You only gets what you pay's for !
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the really stupid thing about the whole SID's program from Cessna's point of view is that the price of Cessna parts is so high that they are driving people to the PMA parts suppliers and not making the money that they should from the work generated by the SID's checks.
Spurious "pattern" suppliers saw this , thought Leyland's price tag of £160 was OTT and made an alternative copy to retail around £95......SURPRISE! leyland suddenly found that it could afford to sell the genuine article for around £115...thus reclaiming a lot of the "pattern" trade......then there was the Ford Fiesta wing... Ford took the Pattern suppliers to Court for plagiarism and passing off inferior ill-fitting "junk" as compatible.....red faces when it emerged that the same Spanish factory supplied both parties from the same stock ,pressed in the same Dies..only the primer-colour was different! Yes, the OE price came down !
@ A&C.. Thanks for your answers....just out of idle interest, what sort of costs do the SIDS add to an Annual?..I appreciate that any rectification is a real "piece of string" but wondering if a lot of owners are going to play "pass the parcel" without unwrapping and finding there's not much to fear. / or breathing a sigh of relief, having "sold a pup".
What is the current seatbelt situation? AIUI -some are saying an inspection and testing is OK, others that a minimum of new webbing is required, purely on a time-expired basis, yet others say that perfectly good and sometimes virtually unused belts have to be scrapped in their entirety..(so much for the environment! )
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Join Date: Jan 1999
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Steve
A lot is dependent on the hours that the aircraft has done but the full SID's inspection alone is about 95 hours work before you get into rectification, some of this work duplicates the LAMP program so you can probably expect the inspection part of SID's to increase your INSPECTION labour bill by about 60%, rectification is another matter.
If your aircraft is over 20 years or 10,000 hours the engine frame has to come out for magnetic particle inspection and you can also expect to change all of the flap tracks, the 172 & 182 also have some NDT to do on the landing gear.
A lot will depend on how well your aircraft has been maintained in the past, I have been chasing minor corrosion for years and been using corrosionx one of the Cessna approved anti corrosion products so I have very little corrosion to deal with, another operator I know of who did not use any anti corrosion treatment or hangar the aircraft has a 152 that I suspect will be uneconomic to repair just because of one large patch of corrosion in a critical part of the structure.
The seat belt issue is a non issue for training aircraft such as mine as the belts are trashed before the time limit set by Cessna, I have investigated getting a re-web done, the UK facility of the belt manufactures initially were enthusiastic but it seems that Cessna have tied them into a contract not to re-web the belts ( they can do work on Piper belts). Other people in the UK quoted me a price that was so near the Cessna price that overall the Cessna price was a better deal. There are people in the USA who will re-web and issue an 8130 for the work but the cost of shipping makes that uneconomic.
For the private owner the re-web in the UK is likely to be the best deal on the seat belts as your metal fittings don't get the use that mine on a training aircraft do or there is an STC to fit another and in my opinion better set of belts that are maintained on condition, we contacted a company based in Derby who own the modification for EASA aircraft, the cost for the Cessna 172/182 is competitive for the initial fit and much better in the long run.
If your aircraft is over 20 years or 10,000 hours the engine frame has to come out for magnetic particle inspection and you can also expect to change all of the flap tracks, the 172 & 182 also have some NDT to do on the landing gear.
A lot will depend on how well your aircraft has been maintained in the past, I have been chasing minor corrosion for years and been using corrosionx one of the Cessna approved anti corrosion products so I have very little corrosion to deal with, another operator I know of who did not use any anti corrosion treatment or hangar the aircraft has a 152 that I suspect will be uneconomic to repair just because of one large patch of corrosion in a critical part of the structure.
The seat belt issue is a non issue for training aircraft such as mine as the belts are trashed before the time limit set by Cessna, I have investigated getting a re-web done, the UK facility of the belt manufactures initially were enthusiastic but it seems that Cessna have tied them into a contract not to re-web the belts ( they can do work on Piper belts). Other people in the UK quoted me a price that was so near the Cessna price that overall the Cessna price was a better deal. There are people in the USA who will re-web and issue an 8130 for the work but the cost of shipping makes that uneconomic.
For the private owner the re-web in the UK is likely to be the best deal on the seat belts as your metal fittings don't get the use that mine on a training aircraft do or there is an STC to fit another and in my opinion better set of belts that are maintained on condition, we contacted a company based in Derby who own the modification for EASA aircraft, the cost for the Cessna 172/182 is competitive for the initial fit and much better in the long run.
Last edited by A and C; 29th Jul 2013 at 07:20. Reason: Soddin predictive text, I've yet to marinate an aircraft !
