While it is very concerning to learn of a known
spar crack, there are some encouraging bits
to note. This wing had what anyone would
consider to be extreme spar damage, and
yet it was still flying. Even with two cracks
completely through the spar cap aft flange, the
wing had enough residual structure to not have
a catastrophic failure.
If the information about crack growth learned
from research on the 210 spar cap is applicable
to the 177, then frequent visual inspections
should locate any safety concerns well before
ultimate failure is reached. The key is to be sure
someone looks.
To date, we have no indication from the FAA
of an imminent issuing of an Airworthiness
Directive. That doesn’t mean we shouldn’t go
take a look just in case. We’d recommend
the area be thoroughly cleaned and visually
inspected at least at every annual. In truth, this
should be a simple five minute part of every
inspection. The only special tools involved
are a flashlight and a mirror. It’s a very small
investment that could yield big returns.
The following pages contain SAIB CE-1611 and the first page of Service Letter 57-03.
The complete Service Letter can be found on
our website at: http://cessna.org/component/
docman/doc_download/2655-sel-5703?Itemid=
Paul New is the owner of Tennessee
Aircraft Services in Jackson, TN and
a CPA member. Paul is a pilot, A&P/
IA mechanic and 2007 National AMT
of the year. Paul also teaches CPA
Systems and Procedures Seminars.
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