Supplemental Inspection Document


                                           The SSIP (SSID) for the Cessna 152 airplane is based on the affected Model 152 airplane current usage, testing and inspection methods.
                          A practical state of-the-art inspection program is established for each Principle Structural Element (PSE).
                         A PSE is that structure whose failure, if it remained undetected, could lead to the loss of the airplane. Selection of a PSE is influenced by the susceptibility of a structural area, part or element to fatigue, corrosion, stress corrosion or accidental damage.
                     The inspection program consists of the current structural maintenance inspection, plus supplemental inspections, as required, for continued airworthiness of the airplane as years of service are accumulated.
                        The current inspection program is considered to be adequate in detecting corrosion and accidental damage.
                          The emphasis of the SSIP is to detect fatigue damage whose probability increases with time.
                         Since fatigue damage increases at an increasing rate with increasing crack length, earlier detection and repair minimizes the damage and the magnitude of the repair.
                          The SSIP is valid for Model 152 airplanes with less than 30,000 flight hours. Beyond this, continued airworthiness of the airplane can no longer be assured. Retirement of this airframe is recommended when 30,000 flight hours has been accumulated.
                              
                  The function of the SSIP is to find damage from fatigue, overload or corrosion through the use of the Nondestructive Inspections (NDI) and visual inspections.
                 This Supplemental Inspection Document (SID) is only for primary and secondary airframe components. Engine, electrical items and primary and secondary systems are not included in this document. A list is included to show the requirements for the SID program for primary and secondary airframe components.
(a) The airplane has been maintained in accordance with Cessna's recommendations or the equivalent.
(b) If the SID is for a specific part or component, you must examine and evaluate the surrounding area of the parts and equipment. If problems are found outside these areas, report them to Cessna Aircraft Company on a reporting form. Changes can then be made to SID program, if necessary.
(c) The inspections presented in the SID apply to all Model 152 airplanes. The inspection intervals presented are for unmodified airplanes. Airplanes that have been modified to alter the airplane's design, gross weight or performance may need to be inspected more frequently. Examples of common STCs, which will require modified inspection intervals, include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks and nonstandard engines. The owner and/or maintenance organization should contact the STC holder(s) or modification originator for obtaining new FAA-approved inspection criteria.
(2) A Corrosion Prevention and Control Program (CPCP) should be established for each airplane.

Comments

Post a Comment

Popular posts from this blog

Cessna 152 Magneto Check

MAGNETO CHECK. NEVER ADVANCE TIMING BEYOND SPECIFICATIONS IN ORDER TO REDUCE RPM DROP. Too much importance is being attached to RPM drop in single ignition. RPM drop on single ignition is a natural characteristic of dual ignition design. The purpose of the following magneto check is to determine that all cylinders are firing. If all cylinders are not firing, the engine will run extremely rough and cause for investigation will be quite apparent. The amount of RPM drop is not necessarily significant and will be influenced by ambient air temperature, humidity, airport altitude, etc. In fact, absence of RPM drop should be cause for suspicion that the magneto timing has been bumped up and is set in advance of the setting specified. Magneto checks should be performed on a comparative basis between individual right and left magneto performance. a. Start and run engine until the oil and cylinder head temperatures are in normal operating ranges. b. Advance engine speed to 1700 RPM. c. Tu...
Read more

Brake System Cessna 172

                             BRAKE SYSTEM -MAINTENANCE PRACTICES              1. Description and Operation A. The hydraulic brake system is comprised of two master cylinders, located immediately forward of the  pilot’s rudder pedals, brake lines and hoses, and single-disc, floating cylinder brake assemblies located at  each main landing gear wheel. B. The parking brake system is comprised of a pull-type handle and mechanical connections which are  linked to the rudder pedal assembly. Pulling aft on the brake handle applies mechanical pressure to the  rudder pedals, activating the brakes and locks the handle in place. Turning the handle 90 degrees will  release the parking brake and allow for normal operation through the rudder pedals. C. Brake operation is accomplished by pushing on the upper part of each rudder pedal. This motion i...
Read more

McCauley Propeller Installation fixed pitch

Image
Propeller Installation for all fixed pitch propellers (except 1A162 model propellers).                   WARNING: MAKE SURE THE MAGNETO IS GROUNDED BEFORE INSTALLING  THE PROPELLER OR CONNECTING EXTERNAL POWER.                NOTE: McCauley recommends that propeller mounting nuts (if applicable) be replaced at each  propeller installation, whenever possible. However, nuts may be reused providing the threads are in good condition and the locking material prevents turning of the nut on the  stud by hand. Propeller mounting bolts must be magnetic particle inspected in accordance  with ASTM E-1444 or replaced whenever the propeller is removed from the engine.                NOTE: The aircraft maintenance manual or STC installation instructions should always be  consulted for any specialized procedures applicable to a specific aircraft....
Read more