SB12-57-01 Skycatcher Spar Improvement

                 Cessna published Service Bulletin SB12-57-01 Wing Strut Attach Modification for the 162 Skycatcher, as a result of finding cracks in the wing spar web on the fatigue test article at fasteners common in the spar web, and the wing strut attach fitting. The test article endured 11,041 flight/landing cycles in over 8000 hours of testing. During compliance with this service bulletin cracks have been identified in field aircraft.

                     Cessna issued Safety Alert SA162-57-01R1 in response to the cracks found. This Safety Alert requires a visual inspection of the wing spar prior to further flight on any 162 with 300 or more operating hours and a repetitive 25 hour visual inspection on all 162s until SB12-57-01 has been accomplished.

The spar improvement requires removal and replacement of a section of the leading edge skin. An eddy current inspection of the spar web is carried out to assure no cracks are present. Two nested angles at the top and bottom of the spar and an additional leading edge rib forward of the strut attach fitting are installed. The leading edge skin section is replaced with a new part containing additional inspection access panels.

Compliance is mandatory and shall be accomplished at the next 100 hour or at the next annual condition inspection. Cessna will cover the cost of this modification when it is accomplished at an Authorized Service Facility within 12 months of the bulletin publication date. Copies of these publications are available online at www.cessna.com.

CAL-53-01 Fuselage MLG Fitting Attachment Inspection

CAL-53-01 Fuselage MLG Fitting Attachment Inspection Caravan

 Cessna  Caravan Service Letter CAL-53-01 to verify that all of the bolts are installed correctly in the lower gear attach fittings.         The service letter is to be accomplished during the next 400 hour or annual inspection. The bolts can be seen using a mirror and flashlight once the upper main gear fairings have been pulled away from the fuselage as shown below.

Labor cost will be reimbursed to inspect aircraft that are still within their warranty period per the guidelines in CAL-53-01.

If bolts are found to be missing, the access panels in the floor sheet will need to be removed to allow for installation of the missing bolts. The full text of the bulletin is available at Cessna.com under the support tab, through the customer access link.

Cessna 210 Centurion Spar Inspection

               Cessna published SEL-57-01 after receiving reports from the Australian CASA of cracks in the lower spar inboard of wing station 43. This service letter requires a repetitive inspection of the area at a 100 hour or annual interval, whichever occurs first on all cantilever wing Cessna 210’s. When this service letter is accomplished, a report form must be returned to Cessna reporting the airplane’s condition: cracked or un-cracked.

             The Federal Aviation Administration published AD2012-10-04 May 21st, with an effective date of June 5th, 2012, requiring a one-time inspection and report of findings to the FAA, Wichita ACO. Cessna encourages continued compliance with the service letter inspection interval and reporting in addition to compliance with the AD. 
                    Cessna is working with the FAA to provide terminating action to this issue while maintaining the safety and viability of the 210 fleet. Terminating action in this instance can be a life-limit and part replacement program, or a damage tolerance-based inspection program.
                Cessna is moving forward with an engineering study to develop a damage tolerance inspection program which if successful will allow airplanes to remain in-service without spar replacement.
                  This program will include a flight strain survey, material tests of the spar cap and analysis of the data to complete crack growth models; and component testing to verify the residual strength capability of the spar cap with a crack.
             Since publication of this service letter, two additional airplanes have been found with a lower spar cap cracked. A summary of the incidents appears in the table below.

Inspection Requirements -

 Two types of inspection requirements are available based on operating usage and two additional types of inspections are available based on operating environment.
(1) Operating Usage
     (a) Severe Usage Environment
          1 If the average flight length is less than 30 minutes, then you must use the SEVERE
              inspection time limits.
          2 If the airplane has been engaged in operations at low altitudes such as pipeline
             patrol, fish or game spotting, aerial applications, police patrol, sightseeing, livestock
              management, etc. more than 30% of its life you must use the SEVERE inspection
             time limits.
    (b) Typical Usage Environment
        1 If neither 2(A)(1)(a)(1) or 2(A)(1)(a)(2) above applies, the TYPICAL usage
           environment applies.

