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21 September 2000

IN REPLY,REFER TO:
L417-02-00-175

Federal Aviation Administration
Aircraft Certification Office
1801 Airport Road
Wichita, Kansas 67209

ATTENTION:

Mr. C. Dale Bleakney

SUBJECT:

Cessna/FAA Integral Tank Water Contamination Test Action Plan: 09/20/00
Meeting Synopsis

Dear Mr. Bleakney:

On 20 September 2000, Steve Copeland and Doug Bassett of Cessna's DOA-100129-CE DOA met with
Jerrt Brown and Jeff Janusz at the FAA Wichita ACO office to present a preliminary copy of FT172R-15,
revised per requests in the 13 September 2000 meeting with the ACO and Small Aircraft Directorate at
Cessna. During the latter meeting there were several structural changes to the plan that were requested
involving references to AC23-16 and the appendix on risk management. Several changes and additions to
the fight test procedures were also requested. All FAA requests were verbal.

As A result of this meeting Cessna is working to revise the plan and incorporate the following items not
previously requested.

6.0 Flight Testing

 

Additional Items:

 

§

Add coordinated flight pushover maneuvers to simulate moderate turbulence for 15 seconds to include
at least two positive and negative gusts with negative peaks approaching zero G. All parties agreed that
this maneuver will be difficult to quantify. FAA flight test will assist in performing this maneuver.

§

Add rough field takeoffs and landings from a minimum 3000' unimproved airport with minimum
runway end obstructions. The taxi turns and turning takeoffs can be combined with rough field
operations if desired.

§

The auxiliary tank is to be filled to capacity prior to each flight test.

§

A burn limit of 50% capacity will be observed for the auxiliary tank to allow an assured amount of fuel
for return to base.

 

Modifications to 13 September 2000 Instructions:

 

§

The flight test water charge volume determined by saturation testing would remain unchanged, but for
flight testing the water would be introduced into the inboard, aft bay of each wing instead of being
distributed in all twelve bays. The intent of this change is to provide the most critical location of the
water charge (all of the water initially adjacent to the tank outlets) and eliminate the previously
observed variable of water migration from outboard sections of the wings to the inboard bays during
the flight test maneuvers.

§

The 1 1/2 ball sideslip described in condition C of the Descent and Approach profile will be replaced
with a 30 second forward slip at full rudder and full flaps to simulate the maximum demonstrated
crosswind landing approach. The intent of this change is to provide a more critical maneuver than is
defined by AC23-16.

Cessna is working to have all of the latest modifications incorporated into Revision A in FT172R-15,
delivered to the FAA early on 22 September 2000 for FAA review and approval.

The FAA's expedited review of and concurrence with the above items is hereby requested.

 

Very Truly Yours,
CESSNA AIRCRAFT COMPANY

 

Mike McClary
Single Engine Executive Engineering

 

cc: Mike Kiesov, Small Aircraft Directorate

L417-02-00-175

 

 

 

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