"Some SBs become mandatory because of a subsequently issued AD, "...

Tell me about it. Years ago, there was a service bulletin on the Seneca for
the landing gear trunions. Some operators were reporting cracks. The S.B.
beacame an A.D. I had just over 2000 hours on the trunions, and they had to
be replaced. (They had already been magnafluxed several times, with no
cracks found).
$5000 spent fixing that one.
wrote in message
news:tcnkg.9854$db5.4007@trnddc03...

On 15-Jun-2006, Otis Winslow wrote:

Wait till SBs become mandatory by regulation .. which is in the works.
It's going to cost $1000 plus per hour to operate these old planes. And
the value of them is going straight in the toilet.


Some SBs become mandatory because of a subsequently issued AD, but by
themselves they are, from a legal standpoint, voluntary. That said, my
feeling is that SBs generally address serious issues that soul be dealt
with
by careful pilots/owners.

In the 10 years I have co-owned our Arrow IV, the various Piper- and
Lycoming-issued SBs affecting our plane have had quite modest cost
implications. Unfortunately, the SB dealing with cracked wing ribs caught
us -- not because of the cost of the inspection, which took about 2 hours
of
A&P labor (if done at the time of an annual), but because it revealed some
cracks. The cracks make the airplane un-airworthy, SB or no SB. So in
effect, the big cost is not in complying with the SB, but rather in
repairing the damage that performing the SB uncovered.

Yes, older airplanes generally have more maintenance issues. Things wear
out. But properly maintained, their values generally, on average, have
more
than kept pace with inflation. Consider, for example, Bonanzas from the
'70s and '80s. They require lots of expensive maintenance but their
values
keep climbing, or at least hold firm, year after year.

-Elliott Drucker