                                                                           

(2) Operating Environment
    (a) Severe Corrosion Environment
         1 If the airplane is operating more than 30% of the time in a zone shown as severe on
            the corrosion severity maps in Section 2A-30-01, then the SEVERE CORROSION
            environment time limits apply.
    (b) Mild or Moderate Corrosion Environment
         1 If 2(A)(2)(a)(1) does not apply, then the MILD/MODERATE CORROSION
           environment time limits apply.
 After the operating usage and the operating environment are determined, make a logbook   entry that states which inspection schedules (TYPICAL or SEVERE operating usage and MILD/MODERATE or SEVERE operating environment) are being used.

Corrosion Characteristics

 Corrosion is the deterioration of a metal by reaction to its environment. Corrosion occurs because most metals have a tendency to return to their natural state.

Corrosion Characteristics

A. Metals corrode by direct chemical or electrochemical (galvanic) reaction to their environment. The following describes electrochemical reaction:

(1) Electrochemical corrosion can best be compared to a battery cell. Three conditions must exist before electrochemical corrosion can occur:

(a) There must be a metal that corrodes and acts as the anode (+ positive).

(b) There must be a less corrodible metal that acts as the cathode (- negative).

(c) There must be a continuous liquid path between the two metals, which acts as the electrolyte. This liquid path may be condensation or, in some cases, only the humidity in the air.

(2) Elimination of any one of the three conditions will stop the corrosion reaction process.

(3) A simple method of minimizing corrosion is adding a layer of pure Aluminum to the surface. The pure Aluminum is less susceptible to corrosion and also has a very low electro-potential voltage relative to the remainder of the alloyed sheet. This process is conducted at the fabricating mill and the product is called Alclad. Model 152 airplanes had sheet metal parts constructed of Al-clad sheet.

(4) One of the best ways to eliminate one of the conditions is to apply an organic film (such as paint, grease or plastic) to the surface of the metal affected. This will prevent electrolyte from connecting the cathode to the anode so current cannot flow and therefore, prevent corrosive reaction and was not available for production Model 152 airplanes.

(5) Other means employed to prevent electrochemical corrosion include anodizing and electroplating. Anodizing and other passivating treatments produce a tightly adhering chemical film which is much less electrochemically reactive than the base metal. Because the electrolyte cannot reach the base metal, corrosion is prevented. Electroplating deposits a metal layer on the surface of the base material, which is either less electrochemically reactive (Example:chrome on steel) or is more compatible with the metal to which it is coupled (Example: cadmium plated steel fasteners used in aluminum).

(6) At normal atmospheric temperatures, metals do not corrode appreciably without moisture. However, the moisture in the air is usually enough to start corrosive action.

(7) The initial rate of corrosion is usually much greater than the rate after a short period of time. This slowing down occurs because of the oxide film that forms on the metal surfaces. This film tends to protect the metal underneath.

(8) When components and systems constructed of many different types of metals must perform under various climatic conditions, corrosion becomes a complex problem. The presence of salts on metal surfaces (sea or coastal operations) greatly increases the electrical conductivity of any moisture present and accelerates corrosion.

(9) Other environmental conditions that contribute to corrosion are:

(a) Moisture collecting on dirt particles.

(b) Moisture collecting in crevices between lap joints, around rivets, bolts and screws.

Types of Corrosion

                          Common types of corrosion that are encountered in airplane maintenance are described here. In many instances more than one form of corrosion may exist at the same time. While this makes it difficult to determine the exact type of corrosion, it should still be possible to determine that a corrosive process is taking place. If it is impractical to replace an assembly or component, contact an authorized repair shop.

Direct Chemical Attack : Direct chemical attack may take place when corrosive chemicals, such as battery electrolyte, caustic cleaning solutions or residual flux deposits are allowed to remain on the surface or become entrapped in cracks or joints. Welding or soldering flux residues are hydroscopic and will tend to cause severe pitting. Any potentially corrosive substance should be carefully and completely removed whenever such spillage occurs.

 Pitting Corrosion : The most common effect of corrosion on polished aluminum parts is called pitting. It is first noticeable as a white or gray powdery deposit, similar to dust, which blotches the surface . 
             When the deposit is cleaned away, tiny pits can be seen in the surface. Pitting may also occur in other types of metal alloys.

 Intergranular Corrosion. : Intergranular corrosion takes place because of the nature of the structure of metal alloys. As metals cool from the molten state, a granular structure is formed. The size and composition of the grains and the material in the grain boundaries depend on several factors including the type of alloy and rate of cooling from the molten state or cooling after heat-treating.

