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            FAA recommend that owners, operators, and maintenance technicians and inspectors visually inspect and confirm their findings using eddy current on the affected Cessna models utilizing aft fin attachment fitting, part numbers 0431009-1/-2/-3, for cracks and corrosion. This should be done repetitively at  100 hours  intervals following inspection procedures described in the applicable Cessna SID located in the table of SIDs. Note that it may be beneficial for the inspection to be accomplished in conjunction with compliance to AD 80-11-04.          FAA and Textron Aviation (Cessna) have been aware of cracking of the aft fin attachment fitting; and have previously issued a number of airworthiness publications to inform owner, operators, and maintenance technicians and inspectors. Cessna issued Service Bulletins (SE74-10 and SE78-62) in addition to the specific inspections noted in the referenced SID. Additionally,...

        The Supplemental Inspection Documents or SID’s have been released for the 200 and 100 Series piston engine aircraft and the 1996 and on Single Engine Piston Aircraft. All SID’s Inspections are now incorporated into the affected Maintenance Manuals via revision with the exception of the early 120, 140, 170 and 195 models which have been released as stand-alone inspections. Answers to some frequently asked questions are presented here. The SID’s and CAP Relationship SEL-05-01 Revision 1 was developed to announce that some of the existing Continued Airworthiness Program (CAP) inspections have been superseded by the SID program. The CAP inspections were superseded by the SID’s to enable modern inspection methods, move to task based inspection techniques and add additional inspection necessitated by the service history and analysis of the structural capabilities present in various models. Because the CAP was not eliminated, the CAP inspections that were n...

          A recent occurrence report concerned a Cessna 152 whose pilot, among other problems, reported that  his seat was loose in flight. Loose seats are a not unusual subject of incident reports and the  consequences of a pilot’s seat sliding back on take-off have been highlighted in previous GASIL articles.            There are several possible reasons for a pilot’s seat to  move. Incorrect locking should be avoided if the pilot  confirms before take-off that his seat is properly  locked. Some systems require (whether by design or  sheer old age) the pilot to manually lift the locking bolt and refit it to secure the seat. However, light aircraft  seat rails and their floor attachments are very  susceptible to damage. If a crack has formed across a  locking hole in the seat rail, flexing may allow the  locking bolt to come out of its hole. Careful inspection  during main...

1. Cessna 152 Manual is revised by (TEMPORARY REVISION NUMBER 5)                                              REASON FOR TEMPORARY REVISION                            1. To add the Supplemental Inspection Documents (SIDs) Information.                            2. To add the Corrosion Prevention and Control Program (CPCP)                             3. To add Control Cable Inspection Information. 2.  CORROSION PREVENTION AND CONTROL PROGRAM (CPCP)                         As the airplane ages, corrosion occurs more often, while, at the same time, other types of damage such as fatigue cracks o...

REASON FOR TEMPORARY REVISION 1. To revise the replacement time limits for the landing light switch. 2. To revise the replacement time limits for the landing and taxi light switch. 3. To add the replacement time limits for the beacon light switch. 26. During the next annual inspection and every four years thereafter, replace the Landing and Taxi Light  Switch, or the Landing Light switch as applicable. A. R eplace the Landing and Taxi Light Switch with part number TTGC-TA201TW-B, as applicable. B. Replace the Landing Light Switch with part number C906-5, as applicable, for aircraft serials: (1) 15279406 thru 15285833 (2) F15201449 thru F15201943 ( 3) A1520735 thru A1521025 (4) FA1520337 thru FA1520387. 27. During the next annual inspection and every four years thereafter, replace the Switch (Beacon Light) with part number TA201TW-B. Cessna 152 Service Manual  Temporary Revision TR05

Photo 1 : View of steering tube as installed JAMMED RUDDER PEDAL    While  becoming airborne following a touch and go landing, the right rudder pedal of the Cessna 152 became jammed near the neutral position.  Aircraft directional control was lost and the aircraft veered to the left of the runway into packed snow and overturned.  The student pilot was uninjured, but the aircraft was substantially damaged. Examination of the aircraft revealed that a washer within the right steering tube (photo 1) had become slightly deformed and had been pushed past the retaining crimp.  The steering tube assembly (Photo 2) interconnects the rudder bars to the lower section of the nose oleo to enable steering of the nose gear while on the ground. When the nose gear leaves the runway on take-off, the extension of the oleo causes the upper torque links to contact the upper strut.  The area of contact is flat and engineered so that, as the oleo extends, the nos...

