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Maintenance Tips

MSB from Cessna horizontal stab attach fittings
Author Last Post
You are very welcome.

  As I get my business going (www.bentleyair.com) seeing how the money is not flowing in, I have decided to fill the bucket up this summer flying Beavers on floats in Alaska for a fishing lodge. I have done this in the past and the chance came up so I thought if I do not do it now I never will do it. I hope my boys and father will have a chance to come up and visit, I will also be keeping my website News page up dated on the flying I do and the fish I catch and get back to the business in September. I will also be flying my 180 up to Alaska in May, my first flight after a two-year rebuild and at least 20 years of the aircraft sitting might be as early as next week.

             I will keep in touch through the 180/185 web site as well as Backcountry Pilot.



                          Thanks and keep the oily side down.
                                            John

On Sat, Apr 21, 2018 at 7:51 AM, Mike Roark (mdroark73@yahoo.com) <mailer@mail2.clubexpress.com> wrote:
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Thanks John!

 
Thanks John!
 
  When re-tensioning the cables just make sure the rudder is in neutral and the rudder pedals are even, tension the cables and before you safety them and then check rudder deflection the rudder travel should be good that is if it was good to begin with. If you can get the tail wheel off the ground it will help checking travel.

            John
               www.Bentleyair.com

On Sat, Apr 14, 2018 at 6:04 AM, Mike Roark (mdroark73@yahoo.com) <mailer@mail2.clubexpress.com> wrote:
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Good morning all. My tail has been off for a few months and finally going back together after finding a crack in the aft stabilizer hinge bracket and replacing as well as servicing the jackscrews. My question is when installing the rudder on this 1980 185 is it necessary to go through the complete rudder rigging procedure since the rudder cables were just loosened or just get proper tensions? I have a cargo pod installed and disconnecting the bungee and setting rudder trim stops is no small feat for a rather inflexible old guy. Any thoughts?

 
Good morning all. My tail has been off for a few months and finally going back together after finding a crack in the aft stabilizer hinge bracket and replacing as well as servicing the jackscrews. My question is when installing the rudder on this 1980 185 is it necessary to go through the complete rudder rigging procedure since the rudder cables were just loosened or just get proper tensions? I have a cargo pod installed and disconnecting the bungee and setting rudder trim stops is no small feat for a rather inflexible old guy. Any thoughts?
 
 Jeff,
   I noticed the same thing when I removed my horizontal, the Teflon should remain tight in the horizontal bracket and the bushing tight to the tail bracket so the movement is between the Teflon and the bushing. There is not much movement there and it is no wonder they get stuck. If you have access to a lathe you can make a teflon bushing that will fit the ID of the hole and then ream the teflon to fit the bolt or just buy a new teflon bushing. If the Teflon was moving because it was stuck to the bearing the wear will be on the teflon so the wear to the bracket will be minimal. What I found was that the bolt holding the bushing had been lose and had egged the hole in the bracket, I made a small bushing on my lathe and pressed it in and reamed the hole to the bolt size and now no more play. I am not sure about all 180's have the same set up. 

          Let me know how it turns out.

                    Thanks

                     John
                         www.bentleyair.com

On Mon, Apr 9, 2018 at 10:12 AM, Jeff Wolding (jwolding@sbcglobal.net) <mailer@mail2.clubexpress.com> wrote:
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John,

We have my tail apart as you suggested and found the teflon bushings in the stabilizer attach brackets float slighltly back and forth and are seized to the inner spacer.  Is it typical for the teflon bushings to have a bit of side to side movement?  Are the bushings and spacers the same part number for all year 180s?

Luckily haven't found any cracks in any of the parts requiring inspection.

Thanks
Jeff Wolding

 
John,

We have my tail apart as you suggested and found the teflon bushings in the stabilizer attach brackets float slighltly back and forth and are seized to the inner spacer.  Is it typical for the teflon bushings to have a bit of side to side movement?  Are the bushings and spacers the same part number for all year 180s?

