Citabria Annual Inspection Cost

Yes. AD research alone is time consuming and extremely frustrating. Just because it is signed of in a log book as accomplished does not mean it has been done correctly/completely. ADs for Airframe, Engine, Prop and Accessories, then through the STCs and ICAs.
Nearly impossible.
 
My associate and I each research the ADs using different methods.
He finds some I miss, I find some he misses.
He utilizes an online service, I'm old school.
 
Sv_j said:
would you mind sharing where you found the 3 quotes 2160-2320? I’m at LVK and due for an annual.
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Sure thing. Here they all are (including flat rates).
E16: San Martin Aviation $180/h x 12 h (typical) = $2160 (this is from my 2023 annual so out of date)
TCY: SkyView Aviation $4225 flat
MOD: PAS Aviation $145 h x 16 h (expected) = $2320 (owner assist at their facility might be an option)
HWD: Winglers Aviation $120 x 18 h = $2160 (lot's of availability, I'm guessing they're a new business)
HWD: Absolute Aero flat rate $3500 + $195 h for additional issues
HWD: Suburban Air $120/h but didn’t give total hours expected estimate

And I'll second @Slipinonfinal, cost should not be the only consideration. Cost doesn't seem to equate to quality in the research I did. I used Dan at San Martin for two annuals and would gladly use him again because he once owned a Citabria himself, has worked on many, and seemed to do a thorough annual. He is also fair—once split the difference on a battery mix up with me, which he didn't have to do. Yet he ties for least expensive on the list. Maybe that makes sense -- perhaps more experience equates to a faster annual if you know what to be on the lookout for.

By the way. I went through with an owner assisted annual. It took a lot of time, but I believe it was well worth it for everything I learned about my airplane.
 
Delighted you changed the name back to San Martin! Fond memories of a party there a half century ago.
 
For all the headaches associated with A.D. searches it is a no brainer to use a service. I am not going to pitch one here. Most of the ones available will allow you to use their product for a month or so to try it out for free. Once you use one you won't go back to doing it the hard way.

Pay attention to the format used that goes into the log books as a compliance record. A good A.D. search product will allow you to select a log book record format from a variety of examples shown. Many in the old days were not user friendly.

Once the weight of the paperwork equals the weight of the aircraft you know it's airworthy ;)
 
Sort of agree. The FAA actually had a pretty good search function for simple stuff like Cubs and Decathlons - but now I get multiple page printouts for Citabrias from a vendor - really well detailed - and they do not have that mandatory inspection that wound up in the type certificate. It is an AD, but is not listed that way.

I really don't like the DRS, or whatever it is called this week.
 
I used to use the FAA site to research ADs. But DRS has made it very difficult.

What AD inspections are you taking about that made it into the Type Cert? I have yet to read a TC that has any inspection requirements.... That I can recall
 
Metal spar wings have a heavy duty inspection of the lift strut brackets at 1000 hours. It does not show up on the AD list; it is at the bottom of the later versions of the type certificate data sheets. It is a real "gotcha." Are they seriously trying to find ways to violate IAs?

NOTE 3. Mandatory inspection times for strut attach fitting 3-1692 (7ECA, 7GCAA, 7GCBC, and 7KCAB) on metal spar winged aircraft must be inspected in accordance with American Champion Aircraft Airworthiness Limitations, dated May 9, 1996 or later FAA approved revision.

That note is also in the 8KCAB/8GCBC type certificate. It is a non-trivial inspection, probably costing a grand or so if a shop does it.
 
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Thank you!

No way I would have caught that if I had been inspecting a factory metal wing. Have yet to do so. Only wood or milman so far.

That's dangerous that those inspections are in a TC. SBs are not required for 91. But is that inspection required? I'm required to check that the plane meets type design..... I'll be calling my PMI.

$1k inspection..... Kinda happy I chose Milman spars now.
 
Tangogawd said:
Thank you!

No way I would have caught that if I had been inspecting a factory metal wing. Have yet to do so. Only wood or milman so far.

That's dangerous that those inspections are in a TC. SBs are not required for 91. But is that inspection required? I'm required to check that the plane meets type design..... I'll be calling my PMI.

$1k inspection..... Kinda happy I chose Milman spars now.
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To answer your question, the first word in note 3 of the TCDS is MANDATORY. So I would think the inspection is mandatory. Under section 12 Airworthiness Limitations in my service manual it details the inspection. Looks like a fluorescent dye penetrant inspection is required paying close attention to the bores of each hole. It references SL 414 or 415.
 
Bob Turner said:
Metal spar wings have a heavy duty inspection of the lift strut brackets at 1000 hours. It does not show up on the AD list; it is at the bottom of the later versions of the type certificate data sheets. It is a real "gotcha." Are they seriously trying to find ways to violate IAs?