         The grains differ chemically and may differ electrochemically from the boundary material. If an electrolyte comes in contact with this type of structure, the grains and boundary material will act as anode and cathode and undergo galvanic corrosion. The corrosion proceeds rapidly along the grain boundaries and destroys the solidity of the metal.

Exfoliation gives the appearance of sheets of very thin metal separated by corrosion products. It is a form of intergranular corrosion. Since the corroded products are thicker than the uncorroded aluminum, exfoliation shows itself by “lifting up” the surface grains of a metal by the force of expanding corrosion. This type of corrosion is most often seen on extruded sections, where the grain thicknesses are usually less than in rolled alloy form.
 Dissimilar Metal Corrosion.  Dissimilar metal corrosion occurs when dissimilar metals are in contact in the presence of an electrolyte. A common example of dissimilar metal contact involves the attachment of aluminum parts by steel fasteners.

Concentration Cell Corrosion : Concentration cell corrosion occurs when two or more areas of the same metal surface are in contact with different concentrations of the same solution, such as moist air, water and chemicals.The general types of concentration cell corrosion are identified as metal ion cells and oxygen cells.

Filiform Corrosion.: Filiform corrosion is a “concentration cell” corrosion process. When a break in the protective coating over aluminum occurs, the oxygen concentration at the back or bottom of the corrosion cell is lower than that at its open surface. The oxygen concentration gradient thus established, causes an electric current flow and corrosion results. Filiform corrosion results when this happens along the interface between the metal and the protective coating and appears as small worm-like tracks. Filiform corrosion generally starts around fasteners, holes and countersinks and at the edge of sheet metal on the outer surface of the airplane. Filiform corrosion is more prevalent in areas with a warm, damp and salty environment.

 To help prevent filiform corrosion development, the airplane should be:

(a) Spray washed at least every two to three weeks (especially in a warm, damp environment).

(b) Waxed with a good grade of water repellent wax to help keep water from accumulating in skin joints and around countersinks.

(c) Keep the airplane hangared to protect it from the atmosphere.

(d) Fly the airplane to promote aeration of enclosed parts.

(e) Ensure all vent/drain holes are open to ventilate the interior of airplane.

(3) To remove filiform corrosion once it has been discovered:

(a) Remove paint from corroded area.

(b) Remove corrosion by sanding area to metal surface, using either a ScotchBrite pad or 320 grit sandpaper (aluminum oxide or silicone carbide grit).

(c) Clean and refinish surface.

I. Stress Corrosion Cracking.

(1) This corrosion is caused by the simultaneous effects of tensile stress and corrosion. The stress may be internal or applied. Internal stresses are produced by nonuniform shaping during cold working of the metal, press and shrink fitting general hardware and those induced when pieces, such as rivets and bolts, are formed. The amount of stress varies from point to point within the component. Stress corrosion is most likely to occur at points of highest stress, which are also subject to corrosion influence.

J. Fatigue Corrosion.

(1) Fatigue corrosion is a special case of stress corrosion caused by the combined effects of cyclic stress and corrosion.

Determination of the Corrosion Levels

A. Find the Corrosion Levels.

(1) Corrosion found on a structure when you use the Corrosion Program and Corrosion Prevention 7(CPCP) Baseline Program will help find the extent of the corrosion.

(2) The second and subsequent inspections will find how well the CPCP program has been prepared or if there is a need to make adjustments to the Baseline Program.

(3) A good quality CPCP is one that controls corrosion to Level 1 or better.

(4) If Level 2 corrosion is found during the second or subsequent inspection, you must do something to decrease the future corrosion to Level 1 or better.

(5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion to Level 1. Also, a plan to find or prevent Level 3 corrosion in the same area on other airplanes must be added to the CPCP.

(6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of the part thickness) is Level 1 corrosion.

(7) If all corrosion is Level 1, the CPCP is correctly prepared.

(8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2.

(9) If the part is not airworthy because of the corrosion, you must do an analysis to find out if the corrosion is Level 3.

(10) The chart found in this section will help find the level of the corrosion.

(11) The probability that the same problem will occur on another airplane is dependent on several factors such as: past maintenance history, operating environment, years in service, inspectability of the corroded area and the cause of the problem