Feds just released a SID on the 170/180/185 (and other 100 series) today. I eMailed them to Zane for the knowledge base if anyone is interested. Its for higher time birds mostly (5k and above) and is common sense, but we should expect more of this to come in the future...



Here is the one for my bird:

1. TITLE:Horizontal Stabilizer, Elevators and Attachments Inspection
2. EFFECTIVITY
18051994 thru 18053167
185-1448 thru 18504138
INSPECTION COMPLIANCE
ALL USAGE: INITIAL 5,000 Hours or 20 Years (NOTE)
REPEAT 2,000 Hours or 5 Years (NOTE)
NOTE: Refer to Note 1, Section 2A-14-00.
3. PURPOSE
To inspect horizontal stabilizer, elevator and attachments for signs of damage, fatigue or deterioration.
4. INSPECTION INSTRUCTIONS
A. Open all stabilizer and elevator access panels, including the stinger and vertical stabilizer to horizontal
tail fairings. Refer to the applicable Model 180/185 Service Manual.
B. Visually inspect stabilizer and elevator for condition, cracks and security; hinge bolts, hinge bearings
for condition and security; bearings for freedom of rotation; attach fittings for evidence of damage,
wear, failed fasteners and security. Refer to Figure 1.
(1) Clean area before inspecting if grime or debris is present.
(2) Visually inspect horizontal stabilizer hinge reinforcement for cracks or corrosion along the
aft edge to a fastener hole at the inboard lower tabs. Pay particular attention to the lower
reinforcement at the flange bend radius.
(3) If cracks or frozen bearings are found, conduct a surface eddy current inspection. Refer
to Section 2A-13-01 Nondestructive Inspection Methods and Requirements, Eddy current
Inspection - (Surface Inspection), for additional instructions. The inspection is for the aluminum
structure outside of the bearing, so set the instrument for aluminum.
C. Visually inspect the elevator torque tube for corrosion and rivet security. Pay particular attention to
the flange riveted onto the torque tube near the airplane centerline for corrosion.
(1) Clean area before inspecting if grime or debris is present.
D. Using a borescope inspect forward and aft stabilizer and elevator spars, ribs and attach fittings for
cracks, corrosion, loose fasteners, elongated fastener attach holes, signs of fatigue and deterioration.
(1) Clean area before inspecting if grime or debris is present.
(2) Pay particular attention to the skins at the location where stringers pass through ribs and at the
leading edge skin close to the fuselage. Apply finger pressure at the stringer intersection or the
rib to spar juncture to check for free play indicating a broken rib.
(3) Visually inspect the forward stabilizer attachment bulkhead for loose rivets and cracks.
(4) Visually inspect the forward side of the front spar.
E. Visually inspect the horizontal stabilizer aft attach points for cracks or corrosion.
(1) Clean area before inspecting if grime or debris is present.
(2) Pay particular attention to inspect the internal reinforcement triangle bracket around the washers
of attach hardware and in the radius of the angle.
F. Visually inspect the trailing edge portion of the elevator for indications of cracks, corrosion and
deterioration.
G. Install all previously removed access panels. Refer to the applicable Model 180/185 Service Manual.
D2000-9-13 Temporary Revision Number 7 - Dec 1/2011 2A-14-11 Page 1
© Cessna Aircraft Company Oct 2/1995
CESSNA AIRCRAFT COMPANY
MODEL 180/185 SERIES (1969 - 1980)
SERVICE MANUAL
5. ACCESS AND DETECTABLE CRACK SIZE
ACCESS/LOCATION DETECTABLE CRACK SIZE
Horizontal Tail Not Allowed
6. INSPECTION METHOD
Visual and Eddy Current
7. REPAIR/MODIFICATION
Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or
loose rivets. Hinge bearings are prepacked with grease, which will eventually oxidize and harden
after years of service. Several applications of penetrating oil will help free up a stiff bearing. It is the
owner/operator option to replace stiff bearings. Repairs may be made in accordance with Section
17 (Structural Repair) of the applicable Model 180/185 Service Manual. Any repair not available in
Section 17 should be coordinated with Cessna Customer Service prior to beginning the repair.
8. COMMENTS
Coordinate this inspection with SID 55-30-01, Vertical Stabilizer, Rudder and Attachments Inspection.

BigRenna-

Thanks for posting. Actually this concern was one of the reasons I started my whole renovation project. I ended up replacing the horizontal and elevators.... gave everything a very close inspection. All better now and I feel better too... strange how that happens.

gunny

We just replaced all the hardware, bushings, and a couple brackets in the tail of my Straight-tail 182 this annual. It has around 5500 hrs and was pretty worn, original parts it appeared. The tail has virtually no play compared to before and I seemed to pick up a couple mph as a bonus. Wasn't cheap though

I didn't see that one yet, but got an email from the FAA last week with a SAIB to look at the elevator torque tubes for cracks. We start the annual on Monday, so we'll just add this to my list of stuff to deal with. Hoping for nothing else unknown and noteworthy from this inspection, but given how my weekend is going, I doubt it. Managed to somehow lose the nose strut seal and transponder in the course of one 20 minute volunteer flight yesterday. I think I'm just going to install one of those vending machine dollar bill slots on the panel, then I can just feed my plane money directly.

A coin operated airplane? Truth in that.

Just like at the mall when I was a kid. They stop if don't keep feeding them money.

I've been seeing a few actions like this where I think this stuff shouldn't get past any annual even without a SID or an AD making it specific. Mine is due to be taken apart and provide some TLC to the screw jacks, but seized hinge bearings? Really?

Other than the borescope, and eddy current examinations, my airplane receives this treatment now. If the airplane hasn't been neglected, the eddy current test never comes into play.

Are the bearings offered by Pponk the best practice if I decide to change mine this winter while it's apart?

Despite my scorn for the need for this SID, thanks for pointing it out Big Renna.

Also, completely open to correction if my criticism is misguided.

Pinecone wrote:A coin operated airplane? Truth in that.

Just like at the mall when I was a kid. They stop if don't keep feeding them money.

I've been seeing a few actions like this where I think this stuff shouldn't get past any annual even without a SID or an AD making it specific. Mine is due to be taken apart and provide some TLC to the screw jacks, but seized hinge bearings? Really?

Other than the borescope, and eddy current examinations, my airplane receives this treatment now. If the airplane hasn't been neglected, the eddy current test never comes into play.

Are the bearings offered by Pponk the best practice if I decide to change mine this winter while it's apart?

Despite my scorn for the need for this SID, thanks for pointing it out Big Renna.

Also, completely open to correction if my criticism is misguided.

Thanks for speaking out Daryl. I agree that besides the borescope and Eddie current, this is really just all annual inspection stuff.

Sent from my SM-G870W using Tapatalk

Pinecone wrote:Are the bearings offered by Pponk the best practice if I decide to change mine this winter while it's apart?

I have them installed and they seem fine. On floats (in saltwater) I would be changing bearings every year or second year. Since putting in the polymer bearings, I haven't had to touch them.

They're cheaper than Cessna, too.

Chris

colopilot wrote:I didn't see that one yet, but got an email from the FAA last week with a SAIB to look at the elevator torque tubes for cracks. We start the annual on Monday, so we'll just add this to my list of stuff to deal with. Hoping for nothing else unknown and noteworthy from this inspection, but given how my weekend is going, I doubt it. Managed to somehow lose the nose strut seal and transponder in the course of one 20 minute volunteer flight yesterday. I think I'm just going to install one of those vending machine dollar bill slots on the panel, then I can just feed my plane money directly.

Better modify it to take $100 and $1000 bills.

Cary