Got *that* call today...

Well, the 172 went into annual this Monday. Only 35 hours on the clock
this year (criminal, I know). But I rationalized that number by figuring
there wouldn't be any surprises this week. Hehe. Boy was I wrong.

Yea, I knew going in that we'd have to pull the prop because our hub got
caught by a Hartzell AD. Courtesy of a blue light special from Hartzell
(bless their selfless hearts), the hub was 50% off for a limited time.
Add a reseal + shipping, and we're talking 2.2 AMUs for that alone.

Aside from a few minor issues we figured the annual inspection +
incidentals would run less than 2 AMUs as it usually does, or a bit over
4 AMUs.

And then I got the call.

Cracks in the spar of the horizontal stabilizer. Looks like we'll need
to send it out and have a new spar installed, which means a strip and
repaint so it doesn't look like garbage. He also found cracks in the
flap that, while not as critical, are best addressed at the same time
with new skins. Both parts can share the shipping crate and we'll be
mixing paint anyway...

The IA says the spar cracks are a fairly common issue with 172s. I knew
something like this plagued C150s (there was an AD on it), but regarding
the 172 this was news to me. Has anyone with a 172 or 182 been hit by
this?

If so, was there any means of compliance OTHER than a new spar?

Where did you have the work done?

What did it cost?

Thanks,

Doug
http://www.dvatp.com/

In article ,
Doug Vetter wrote:

The IA says the spar cracks are a fairly common issue with 172s. I knew
something like this plagued C150s (there was an AD on it), but regarding
the 172 this was news to me.

The easiest way to turn a 172 around on the ramp is to push down on the
horizontal stab until the nosewheel comes off the ground, then spin it
around wherever you want it.

It sounds like a great plan until your mechanic tells you your horizontal
stab spar has cracks in it.

In article ,
Roy Smith wrote:
In article ,
Doug Vetter wrote:

The easiest way to turn a 172 around on the ramp is to push down on the
horizontal stab until the nosewheel comes off the ground, then spin it
around wherever you want it.

That's why I was taught to push down on the spine.

--
-Ed Falk,
http://thespamdiaries.blogspot.com/

"Edward A. Falk" wrote in message
...
That's why I was taught to push down on the spine.

And why I was taught to always use the towbar. I haven't seen anyone push
down on a Cessna's tail in decades.

Vaughn

Vaughn Simon wrote:
"Edward A. Falk" wrote in message
...
That's why I was taught to push down on the spine.

And why I was taught to always use the towbar. I haven't seen anyone push
down on a Cessna's tail in decades.

When I was in flight training for my private I flew 152s. It was common
practice to push down on the spine to spin it. However it was strictly
prohibited to do on the 172s. Now they prohibit doing it on the 152s as
well because too many people push down too hard smacking the tail into
the ground.


-m
--
## Mark T. Dame
## CP-ASEL-IA, CFI-A, AGI
## insert tail number here
## KHAO, KISZ
"Outside of the killings, Washington has one of the lowest crime
rates in the country."
-- Marion Barry, Mayor, Washington, D.C.

"Vaughn Simon" wrote in message
...

"Edward A. Falk" wrote in message
...
That's why I was taught to push down on the spine.

And why I was taught to always use the towbar. I haven't seen anyone
push down on a Cessna's tail in decades.



Didn't have a tow bar for the Cessna I flew. But it just took a little push
to pop the tailwheel out of the detent, then it was real easy to move.
;-)
--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

On Feb 29, 5:23 am, "Vaughn Simon"
wrote:
"Edward A. Falk" wrote in ...

That's why I was taught to push down on the spine.

And why I was taught to always use the towbar. I haven't seen anyone push
down on a Cessna's tail in decades.

Vaughn

And that's why Cessna has installed retractable pull-out handlebars in
the sides of the fuselage, just in front of the tail, on some later
model 182's. I don't know if this was standard or an option, but my
neighbor's 1978 C182 has them and they're quite handy for turning the
plane around in a tight area. It does take both of us to push down on
the handlebars enough to raise the nosewheel off the ground since the
182 is such a noseheavy beast. Too bad they didn't have these
handlebars as standard equipment on all 172's and 182s from the
beginning.

wrote:


And that's why Cessna has installed retractable pull-out handlebars in
the sides of the fuselage, just in front of the tail, on some later
model 182's. I don't know if this was standard or an option, but my
neighbor's 1978 C182 has them and they're quite handy for turning the
plane around in a tight area. It does take both of us to push down on
the handlebars enough to raise the nosewheel off the ground since the
182 is such a noseheavy beast. Too bad they didn't have these
handlebars as standard equipment on all 172's and 182s from the
beginning.

Actually, that's an aftermarket mod, never was a factory option. See:

http://www.basinc-aeromod.com/

It's intended for taildragger's, but a good idea for nosedragger's, too!

Happy Flying!
Scott Skylane

And then I got the call.

Every owner dreads that call. I think this is one main reason I have always
done owner-assisted annuals. It keeps me close to the action, and I don't
have to worry about "the call"...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Jay Honeck" wrote in message
news:5gLxj.54596$yE1.25832@attbi_s21...
And then I got the call.

Every owner dreads that call. I think this is one main reason I have
always done owner-assisted annuals. It keeps me close to the action, and
I don't have to worry about "the call"...

So I guess for you Jay, it's a tap on the shoulder. "Umm Jay? Take a look at
this..."

Same damage to the wallet, no?

Marco