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#1
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As I have stated in an earlier message, my super skyrocket, 374DN, @ 32" M.P., 2400 RPM, @ 2000 feet MSL, nose down 200 FPM, @ 1000 feet MSL = RED LINE [VNE]
OAT = 85 F, DP 52, SMOOTH AIR, dead still ... Jack 
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#2
03-14-10, 12:56 AM
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I was looking at Cessna Skymaster Videos on U-tube and came across a video of someone making a high speed low pass. I noticed that the aircraft made a sharp turn close to the ground before the pass. I wondered if this is what the pilot was trying to do when the accident occured.
http://www.youtube.com/watch?v=c3KyePDEoQQ Karl
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#4
03-16-10, 01:54 PM
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Cessna News Letter
There is a reference to Cessna Service Newsletter SNL06-6, FAA Approved Supplemental Type Certificates (STC’s) and FAA-PMA Approved Parts.
I am attaching the News Letter It's interesting to note, that in 2006, they were developing SIDs. Last edited by WebMaster : 03-16-10 at 02:00 PM.
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#6
03-17-10, 10:12 AM
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Crash
I have already recieved a service bulletin from the FAA concerning this crash. It states the failure at station 150 in wing. They stated every one should check if you had the modification of wing extention with fuel tanks and winglets installed. They want you to check ribs, check for wrinkled skin beyond station 150 and check for smoking rivots. The crashed 337 was a G model. I was wondering if on the models G and H that have 148-150 gallon tanks you have more weight on end of wing. Do the earlier models before G have more ribs in wing at that point were the factory installed the standard 150 gallon tanks. The more weight you hang on the end of wing the more stress it adds beyond the strut support. The aircraft that crashed also had the 550 engines with turbos capable of more power and with 2 of these engines weighing over 700 pounds more that my IO-360. Add wing extension with tanks that might be full, winglets and 5 people. He was at or over gross weight. You do the math.
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#7
03-17-10, 04:59 PM
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Dale,
The NTSB report indicates the wing severed at WS 177 not 150. The Special Airworthiness Information Bulletin (SAIB) mentioned WS 150 for inspection. 150 is the aileron attachment point and 177 is outboard one rib. The incident aircraft was a Riley Super Sky Rocket which had the TSIO-520's not the 550's. These were rated at 300 HP each. All, Just a point about the SAIB, if anyone has the extended wing fuel tanks and / or the winglets make sure you inspect the areas described in the SAIB above. I suggest that you do it sooner rather than later to make sure there is no indication of potential issues as the SAIB points out. I have just completed my annual and I have the winglets but DO NOT have extended wing fuel tanks. While performing the annual this year I had a copy of the 23 SID's that Cessna is proposing and a copy of the NTSB report on the incident aircraft in New Jersey. I can say that this annual inspection was the most thorough inspection that I have ever done. With the SID's in mind, it created a better and more thorough desire to look harder at components. With the NTSB report I was concerned about the incident with the wing and made sure that a closer inspection of those areas were covered. The first flight after the annual was Monday and the SAIB was published Tuesday. Craig and I went back to the aircraft and checked all the items on the SAIB. Everything checked ok. So if you have these mods check the areas on the SAIB. Here is a quote from the SAIB about the incident aircraft: The subsequent investigation revealed there have also been reports from the field of wrinkled skins, working rivets, cracks, and loose wing tips. This concerns me, make sure you check your aircraft for these items. Even if you don't have the mods it wouldn't hurt to take a few minutes to look this on your aircraft.
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Herb R Harney 1968 337C Flying the same Skymaster for 47 years Last edited by hharney : 03-17-10 at 05:05 PM.
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Hybrid Mode