Luckily haven't found any cracks in any of the parts requiring inspection.

Thanks
Jeff Wolding
 
 So in order to get a good look at the fittings, you have to remove the elevators, rudder, vertical, and the horizontal, clean, inspect, repaint as necessary and reassemble and check rigging. This also good time to look at jack screws and chain, elevator and rudder bearings as well, so if you were just doing just the inspection I would think about 500.00, if you were doing the annual at the same time I would charge a little less. There is a good 4 to 6 hours in labor just removing and installing the tail. It is good for the resale value and just a piece of mind.

              John 
              www.Bentleyair.com

On Fri, Apr 6, 2018 at 12:32 PM, Stuart F (Swfraley@gmail.com) <mailer@mail2.clubexpress.com> wrote:
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How much time would this MSB add to the next annual?

 
How much time would this MSB add to the next annual?
 
  Recommend to do during an annual inspection, not mandatory. A careful inspection using a borescope with will help in the mean time for a little piece of mind but to comply you need to remove the tail. I offer a fixed price during an annual.

           Bentley Air
                 John Bentley

On Tue, Mar 6, 2018 at 9:20 PM, pnb987pb (pnb987pb@me.com) <mailer@mail2.clubexpress.com> wrote:
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That’s correct. Not mandatory for Part 91 but a damn good idea to get it done. Many cracks have been found.

Paul Brown

Sent from my iPhone

On Mar 6, 2018, at 15:28, Dstone (stonemtn737@aol.com) <mailer@mail2.clubexpress.com> wrote:

Correct me if I'm wrong, but even though the Service Bulletin says "mandatory", it is not mandatory if you are operating Part 91 and not for hire.  Only ADs are truly "mandatory".
This is not to say the inspection shouldn't be done...

 
That’s correct. Not mandatory for Part 91 but a damn good idea to get it done. Many cracks have been found.

Paul Brown

Sent from my iPhone

On Mar 6, 2018, at 15:28, Dstone (stonemtn737@aol.com) <mailer@mail2.clubexpress.com> wrote:

Correct me if I'm wrong, but even though the Service Bulletin says "mandatory", it is not mandatory if you are operating Part 91 and not for hire.  Only ADs are truly "mandatory".
This is not to say the inspection shouldn't be done...
 
Correct me if I'm wrong, but even though the Service Letter says "mandatory", it is not mandatory if you are operating Part 91 and not for hire.  Only ADs are truly "mandatory".
This is not to say the inspection shouldn't be done...
 
I'll be doing it next month on mine. We did have the vertical and horizontal off last year, replacing bushings and hardware and overhauling the jackscrews.  


Bob
N704L
 
I was also looking at the "STABILIZERS - TAILCONE AND HORIZONTAL STABILIZER INSPECTION, SEL-55-01.
It is a MANDATORY inspection. Must be accomplished at the next 100 hour or 12-month (annual-type) inspection, whichever occurs LATER.

https://support.cessna.com/custsupt/contacts/pubs/ourpdf.pdf?as_id=49452

Please don't quote me as this is just my very uneducated take on it, but I interpret it to say:
Remove tail fairings
Remove tailwheel stinger
Disconnect Rudder Control Cables and Bellcrank Tube
Lift Horiz Stab, may have to remove it
Clean, Inspect and put it all back together 
Fill out form and send it to Textron 
Logbook entry, etc.

So my question is:
While doing all of this are there other suggestions by some of our more experienced owners as to further maintenance in this area?
Thanks
 
I recently received an MSB from Cessna relating to my 180A. It requires an inspection of the tailcone and horizontal stab attach brackets, etc. I recall an older SAIB for a similar inspection that was applicable to float/ski equipped airplanes. Does anyone know the backstory on this newer MSB? Has anyone done it, and with what findings? I don't want to fail to do something that's really an issue, but I also don't want to do it if there was just one airplane found with cracks.
 
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