                                            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.         ...

                 Description :An airplane component is classified as a Principal Structural Element  if: (a) The component contributes significantly to carrying flight and ground loads. (b) If the component fails, it can result in a catastrophic failure of the airframe.                The monitoring of these PSE's is the main focus of this Supplemental Structural Inspection Program.                             Typical Examples of Principal Structural Elements Wing and Empennage: Control surfaces, flaps and their mechanical systems and attachments (hinges, tracks and fittings) Primary fittings Principal splices Skin or reinforcement around cutouts or discontinuities Skin-stringer combinations Spar caps Spar webs Fuselage: Circumferential frames and adjacent skin Door f...

              PSE’s are those elements of  primary structure  which contribute significantly to carrying flight, ground, and pressurization loads, and whose failure could result in catastrophic failure of the airplane.              Engineering design and damage evaluation – repair criteria for aircraft structures are location dependent depending on whether the structure is considered and classified as either Primary, Secondary or as a PSE (Principal Structural Element).                Typically most aircraft structural repair manuals contain guidance through charts or diagrams that define what parts of the aircraft  are classified as Principal Structural Elements – PSE’s, Primary or Secondary structure.              Additionally, virtually all repairs (other than straight parts replacement) on transport aircraft to...

         The magneto is equipped with an impulse coupling.  Internal timing is fixed and the breaker points are not adjustable.          Timing marks are provided on the distributor gear and distributor block visible through the air vent holes.           For timing to the engine a timing hole is provided in the bottom of the magneto adjacent to the magneto flange.                                                                                                                                                             ...

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...

DESCRIPTION. An all-metal. fixed-pitch propeller, equipped with a spinner. REMOVAL a. Remove spinner  b. Remove safety wire from mounting bolt heads . c. Remove bolts and washers and remove forward bulkhead. NOTE The aft spinner bulkhead  is installed between propeller  and crankshaft flange and is removed as the  propeller is removed. INSTALLATION. a. Clean mating surfaces of propeller. crankshaft flange and spinner bulkheads. NOTE Ensure that nose cap is installed prior to completing  following steps. b. Position aft spinner bulkhead between propeller and crankshaft flange. c. Align propeller blade with t.c. mark on aft side of ring gear, and rotate propeller clockwise, as viewed from the front, to first bolt hole. d. Install forward spinner bulkhead and propeller bolts. e. Tighten bolts evenly, then torque to 300-320 lb.-in. or 25-26 lb-ft. f. Safety wire propeller mount bolts, ensuring that safety wire is around bolt heads not over top. ...

The throttle, mixture and carburetor heat controls are of the push-pull type. The mixture control is equipped to lock in any position desired. To move the control, the spring-loaded button, located in the end of the control knob, must be depressed. When the button is released, the control is locked. The mixture control also has a vernier adjustment. Turning the knob in either direction will change the control setting. The vernier is primarily for precision control setting. The throttle control has neither a locking button nor a vernier advancement, but contains a knurled friction knob which is rotated for more or less friction as desired, The friction knob prevents vibration induced "creeping" of the control. The carburetor heat control has no locking device.   THROTTLE CONTROL. Before rigging throttle control ,check that staked connection between rigid conduit and flexible conduit is secure. If any indication of looseness or breakage is apparent, install new throttle ...

                         INSTRUMENT PANEL. The instrument panel assembly consists of a stationary panel and shock mounted panel. The stationary panel contains fuel and engine instruments which are NOT sensitive to vibration. The shock-mounted panel contains major flight instruments such as horizontal and directional gyros which ARE affected by vibration. Most of the instruments  are screw-mounted on the panel backs..                                      ENGINE INDICATORS. TACHOMETER. The tachometer is a mechanical indicator driven at half crankshaft speed by a flexible shaft Most tachometer difficulties will be found in the drive-shaft To function properly, the shaft housing must be free of kinks, dents and sharp bends. There should be no bend on a radius shorter than si inches and no bend within three inches of either t...

