BeechTalk - BT

Username Protected · **Posted:** 04 Nov 2019, 18:49

Username Protected wrote:

I heard there may be an update on this SB coming from Textron, does anyone have any details?

Here is the new SB from Textron:

https://support.cessna.com/custsupt/con ... s_id=52655

Jerry

Username Protected · **Posted:** 04 Nov 2019, 19:11

Having owned a few 210's , I am not surprised by this outcome.

A few years ago, I came across a 210H ( 1968 ) that had major issues with the spar and had documented what was done, I think readers here will appreciate from these photo's what is going on.

https://pbase.com/rangerb3/n5952fspar

Clearly, there is an issue that gluing foam onto the spar from the factory to planes that are now near or over 50 years of age is not a good combination.

I also believe the down-under issues is all about untested modifications and extreme use-case, but the focus on the spar was eventually going to have an AD written for the foam / corrosion issues.

Username Protected · **Posted:** 04 Nov 2019, 19:55

Most Cessnas I have looked at have the lead impregnated vinyl pad attached to the inside of the skin for sound deadening. On the 26 on my plane that I removed, 6 had corrosion under them caused my the glue absorbing moisture. I am surprised that they have not addressed this issue as well.

Vince

Username Protected · **Posted:** 13 Feb 2020, 11:07

Received this today. I don't know how to attach a PDF so here is an image of the document.

Username Protected · **Posted:** 13 Feb 2020, 11:19

We just did the eddy current and corrosion inspections on a 177B yesterday. No defects noted.

Take the following with a grain of salt;
I was picking up some parts at a large salvage yard a few months ago. This subject was brought up, and the owner of the salvage yard told me he had received a call from Textron to purchase every 210 carrythru he had (he only had 2). But he said he had been in contact with another much larger salvage yard that had also been contacted by Textron, and that Textron purchased every carrythru they had, for "metallurgy testing".

Username Protected · **Posted:** 13 Feb 2020, 14:14

Username Protected wrote:

We just did the eddy current and corrosion inspections on a 177B yesterday. No defects noted.

Take the following with a grain of salt;
I was picking up some parts at a large salvage yard a few months ago. This subject was brought up, and the owner of the salvage yard told me he had received a call from Textron to purchase every 210 carrythru he had (he only had 2). But he said he had been in contact with another much larger salvage yard that had also been contacted by Textron, and that Textron purchased every carrythru they had, for "metallurgy testing".

That is interesting... The cynic in me thinks they want any possible spare parts out of circulation so as to hasten the grounding of potential liability problems. Do they sell replacement parts new?

Username Protected · **Posted:** 13 Feb 2020, 14:36

Username Protected wrote:

We just did the eddy current and corrosion inspections on a 177B yesterday. No defects noted.

Take the following with a grain of salt;
I was picking up some parts at a large salvage yard a few months ago. This subject was brought up, and the owner of the salvage yard told me he had received a call from Textron to purchase every 210 carrythru he had (he only had 2). But he said he had been in contact with another much larger salvage yard that had also been contacted by Textron, and that Textron purchased every carrythru they had, for "metallurgy testing".

That is interesting... The cynic in me thinks they want any possible spare parts out of circulation so as to hasten the grounding of potential liability problems. Do they sell replacement parts new?

Username Protected · **Posted:** 18 Feb 2020, 18:16

The $85 estimate for eddy current inspection sounds very low to me. Especially to bring someone to your field to perform the work even with multiple airplanes grouped together for the work.

I wonder how much jigging is needed to replace a carry through and what is involved to change one? Were they reamed or drilled specific for the installation so a used one will not match up to another airframe?

Username Protected · **Posted:** 18 Feb 2020, 18:49

Username Protected wrote:

The $85 estimate for eddy current inspection sounds very low to me. Especially to bring someone to your field to perform the work even with multiple airplanes grouped together for the work.

I wonder how much jigging is needed to replace a carry through and what is involved to change one? Were they reamed or drilled specific for the installation so a used one will not match up to another airframe?

Back on the old Cardinal Flyers site they had a pictorial sequence of a carry through spar replacement. I think the number was 80 hours. As I recall, and mind you this was 14 years ago, they have to pull the wings (there are some big bolts), peel back the top cabin sheeting, pull out all the ducting and lines running through there, drill out like a gazillion rivets holding in the center section, and then reverse the process.

Finding a serviceable center section if yours wasn't was a big deal, even in 2006. I can't imagine it's any easier now. There was some guidance from Cessna regarding treating corrosion, and if wasn't too bad, it could be cleaned up and treated.

Best,
Rich

Username Protected · **Posted:** 25 Feb 2020, 22:24

Local guy just went on an interview flight with a pipeline patrol company. Fixed gear 177.

He decided it was not for him. Demo pilot showed him how SOP went. I guess they are paid by the mile so no incentive to slow down. Fast as it would go in the bumps down low. No regard for maneuvering speed.

Cessna 210/177 spar carry through insp