NO Wing inspection Holes

[regular122]

Received the FAA CD. No STC for metalizing the wing!

Bear in mind that while the FAA is a great depository of records, some records may not be present. I have been able to complete my records with a combination of the originals in hand and the FAA files. But if you don't have it and they don't have it, then it may have never existed. Steve

[6643]

But if you don't have it and they don't have it, then it may have never existed.

But if you don't have it and they don't have it, then it may as well have never existed.

[4004]

cweyant:
Status? Have you located an IA that will work with you? I contacted a former FAA ASI "friend" who has retired and moved back to the state and is/was a DAR after retirement. We discussed alternatives for your situation but will take effort on your part. Worst case, you could possibly contact a DER who could review your/IA prepared documentation/drawings/sketches/photos of your present configuration and deem it "airworthy". DERs aren't cheap but certainly less than "drilling out 5000 rivets". Possible DER, if not locally convenient" could review your documentation 337 package complete with verbiage, drawing, photos and approve with your IA certifying conformity to package. I know of a friends mod to a Cessna 210 instrument panel and an Atlanta DER approved drawing without coming to CHA. After all, your situation is not "rocket science" or new, with all the prior STCs and showing the Sinclair 337 , obviously some were approved on field approvals. A matter of documenting "alteration done by person or persons unknown" - etc. If you go back in history, copies of 337s were not required to be kept in the aircraft permanent records - only a "listing" of alterations completed! Thus, easy for a piece of paper to be lost over the years - discounting, of course, that something should be in the logbooks, providing one has all the records. However, "Bubba" here in the backwoods of TN didn't always let the law stand in his way!

That said, I'm older than dirt and a slow key puncher and not a career A&P/IA but have submitted numerous field approvals ,etc and never had one returned for revision. If you want to discuss further, send me a PM with phone number, etc.

Edd

[cweyant]

Thanks Ed. I've put the project on hold for now. I've built an RV9 and a RV10 which were a breeze to get certified and flying. This Cessna situation has me discouraged to the point of giving up and parting the girl out. Not yet but close. The paperwork has me buried, baffled and discouraged. Just too much for a little 'ol classic airplane. Too many variables and hardly anything certain it seems.

Everyone told me how cheap Cessna 140's were to own too. Compared to my RV9 and RV10, they're way more expensive. Window latch $200, battery $300, Scott tailwheel lock washer $10?!

For now she sits patiently waiting for me to get her back in the air.

[8342]

Have you talked to the IA that will be doing the Annual Inspection on it?
What does he have to say about the situation?
He may have a solution that none of us has thought of.

As an IA myself I would contact all of the IAs in the local area and see if they have a solution.
If no luck there then I would take all of the information to my FSDO and see what they would recommend.

Good Luck,

Rick

[cweyant]

Thanks Rick and Ed. I've taken on a partner and have become interested again in solving the wing metallization dilemma. He has two IAs in mind. Currently I'm also trying to figure a way to get oil pressure. Does the starter spin the engine fast enough to register oil pressure (with spark plugs removed of course)?

[6643]

Does the starter spin the engine fast enough to register oil pressure (with spark plugs removed of course)?

Yes, absolutely! Has the plane been sitting for while? The oil pump may have lost its prime.

[klyde sessna]

Regarding window latches, search previous threads here in the forums for info on alterative replacements.