :ok:
|
As a matter of interest there are a bit over 4,000 Cessna's currently on the Australian GA register.
The approximate breakdown is as follows: (Not including turbine models other than c208) 1 x c120 12 x c140 385 x c150 163 x c152 4 x c162 22 x c170 1089 x 172 27 x 175 61 x 177 92 x 180 773 x 182 54 x 185 60 x 188 3 x 190 9 x 195 176 x 206 20 x 207 101 x 208 302 x 210 9 x 303 11 x 305 110 x 310 41 x 337 20 x 340 2 x 401 53 x 402 1 x 411 9 x 414 11 x 421 36 x 404 41 x 441 |
Or is there another option I'm not aware of? |
Thanks for the replies. So they're basically scrap! Seems like a terrible waste as many good aircraft will presumably be ditched. Or maybe an opportunity to buy one and put it through SIDS..
And what happens to the not yet compliant Cessnas that are parked at airfields with no LAME cover... will they even be able to be flown to another airfield to undergo the checks? |
And what happens to the not yet compliant Cessnas that are parked at airfields with no LAME cover... will they even be able to be flown to another airfield to undergo the checks? |
Or get a ferry flight SFP.
Should be easy, for a no-pax, no forecast turbulence flight to the maintenance org. |
Thanks guys that makes sense.
Seems a bit crazy that people might stop flying old cessnas due to no SIDS, and shift to flying old pipers instead! Might be time to acquire a few cessnas for decoration around the yard. |
The feedback at the moment seems to be that around 50% of the Cessna fleet affected (afflicted?) by the SID's program have yet to be inspected, or at least only partially comply with the program. That figure translates to around 15% of the entire GA fleet. I would assume that on the 30th of June we're going to see a similar reduction in staffing levels at CAsA.
And one other thing. If I see a certain 70 year old Globe/Temco Swift taking to the skies after the end of the month when hundreds/thousands of previously airworthy Cessna's have been pushed up against the wall at the back of the hangar, I'm hoping the owner will be able to tell me what ageing aircraft program or equivalent SID's documentation he has in place to keep us all safe from his pontentially dangerous, unsafe flying machine. If its good enough for me to piss a ****load of money up against the wall on my 35 year old 172, all in the name of safety of course, its gotta be good enough for him with his 70 year old Swift. |
who knows why this is? who can supply a reasoned informed argument
that explains why one much older aircraft of all metal construction is not subject to the rigorous inspection schedules that the owners of older Cessna 100 and 200 series are? we who have invested large sums of moolah in our aircraft deserve honest and detailed answers to this. |
Talk to a LAME about it... it's not always as bad as it may appear at first. I've heard prices from $3k to $20k+. One particular aircraft at the bottom end of the price scale I heard of was out of action for 10+ years so it was a no-brainer in terms of signing it off.
|
At the moment, C182P and newer appear to be increasing in value in the US...something they know that we do not?
|
who knows why this is? who can supply a reasoned informed argument that explains why one much older aircraft of all metal construction is not subject to the rigorous inspection schedules that the owners of older Cessna 100 and 200 series are? we who have invested large sums of moolah in our aircraft deserve honest and detailed answers to this. Surprisingly, there are reasons. The first is that the Cessna program sprang from US legislation (not FAA) creating an Aging Aircraft Act ( to use the AU terminology) surveillance programs, from memory about 2001.There are now "SIDs" for virtually all CAR4/FAR 25 aircraft. There has been some recent very interesting argie bargie between Cessna and FAA on the subject, look it up, Cessna had a big loose v. FAA, and all to the very great financial benefit of aircraft owners. There have never been programs for Piper aircraft, because of interesting legal issues as to who is responsible for compliance with the above Act, given various bankruptcies and changes of ownership. The Beechcraft version of reasons was more complex, but now it is owned ( for practical purposes) by Cessna (Textron), watch this space, I have seen some really 'horrible corrosion in a couple of Barons. As to many aircraft like the Swift (and there are hundreds of long since defunct manufacturers) there is no Type Certificate Holder liable to produce a SID program, and in risk management terms, FAA is not too bothered, and Mr. Skidmore's aeroplane represents no measurable risk to "other airspace users or those on the ground under the flight-path of the aircraft". What does not apply to a private aircraft in US applies here, because of our "one size fits all" approach, as opposed to the FAR Part 91/135/125/121 graded (risk managed) approach to continuing airworthiness. SIDs do apply to an aircraft operated under FAR Part 135 (roughly charter). Tootle pip!! |
The other thing to note is the number of Cessna parts no longer available.
https://www.casa.gov.au/files/awb-57...hment-fittings More after market parts is NOT safer always. |
Originally Posted by Squawk7700
(Post 9409039)
As a matter of interest there are a bit over 4,000 Cessna's currently on the Australian GA register.
The approximate breakdown is as follows: (Not including turbine models other than c208) 1 x c120 12 x c140 385 x c150 163 x c152 4 x c162 22 x c170 1089 x 172 27 x 175 61 x 177 92 x 180 773 x 182 54 x 185 60 x 188 3 x 190 9 x 195 176 x 206 20 x 207 101 x 208 302 x 210 9 x 303 11 x 305 110 x 310 41 x 337 20 x 340 2 x 401 53 x 402 1 x 411 9 x 414 11 x 421 36 x 404 41 x 441 Do you mind sharing where you get this info from? I've been looking for stats like this. |
Beer Cans? |
Kobi
CASA aircraft register |
All times are GMT. The time now is 20:46. |
Copyright © 2024 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.