Cessna Single Engine Safety Initiative

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Cessna Single Engine Airplanes

ƒ 145,000 produced between 1946-1986

ƒ Average age is 42 years old
ƒ Certified CAR 3
ƒ Made of aluminum
ƒ Flown 100-150 hours annually

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Cessna Single Engine Airplanes

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 General Aviation
Sixty percent of active
single engines are Cessna
airplanes

2009 Single Engine Usage - Active US Aircraft

Total of 141,000 Airplanes Representing All Manufacturers
Source: FAA General Aviation and Part 135
Activity Surveys - CY 2009
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Single Engine Safety Initiative
ƒ Cessna has developed a structural inspection
program to assure the continued safe operation of
single engine airplanes
ƒ Visual inspection techniques are utilized to detect
à Corrosion
C i
à Cracks caused by metal fatigue

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Single Engine Safety Initiative
ƒ Why Inspect?
à Corrosion ((rust)) and metal fatigue
g are inevitable

à Corrosion and metal fatigue reduce the load

carrying capability of the airframe
à Like
Lik people,
l airplanes
i l age, andd more ffrequent
and intrusive inspections are required to
maintain health ((safety)
y)

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Visual Inspections

Undetectable Detectable Hazardous

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Visual Inspections

Undetectable Detectable Hazardous

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Visual Inspections

Undetectable Detectable Hazardous

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Visual Inspections

Undetectable Detectable Hazardous

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Single Engine Safety Initiative

ƒ Visual Inspections Work

à Fifty percent of 300/400 series wing/fuselage attach
fittings needed to be replaced Corrosion

Crack

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What is Corrosion?

ƒ Corrosion is the attack on metal by an

electrochemical reaction to the surrounding
environment
ƒ Electrochemical corrosion can best be compared
p
to a battery cell
à In order for corrosion to occur, the following must be
present:
pA metal that gives up electrons (anode)
pA
A metal that will accept electrons (cathode)
pAn electrical connection between the two metals (metal-to-
metal contact)
pA conductive liquid – typically water with some chemical
impurity (salt, acid, chemical, etc.)
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What is Corrosion?

ƒ Pure aluminum is
à Highly resistant to corrosion
à Too soft to be used as a structural material
ƒ Thus airframes are made of various high-strength
g g
aluminum alloys
à The most common aluminum alloy used in airframes is
“2024”
à "2024“ is composed of 95% aluminum, 4% copper, and
small amounts of manganese and molybdenum

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What is Corrosion?

ƒ 2024-T3 (aluminum sheet) has:

à Excellent strength and
toughness properties
à Three of the four
requirements for
Corrosion
corrosion to occur
à The only thing missing
is the conductive
liquid (electrolyte)

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Corrosion Prevention

ƒ Thus, the key to corrosion prevention is to keep the

airframe free of moisture
ƒ A major contributing factor to corrosion is the
environment
à Aircraft that operate in coastal environments are more
susceptible to metal corrosion
pWhile water vapor already has a corrosive effect, the
water vapor and salt combination found in coastal
environments creates a powerful corrosive agent
à Aircraft that operate in areas that contain high amounts
of industrial particles and fumes in the atmosphere also
are more susceptible to corrosion

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Corrosion Prevention

ƒ There are several common options available to

shield the aluminum from electrolytes including:
à Cladding
à Chemical Treatments
à Sealants
à Corrosion Prevention Compounds (CPCs)

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Corrosion Prevention

ƒ Cladding
à 2024 sheet can be coated ("clad")
( clad ) with very thin
layers (.001”) of pure aluminum to protect from
corrosion
pThe resulting material is known as "2024-T3 Alclad"
à The sheet material is vulnerable when the cladding
i compromised
is i d
pAt edges, drilled rivet holes, or if it is scratched
pMost
Most airframe corrosion occurs at seams and joints,joints which
is why cladding alone is not sufficient
pAdditional steps are necessary to protect seams, holes,
and un
un-clad
clad parts from exposure to electrolytes

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Corrosion Prevention

ƒ Chemical Treatments
à Alodine or other chemical treatments are used to
enhance the corrosion resistance of the pure aluminum
cladding
ƒ Sealants
à Paint is the most commonly used sealant for corrosion
protection
pModern polyurethane aircraft paints create a thick,
impenetrable barrier that effectively keeps moisture away
from the metal, and lasts a long time -- 10 years or more
pA good paint job is the best defense against airframe
corrosion

