I am guessing they were doing the test flight that must be done, every 3 years, on 560's. The stall on 560's is more aggressive than the 500 and 550's, hence the need for the shaker. I have done several of these flights without any surprises.

It all started because of this accident: https://www.ntsb.gov/investigations/Acc ... AR0702.pdf
"The Safety Board concludes that the Cessna 560 airplane’s stall warning system
did not provide a stall warning before the upset. The Safety Board further concludes that
the Cessna 560 airplane’s stall warning system does not provide a warning in all icing
conditions, including those conditions in which thin, rough ice can accumulate on the
protected surfaces. Therefore, the Safety Board believes that the FAA should require
modification of the Cessna 560 airplane’s stall warning system to provide a stall warning
margin that takes into account the size, type, and distribution of ice, including thin, rough
ice on or aft of the protected surfaces."

The 560 has a really nice wing. The 550 has a slightly better wing than the 501. However, 501 stalls are totally benign. You would have to really be asleep at the wheel to accidentally stall a Citation. J.D., if you take out that cookie oven, I want it!

I was concerned that the Easy Bake Oven was going the way of the dodo bird as 100W incandescent bulbs are being replaced by LED's.

However, they re-designed it to use a heating element. Whew, that was a close one.

https://www.nbcnews.com/id/wbna44521803

Can they still get an STC for it, though?

Seriously though, if anyone has an instruction manual or can explain to me how to operate the oven within my refreshment center, I would greatly appreciate it!

First world problems!

Ian Clapp:

Of course the shaker should activate before the stall by a certain margin. From the comments in the video it seems the AOA (which I believe feeds the stick shaker) was mis-calibrated and they were doing a test flight to get data in order to calibrate the AOA so the shaker would function properly.[/quote]

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"AOA miscalibrated"

We took our Lear 35 up to the factory for the "Soft Flight" wing mod, taking the vortex generators off and replacing them with BLE's, Boundary Layer Energizers. Of course this required a test flight with the Lear Chief Test Pilot in the left seat, and me in the right seat. Behind us was an engineer with his equipment calibrating the stick shaker and pusher. We put the plane through the stall series, including deep stalls, stick all the way back.

I'd have to go through my manuals, but I believe the stall warning system on the 747 also goes through the CADC, Central Air Data Computer and of course is biased for flap settings. They didn't put a stick pusher on it, because it has no nasty stall characteristics.

Friend just bought a 551 that's on EASA reg and we're looking to get it on FAA reg and on Cessna's LUMP (Low Utilisation Mx Program) Mx program.

Despite multiple searches I cannot find anything about the LUMP nor any contacts ...

Can someone please send me LUMP program contacts and details ?

Thanks a 1,000,000 !

There is no webpage detailing the program.

You can contact Team Legacy at Textron:

Cessna Team Legacy
+1 855-832-6919
+1 316-517-7786
TeamLegacy@txtav.com

The person who did my LUMP was Steve Taylor:

Steve Taylor
Manager, Maintenance Engineering / MSG-3
+1 316-517-5646
+1 316-218-8173 MOBILE
sataylor@txtav.com

When I did my LUMP in 2020, it was $6K one time fee.

Probably best to get it N registered first, then LUMP.

Mike C.

I just paid my lump fee two weeks ago, it was $8000.
Jason Ochs jochs01@txtav.com

Here's a new Cessna 500 owner with a puzzling problem:

[youtube]https://youtu.be/72fb4tzST04[/youtube]

FYI, Bacon has come out with the LUIP+ program. The cost is around 3 times the above stated price of Cessna's.

1. Extends the calendar intervals on the bulk of Phase 5 inspections to 8 years.

2. Extends the intervals on the bulk of Phases 1, 2, 3 & 4 to 4 years or 800 hours.

We got on the older Bacon program before Cessna came out with theirs. We may change to the newer Bacon program before our Phase 1-5 inspections are due next year.

I hear about calibration of the AOA. But where is the adjustment mechanism for the calibration and who does that?

Bacon had fabricated a yearly fee for their programs last I spoke to them, originally, they didn't have one. Does this LUIP+ program also have a yearly fee?

The Textron program has no recurring fee, once on it, you can stay on it forever.

The Textron LUMP is an OEM recommended program, and thus qualifies under 91.409(f)(3). This means there is no FSDO approval or capriciousness involved. Just select it in your records and you are good to go. The Bacon program is under 91.409(f)(4) which means you have to get FSDO approval and that may take some time.

A subtle but potentially expensive difference between those options is how they deal with overhaul requirements. For the OEM option, 91.409(f)(3), overhauls are NOT required for part 91 operators. Thus, I can, for example, operate my engines past TBO if I wish, which can save buckets of money. The Bacon program, under 91.409(f)(4) causes any overhaul requirements in your program to be mandatory. If Bacon does not explicitly list and detail which overhauls are not mandatory in their program, they all become mandatory.

Another issue is the airplane becoming technically unairworthy upon sale. If any inspection is not up to date under the standard factory program, which is typical for LUMP/LUIP programs, then it becomes unairworthy immediately upon sale under the somewhat twisted FAA guidance (which I think is wrong, but it will take a court case to fix, alas). To get the plane airworthy, you have two options, either perform the deficient inspections to bring it up to date to the standard program, or not fly the airplane until you get another LUMP/LUIP program adopted. This can be a major issue for a new owner and thus affect your sale price.

In my case, I applied for the LUMP the day after I bought the airplane and I had it in hand within 2 business days. A new owner can thus have some assurance they can keep a LUMP in place quickly and not have to do heavy inspections right away. For a FSDO approved program like the Bacon LUIP, the delay for approval means the plane is grounded until you get it. My impression is that it can take a while to get this settled with the FSDO.


The key word here is "bulk". What Bacon does is divide up phase 5 tasks into pieces, some of which are still due at the old interval and some of which are extended. Same is true of phase 1-4. So you are doing some inspections on the old schedule even though much is extended.

The Textron factory program extends all tasks in phase 1-5, not split up, so a lot cleaner and less annoying little inspections along the way.

Textron won't offer LUMP in certain cases, such as a Williams modified legacy airplane, though I heard of at least one case where that did occur recently, so maybe they are being more inclusive now.

This whole inspection thing is a complex legal subject that few understand completely. Be sure you know all the consequences of what you are doing.

Mike C.

In my MM (maintenance manual), there is a procedure to calibrate the AOA. There are adjustments on the AOA computer box to set what it reads depending on the vane and flap position.

The procedure is to know the weight precisely and set a certain AOA based on speed. It is inaccurate (and somewhat dangerous) to set AOA based on actual stall AOA. You do a flight test while you adjust the settings on the computer.

Mike C.

"you would really have to be asleep at the wheel"

Or distracted. The planes are most vulnerable at high altitude cruise with the autopilot on "altitude hold" and the speed rolls back. Climbing too high with a too small a buffet margin is fraught with peril.