NOTE 3. Mandatory inspection times for strut attach fitting 3-1692 (7ECA, 7GCAA, 7GCBC, and 7KCAB) on metal spar winged aircraft must be inspected in accordance with American Champion Aircraft Airworthiness Limitations, dated May 9, 1996 or later FAA approved revision.

That note is also in the 8KCAB/8GCBC type certificate. It is a non-trivial inspection, probably costing a grand or so if a shop does it.
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Bob, this is an incredible find. Thanks for bringing it to our collective attentions.
 
When the FAA started requiring Airworthiness Limitations in smaller aircraft this then required a most "Current" Service Manual.
The only way to do that with ACA is to buy a subscription from another source.

This is another major expense on the mechanic and IA especially if they only occasionally maintain one of the type.
$1,217.70 Veryon Publications
 
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Sully said:
When the FAA started requiring Airworthiness Limitations in smaller aircraft this then required a most "Current" Service Manual.
The only way to do that with ACA is to buy a subscription from another source.

This is another major expense on the mechanic and IA especially if they only occasionally maintain one of the type.
$1,217.70 Veryon Publications
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Could they not just borrow the manual from the owner while doing the inspection? Any current owner should have the manual, no? I have all of mine.
 
"Should". Then is it the most current?
The only way to know for sure is to own your own.

BTW Note 3 was added with Rev 66 in 1997. About the same time as ALI became necessary on the ACA fleet.
My opinion is that it was probably included in the TCDS due ACA selling retrofit metal spar wings to install on aircraft for which manuals do not have an ALI section. A CYA for ACA.
 
It should have been an AD. Here we have experts who were unaware - that should indicate something.

Burying safety of flight inspections is really a horrible idea. we should push to keep these things in the semi-workable AD system.

You guys do know they are also burying mandatory inspections in ICAs? Check out your alternator requirements. "Gotchas" for inspectors looking to bust folks.
 
Try finding some of those ICAs after several ownership changes.
Or STC installation instructions to assure conformance and/or conflicting with other STCs.
 
Skylarktc said:
To answer your question, the first word in note 3 of the TCDS is MANDATORY. So I would think the inspection is mandatory. Under section 12 Airworthiness Limitations in my service manual it details the inspection. Looks like a fluorescent dye penetrant inspection is required paying close attention to the bores of each hole. It references SL 414 or 415.
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Just because someone had put the word MANDATORY in the title does not make it mandatory.... Continental (and every other manufacturer) issues Service Bulletins and MANDATORY Service Bulletins (even colored in RED).... Neither of which are MANDATORY for part 91.

Now, hold the stones, I'm not saying we shouldn't, just pointing out, it's not required for airworthiness. I personally comply with all mandatory SBs, and at least read regular SBs to see if it's reasonable. I have found that most Mandatory SBs become ADs eventually, at which point, they become MANDATORY for airworthiness.

A FAA legal interpretation states that you do NOT need the latest revision of the manual. You just need the revision that was current when that particular aircraft was manufactured.... Again, just talking part 91. So, the Owner provided Service Manual would be legal to use.

Maintenance manuals and ICAs are not "FAA Approved", just "Acceptable to the Administrator", therefore not required to be followed. However, if they have the "FAA Approved" Airworthiness Limitations section then yes, MANDATORY. Most ICAs do not. I'm not saying that this particular inspection is not a "FAA Approved Airworthiness Limitation" inspection in the manual. I just don't know that. The newest champ aircraft I have worked on was a 1980 Scout. I just haven't had the opportunity to see a newer ACA manual.

Let’s assume that there is/was NO “FAA Approved Airworthiness Limitation” section in the service manual and ICA…. Does putting it in a note in the TC now make it MANDATORY? That is the question I will bring up with my PMI. This is the first instance that I have seen/heard of any type of inspection interval requirement in a TC.

So, seems easy-ish for any ACA manufactured plane. My question is, how does ACA handle a retrofit bird? I have yet to experience that either.

For those with an older Citabria or Bellanca that had factory new wings installed, what were you handed? A new service manual? Or an ICA with the the "FAA Approved Airworthiness Limitation" section?

If its a Service Manual; Am I required to maintain the wings to 2025 limitations, but continue to maintain the rest of the plane to 1969? Or does the rest of the plane now get rolled into any new airworthiness limitations?

Sure is making it harder everyday to want to maintain my IA!

And last question, what other “Airworthiness Limitations” are in this Section 12 for ACA?
 
This is the quote from Veyron earlier this year for the 7 series airplanes.

Citabria Airframe Library
$656.00
SKU: B413

Citabria Airframe Library

store.veryon.com store.veryon.com

Pricing is good for 1-year subscription and 1-user license.

When I looked the most current maintenance manual was the very same 1994 and newer that’s floating around online. It’s listed as

7ECA, 7GCAA, 7GCBC (Model years 1994 and up)

Service Manual

SM-004
 
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