Electrical Power Supply System.                                                                                                         Battery and External Power Supply System.                                                                                    Alternator Power System                                                                       ...

1. LANDING GEAR: The aircraft is equipped with a fixed tricycle landing gear, consisting of tubular spring-steel main gear struts, and an air/oil steerable nose gear shock strut. Two piece, die-cast aluminum wheels are installed on the main and nose landing gear. The wheels are equipped with tubes and disc-type brakes. The nose wheel is steerable with the rudder pedals up to a maximum pedal deflection, after which it becomes free-swiveling up to a maximum of 30 degrees, each side of center. Nose and main wheel fairings are available for installation. 2. MAIN LANDING GEAR: The tubular, spring-steel main landing gear struts are attached to the aircraft at inboard and outboard forgings, located in the belly of the aircraft. A bracket is bonded to each strut for attachment of a step. Hydraulic brake lines are routed down and clamped to each main gear strut. The axles, main wheels and brake assemblies are installed at the lower end of each strut. 3. NOSE GEAR: A steerable nose wheel, mo...

1. FUSELAGE. 2. WINDSHIELD AND WINDOWS: The windshield and windows are single-piece; acrylic panels set in sealing strips and held by formed retaining strips, secured to the fuselage with screws and rivets. Sealant used in conjunction with a felt seal is applied to all edges of windshield and windows with exception of the wing root area. The wing root fairing has a heavy felt strip which completes the windshield sealing 3. WINGS: Each all-metal wing is a semi cantilever, semimonocoque type, with two main spars and suitable ribs for the attachment of the skin. Skin panels are riveted to ribs. Spars and stringers complete the structure. An all-metal, piano-hinged aileron, flaps and a detachable wing tip are mounted on each wing assembly. A single metal fuel tank is mounted between the wing spars at the inboard end of each wing. Colored navigation lights are mounted at each wing tip 5. HORIZONTAL STABITIZER: The horizontal stabilizer is primarily of all-metal construction. Consisti...

             Visual inspection is the most common form of airplane inspection. Visual inspection can find a wide variety of component and material surface discontinuities, such as cracks, corrosion, contamination, surface finish, weld joints, solder connections, and adhesive disbonds. The results of a visual inspection may be improved with the use of applicable combinations of magnifying instruments, boroscopes, light sources, video scanners, and other devices. The use of optical aids for visual inspection is recommended. Optical aids magnify discontinuities that cannot be seen by the unaided eye and also allow inspection in inaccessible areas.                     Personnel that do visual inspection tasks do not need to have certification in nondestructive inspection.                                       ...

 FLAP UP - ACCIDENT                      Cessna 152 of 1980 model met an accident on Date : 21 March 2012 and get  damage: of Nose wheel collapsed, engine shock-loaded, propeller,   spinner, left wing, cockpit screen and empennage   damaged.                       Having flown one touch-and-go landing on grass  Runway , the pilot positioned the aircraft for a  second landing. He recalled that the approach had  appeared normal, but as he flared the aircraft to land it  suddenly lost height and touched down heavily on the   runway. The aircraft then bounced twice before tipping   forward until it came to rest inverted. The pilot was  uninjured and vacated the aircraft unaided through the  right window.                        The pilot stated that he ...

                      On April 11, 2005, a Cessna 152, crashed  after the rudder jammed during spin recovery training.  The CFI and the student pilot were killed, and the airplane was substantially damaged. The flight departed  about 1230  and proceeded to a practice area about 10 miles east of the airport. Witnesses reported that, while  at an altitude of about 3,000 feet above ground level, the airplane descended in a nose-down  spiral from which it did not recover and crashed into a field.                 Examination of the wreckage revealed that the rudder was jammed approximately 35°,  which is beyond its left travel limit.  Further examination revealed that the two rudder bumpers had been installed inverted and that the right rudder bumper had traveled beyond the rudder stop  and had locked behind it. the accident airplane’s right rudder...