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Corrosion Prevention

ƒ Sealants
à Paint only protects the exterior of the airframe
à It is difficult to paint the inside of an airframe once it is all
riveted together
à The airframe interior of most pre-1986 airframes were
not painted (primed)
ƒ Corrosion Preventive Compounds (CPCs)
à Effective means for protecting those parts of an airframe
that were not originally protected from corrosion

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Corrosion Prevention

ƒ Corrosion Preventive Compounds (CPCs)

à Guidelines for application and use of CPCs will be
provided in the revised Service Manual
pCPCs must be reapplied periodically
à The following CPCs are approved for use on Cessna
airplanes
Dry film compounds: AV-8, AV-15, AV-30, Cor-Ban 22,
Cor-Ban 23 and Cor-Ban-35
Non-dry
Non dry grease: Cor-Ban
Cor Ban 27L

Non-dry oil: Corrosion X

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Corrosion Prevention

ƒ Continual inspections and preventative

maintenance are required to keep the airframe
metal from corroding
à Thorough rinsing and cleaning of airplane will remove
salt and other corrosive agents
pExposed areas such as the landing gear and wheel wells
need extra attention
attention, as well as any other joints
joints, gaps
gaps, and
hinges where debris collects
à Chipped or delaminating paint needs to be properly
striped
t i d or sanded
d d and
d re-painted
i t d
à During severe weather or wet conditions, airplanes
should be covered and sheltered

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Results of Corrosion

ƒ Corrosion is responsible for approximately

à 7% of the airworthiness directives
1
à 20% of service difficulty reports (SDRs)
ƒ Corrosion can be deadlyy
à Corrosion contributed to 91 accidents/incidents in the
2
United States between 1983 and 1994
à These and other accidents have resulted in hundreds of
3
fatalities
ƒ As airplanes continue to age
age, these numbers are
likely to increase
1
S if S
Swift, S., “R
“Rusty Di
Diamond”,
d” 24th ICAF Symposium,
S i May
M 2007.
2007
2
Hoeppner D,, Chandrasekaran V., Taylor A., “Review of Pitting Corrosion Fatigue Models”, 20th ICAF Symposium, 1999.
3
Aviation Safety Network Database, http://aviation-safety.net/index.php
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Corrosion and Metal Fatigue

ƒ Corrosion and metal fatigue both reduce the load

carrying capability of the airframe
ƒ Corrosion and fatigue are not entirely independent
processes - corrosion affects the expected
p p fatigue
g
life of airframe parts
à Corrosion pitting creates a stress concentration which
leads to crack initiation and potentially faster crack
growth
à Corrosion reduces the thickness of a part and therefore
increases the stress in the part

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Corrosion Examples

ƒ Cabin Interior – All Models

ƒ Models 177/210 Cantilever Carry-Thru
ƒ Models 177/210 Cantilever Wing Attachments
ƒ Model 200 Series Elevators
ƒ Main Landing Gear – All Models
ƒ Strut Braced Wings
ƒ Airframe Ribs – All Models

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Cabin Interior – All Models

ƒ Cabin is susceptible to corrosion given that it:

à May leak when it rains
à May be stored in un-insulated hangar or on the flight line
à Stays warm as the airplane goes through thermal cycles
during flight
|Condensation will form on the interior skin
|Moisture
Moisture is absorbed by insulation and upholstery materials
à Not often treated with corrosion prevention products
à Headliner is not always
y removed during g an annual

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Cabin Interior – All Models

Corrosion

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Models 177/210 Cantilever Carry-Thru

ƒ Provides the primary means of carrying wing loads

across the fuselage
ƒ Made of 2014-T6 material
à High
g strength
g material but is very
y susceptible
p to corrosion
ƒ Corrosion occurs when
à Ducting
g contacts lightening
g g holes in beam,, or
à Moisture accumulates on I-beam surface
ƒ Limited repairability

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Models 177/210 Cantilever Carry-Thru

Carry-Thru Beam

Corrosion

Corrosion

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Models 177/210 Cantilever Carry-Thru

