Cessna doorpost AD

[George Mohr]

I'd be willing to bet these cracks will be rare, but who knows. I do know I'd rather know about them if they exist though!

At least the inspection portion of this is pretty inexpensive, and frankly seems like something that should be done on any good annual anyway.. yeah?

 

[Skyrys62]

At least the inspection portion of this is pretty inexpensive, and frankly seems like something that should be done on any good annual anyway.. yeah?

I did one Friday along with an A&P on a 1979 C172 that I rent.
Remove the kick panels, pull the carpet back, remove floor access plates, and start looking.
A&P spent about 15 minutes with flashlight/mirrors.
And yeah, almost silly not to look at annual with floor plates already out and such.
Keeping my glasses on while bent over trying to see in the holes was the hardest part.
A borescope would be pretty nice if handy.

 

[Pilawt]

I did one Friday along with an A&P on a 1979 C172 that I rent.

The AD only applies to 172s of the 1980 model year (s/n 17272885) or newer. 1979 and older 172s have a different strut attachment and are not subject to the AD.

Some 1980 models were built late in calendar year 1979, though, so check the serial number against the AD to be sure.

 

[Skyrys62]

ome 1980 models were built late in calendar year 1979, though, so check the serial number against the AD to be sure.

Thanks Jeff.
I did check, and though it's registered as a 1979, (POH is a 1980)..the serial number squeezed right in there.

yay

 

[Pilawt]

Thanks Jeff.
I did check, and though it's registered as a 1979, (POH is a 1980)..the serial number squeezed right in there.

Gotcha.

FAA registration only mentions the calendar year in which the CofA was issued (my '78 was built in Oct '77, so registration shows 1977), so it gets confusing. Parts, manuals, etc., go by the manufacturer's model year.

 

[ARFlyer]

Gotcha.

FAA registration only mentions the calendar year in which the CofA was issued (my '78 was built in Oct '77, so registration shows 1977), so it gets confusing. Parts, manuals, etc., go by the manufacturer's model year.

Yep! My N rolled off the line the last production week of ‘77. So it’s listed as a ‘77 with a ‘77 CofA issued in ‘78 and a ‘78 POH.... LOL

 

[Skyrys62]

Next thing you know, they'll add a 1 to the C172SP... then you got yourself a 172 with Service Pack 1 installed.

 

[labbadabba]

Next thing you know, they'll add a 1 to the C172SP... then you got yourself a 172 with Service Pack 1 installed.

Ah, IT humor....

 

[Ghery]

Our club's 172N has a serial number below the range, so it's OK. The C172P and C182P, on the other hand, will require inspections. The club leadership is already aware of this and it looking into it.

 

[Snowmass]

One highly logical commentator to the FAA AD questioned why there isn't just a flight hour inspection rather than a calendar one in addition. The arrogant FAA reply was beyond ridiculous. The Cessna SB logically used just the flight hour sked since fatigue is related to flight (stress) time. The same FAA arrogance and stupidity required me to throw away 6 perfectly good Superior cylinders at just 1000 hours TT just due to a calendar time limit.

 

[Omalley1537]

One highly logical commentator to the FAA AD questioned why there isn't just a flight hour inspection rather than a calendar one in addition. The arrogant FAA reply was beyond ridiculous. The Cessna SB logically used just the flight hour sked since fatigue is related to flight (stress) time. The same FAA arrogance and stupidity required me to throw away 6 perfectly good Superior cylinders at just 1000 hours TT just due to a calendar time limit.

same FAA that made me re-submit my registration because one letter on my signature was approximately half a fine pen-width over one line on the signature box...
The FAA is a great example of the pitfalls of handing a government office virtually unlimited power. It rapidly morphs into unlimited stupidity and abuse.

 

[Snowmass]

I'd be willing to bet these cracks will be rare, but who knows. I do know I'd rather know about them if they exist though!

At least the inspection portion of this is pretty inexpensive, and frankly seems like something that should be done on any good annual anyway.. yeah?

The panels are easy to take out but the problem is that they are held in place by sheet metal screws which do not work well in aluminum (usually fine in steel) as after a couple of times the holes wear too large and you keep putting in ever larger screws. The FAA says 1000 hours or 3 years. Most GA planes are flown under 100 hours/year so logic says every 10 years or more since fatigue cracks are flight dependent not sitting on the ground which puts no fatigue stress on the attachment. However, you are free to do it once a month if you wish.