Corrosion

Corrosion

Corrosion Pitting
g

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Models 177/210 Cantilever Wing Attach
ƒ Primary load carrying member
ƒ Corrosion is common on the carry-thru
y lugs
g and
the wing attach fittings
à Tight fitting faces act as a moisture trap
ƒ Made of 2014-T6 material
à High strength material but very susceptible to corrosion

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Models 177/210 Cantilever Wing Attach

C
Corrosion
i Pitti
Pitting
Carry-Thru Spar Lug

Corrosion Pitting
Wing Attach Fitting
Corrosion Pitting
Wing Attach Fitting

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Model 200 Series Elevators
ƒ Foam filled trim tab and foam filled trailing edge
à Absorbs moisture
pResults in corrosion
pChanges elevator balance
à When trim tab skin thins due to corrosion
corrosion, the actuator
can pull the fasteners through skin and disconnect
à Not repairable
p
à Inspect for pinholes, surface roughness, bubbling
à FAA SAIB CE-05-27R1 recommends replacement of tab
and trailing edges with non foam filled parts

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Model 200 Series Elevators

C
Corrosion
i

Hole caused
byy corrosion

Crack

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Main Landing Gear
ƒ Made from 6150M
High-Strength Steel
ƒ A pit as small as .005”
can initiate a fatigue
crackk which
hi h will
ill result
lt
in fracture of the gear
ƒ Keep
K surface
f painted
i t d
with polyurethane Rust
paint and blend out
pits per Service Model 182 Flat Spring Gear

Manual

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Main Landing Gear

.017” Pit

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Strut Braced Wing Front Spar
ƒ Wing spar made
from several sheets
of 2024-T3
aluminum clad
riveted together
ƒ Strut attaches at
wing splice joint
ƒ Corrosion observed
in underlying
sheets

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Strut Braced Wing Front Spar
ƒ Corrosion is often indicated by the discovery of a
missing rivet
à If rivet is missing, corrosion is likely to be severe
ƒ Australia asks owners to remove leading edge
after
f 15 years, iinspect andd reassemble
bl with
i h primer
i

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 Strut Braced Wing Front Spar

Front Spar

Doubler

Source: CASA General Aviation Aircraft Corrosion

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 Strut Braced Wing Front Spar

Spar Splice
Source: CASA General Aviation Aircraft Corrosion
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Strut Braced Wing Front Spar

Front Spar

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 Airframe Ribs

Corrosion

“A repair station found severe corrosion in

the front and rear wing to fuselage
Missing Rivet attachments There was so much corrosion
attachments.
(many of the rivets had broken off the wing’s
rear attachment), and when the corrosion
was removed many more rivets fell out.
Thee vertical
e t ca stab
stabilizer
e was
as ope
openeded up aandd
more significant corrosion was found.”

Source: FAA Maintenance Alert 43-16A, May 2006

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Metal Fatigue

ƒ Aviation has had to address metal fatigue in the

design and inspection of airframes since 1954
ƒ Fatigue can be deadly
à Metal fatigue
g contributed to 2240 deaths in 1885
1
airplane accidents between 1927 and 1980
pThe five most common fatigue crack initiation sources in
these accidents were: (1) boltbolt, stud or screw; (2) fastener
or other hole, (3) fillet, radius or sharp notch; (4) welds
and (5) corrosion
à Over 700 people have died in fatigue related accidents
2
since 1980
1
Campbell and Lahey 1984,
1984 ‘A Fracture , International Journal of
A Survey of Serious Aircraft Accidents Involving Fatigue Fracture’
Fatigue, January 1984
2
‘Investigation into Ansett Australia Maintenance Safety Deficiencies and the Control of Continuing Airworthiness of
Class A Aircraft’, Appendix 8 from the Australian Transport Safety Bureau’s web site, www.atsb.gov.au.

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What is Metal Fatigue?

Fatigue Under Microscope Typical Fatigue Failure

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Metal Fatigue

ƒ Due to some high-profile accidents caused by

metal fatigue FAA Regulations have changed
through the years in order to improve safety. Each
accident led to:
à Changes in certification requirements
à Changes in existing inspection programs

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 FAA Regulations
g Through
g the Years
e Accidents

Comet Dan Air

1954 Aloha Airlines Beech T-34
1977 1999-2004
F111 1988
High-Profile

1969

1950 1960 1970 1980 1990 2000

CAR FAA
ations/Policies
CAR//FAA Part 23

Wing Fatigue
Evaluation 1969
AC91-82 Fatigue
Instructions for Management
Continued Program 2008
Airworthiness 1980
Regula

M210 Certified Fuselage Fatigue

1959 Evaluation 1965 Empennage
na

Fatigue
g
Cessn

M172 Certified M206 Certified Evaluation 1989

1955 1963

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How to Control Metal Fatigue
g
ƒ Primary questions to ask

Yes
When will Where will Can cracks be
Inspect
it crack? it crack? found early
enough?
h

No

Modify or Retire
Structure Before
Cracks Start

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How to Control Metal Fatigue
ƒ When will it crack?
ƒ S
Suppose 1000 identical
id ti l wing
i spars were ffatigue
ti
tested with the same loads
ƒ Assume the average wing spar breaks at 10,000 hrs
ƒ They won’t all break at the same time
300
Action Required
250
umber Broken

200

150
Average
Nu

100

50

0
0 2500 5000 7500 10000 12500 15000 17500 20000
H
Hours

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How to Control Metal Fatigue
g
ƒ Primary questions to ask

Yes
When will Where will Can cracks be
Inspect
it crack? it crack? found early
enough?
h

No
1 Analysis
1. A l i
Modify or Retire
2. Testing Structure Before
Cracks Start
3. Field Experience

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Metal Fatigue Examples

ƒ 200 Series Horizontal Stabilizer

ƒ 200 Series Aft Bulkhead
ƒ Models 177/210 Cantilever Carry-Thru

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200 Series Horizontal Stabilizer Front Spar

Cracks in
Spar Web

Crack

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200 Series Horizontal Front Spar Attach

Crack

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200 Series Horizontal Stabilizer Trim
Actuator Brackets

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 200 Series Aft Bulkhead

Crack

Source: FAA Maintenance Alert 43-16A, May 2011

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Models 177/210 Cantilever Carry-Thru

Cracked Carry-Thru
Center Lug
L g

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Inspection Program Details

ƒ Inspections
à Based on field history
à Reviewed by customer focus group
ƒ Inspection
p Details
à Corrosion prevention and control program
pDirected visual inspections for corrosion completed during
annual
à ~15-20 visual inspections to inspect for cracks
pBorescope and magnifying glass required to complete
inspections
à ~5 inspections based on existing service bulletins

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Inspection Program Details

ƒ Specialized NDI techniques required

à When corrosion is found
à When cracking is suspected
à When required by existing service bulletin
à For high time airplanes (12,000+ hours) or severe usage
airplanes (6,000+ hours)
ƒ Single
Si l E Engine
i NDI training
i i program iis available
il bl
à Developed and taught by National Center for Aviation
Training (NCAT)

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Single Engine NDI training program
ƒ Instruction
à Beginning Summer 2012 all but 40 hours of the training
program will
ill be available
a ailable online
à NCAT will travel to other locations including foreign
pp this p
countries to support program
g as required
q
à NCAT will provide equipment and commercially
available standards when training is completed at their
facilityy

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NDI Training Program

ƒ Minimum Classroom Training Requirements -

some requirements may be completed on-line
on line
à Penetrant Inspection (16 hours)
à Magnetic Particle Testing (16 hours)
à Eddy Current (40 hours)
à Ultrasonic Testing (40 hours)
p (NCAT will review a reduced training syllabus for UT when
direct reading thickness gauging)
ƒ Completion of training will qualify individual to
perform NDI inspections on Cessna single engine
airplanes
à Equivalent of a level 1 NDI technician
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Inspection Program Availability
ƒ Revised inspection program will be published
in the airplane service manual
à 200 Series airplanes – November 2011
à 100 Series airplanes – April 2012
à Compliance Date
p200 Series airplanes – December 2013
p100 Series airplanes – June 2014

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Conclusion

ƒ Safety is a partnership between owners,

manufacturers and the FAA

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Conclusion
ƒ Report anomalies to the manufacturer customer
service
à Corrosion
à Cracks in major structural elements
à Suspect
S t repairs
i
ƒ Send pictures!!

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