310D Airworthiness Directives
Contents
AD 57-04-01 ................................................................................................................................................. 2
Aileron Hinges Having P/N 0824006-1 and -2 ......................................................................................... 2
AD 69-12-03 ................................................................................................................................................. 3
Fuel Crossfeed Lines................................................................................................................................. 3
AD 69-15-09 ................................................................................................................................................. 4
Fuel Starvation .......................................................................................................................................... 4
AD 72-03-07 ................................................................................................................................................. 5
Landing Gear Failure ................................................................................................................................ 5
AD 72-14-08 R1 ........................................................................................................................................... 6
Flexible Hose Assemblies ......................................................................................................................... 6
AD 73-07-07 ................................................................................................................................................. 8
Fuel Hoses & Electrical Wiring Chafing .................................................................................................. 8
AD 76-08-02 R2 ........................................................................................................................................... 9
Wing Tip Nose Cap .................................................................................................................................. 9
AD 81-15-03 ............................................................................................................................................... 10
Engine Inlet Air Filters ........................................................................................................................... 10
AD 87-21-02 R1 ......................................................................................................................................... 12
Fuel Filler Openings ............................................................................................................................... 12
AD 90-02-13 ............................................................................................................................................... 14
Main Landing Gear ................................................................................................................................. 14
AD 96-12-22 RIN 2120-AA64 ................................................................................................................... 16
Full Flow Engine Oil Adapter................................................................................................................. 16
AD 98-14-03 RIN 2120-AA64 ................................................................................................................... 21
Transponders ........................................................................................................................................... 21
AD 98-21-21 R1 RIN 2120-AA64.............................................................................................................. 27
Not Applicable - Bob Fields Aerocessories Inflatable Door Seals ......................................................... 27
AD 98-25-02 RIN 2120-AA64 ................................................................................................................... 32
Not applicableBF Goodrich Avionics Systems, Inc. SKYWATCH SKY497 Installations with a TopMounted Antenna.................................................................................................................................... 32
AD 2005-01-19] RIN 2120-AA64 .............................................................................................................. 38
Not Applicable - GARMIN International Inc. GTX 33, GTX 33D, GTX 330, and GTX 330D Mode S
Transponders ........................................................................................................................................... 38
AD 57-04-01
Aileron Hinges Having P/N 0824006-1 and -2
Airworthiness Directives; CESSNA All Model 310 Aircraft
Preamble Information
AGENCY: Federal Aviation Administration, DOT
Regulatory Information
57-04-01 CESSNA: Applies to All Model 310 Aircraft Prior to and Including Serial Number 35392,
Except Those Incorporating Aileron Hinges Having P/N 0824006-1 and -2.
Compliance required not later than April 15, 1957, and at 100-hour intervals of operation thereafter.
Inspect the outboard aileron hinge for cracks in the upper flange, adjacent to the bearing. Any hinges
found cracked should be replaced with the new, redesigned outboard aileron hinge (P/N 0824006-1 left,
and 0824006-2 right). When the redesigned outboard aileron hinge is installed, this special inspection is
no longer required.
To facilitate hinge replacement, it is permissible to cut a standard size inspection opening in the wing
lower skin, below the outboard hinge, attachment point.
(Cessna Service Bulletin No. 310-7 covers this same subject.)
AD 69-12-03
Fuel Crossfeed Lines
Airworthiness Directives; CESSNA Models 310, 310A, 310B, 310C, 310D, 310E and 310F Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective June 10, 1969.
Regulatory Information
69-12-03 CESSNA: Amdt. 39-775. Applies to Models 310 (Serial Numbers 35000 thru 35546); 310A
(Serial Numbers 38001 thru 38161); 310B (Serial Numbers 607; 35547, 35548, 35549, 35551 thru
35771); 310C (Serial Numbers 35550, 35772 thru 35999, 39001 thru 39031); 310D (Serial Numbers
39032 thru 39299); 310E (Serial Numbers 35912A, 310M0001 thru 310M0036); and 310F (Serial
Numbers 310 0001 thru 310 0156) Airplanes.
Compliance: Required as indicated.
To prevent complete loss of engine power due to air being introduced into the fuel system should a fuel
crossfeed line become chafed through by the firewall stiffener on the aft side of the aircraft firewall,
unless already accomplished, perform the following:
A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, remove the
firewall access opening for both engines and visually inspect the fuel crossfeed lines for chafing at the
firewall stiffeners. Replace chafed fuel lines with a serviceable part and install P/N 0826031-1 fuel line
support bracket in accordance with Cessna Service Letter 310-66, dated June 30, 1961, or any equivalent
method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration,
Central Region. A minimum of .50 inch clearance should be maintained between the fuel lines and the
angle stiffener.
B) If P/N 0826031-1 fuel line support bracket is not available, the inspection required in Paragraph A
must be repeated at intervals not to exceed 100 hours time-in-service from the date of the last inspection,
until P/N 0826031-1 fuel line support bracket is installed in accordance with Cessna Service Letter 31066, dated June 30, 1951, or any equivalent method approved by the Chief, Engineering and
Manufacturing Branch, Federal Aviation Administration, Central Region. When the support bracket has
been installed, the inspections required by this airworthiness directive may be discontinued. (See Note)
Note: This does not preclude continued inspections of this area as required by FAR 91.
C) Before the inspection required by Paragraph A can be accomplished on those model aircraft with
Serial Numbers 35000 through 35138, a firewall inspection opening must be installed in accordance with
Cessna Service Letter 310-3, dated February 10, 1956.
This amendment becomes effective June 10, 1969.
AD 69-15-09
Fuel Starvation
Airworthiness Directives; CESSNA Models 310, 310A thru 310F, 320 and 320-1 Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective July 25, 1969.Regulatory Information69-15-09 CESSNA: Amdt. 39-797 applies to
Models 310, 310A thru 310F, 320 and 320-1 Airplanes (All Serial Numbers).
Compliance: Required as indicated, unless already accomplished.
To prevent fuel starvation during high angle descent, accomplish the following:
(A) Effective immediately, operation of the airplane with less than five (5) gallons of fuel in each main
tank is prohibited.
(B) Prior to further flight on all models listed above, install a permanent type placard in full view of the
pilot as near as possible to the main fuel quantity indicator with the following wording: "OPERATION
WITH LESS THAN FIVE (5) GALLONS OF FUEL IN EACH MAIN TANK IS PROHIBITED.
USABLE FUEL IN EACH MAIN TANK IS 45 GALLONS."
(C) Prior to further flight on all models listed above, install a permanent type placard in full view of the
pilot as near as possible to the manifold pressure gauge with the following wording: "MAINTAIN
POWER WITHIN GREEN ARCS DURING DESCENT"
NOTE: The operator may make and install the above placards. Minimum 1/8 inch high letters must be
used.
This amendment becomes effective July 25, 1969, for all persons except those to whom it was made
effective by letters dated July 9 and July 15, 1969.
AD 72-03-07
Landing Gear Failure
Airworthiness Directives; CESSNA Model 310, 340, 401, 402, 414, 421 Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective February 9, 1972.
Regulatory Information
72-03-07 CESSNA: Amdt. 39-1391. Applies to Models 310 (Serial Numbers 310Q0074 through
310Q0425, except 310Q0261, 0271, 0279, 0402, 0409, 0411, 0416, 0420, 0424); Models 340 (Serial
Numbers 340-0001 through 340-0009, except 340-0005); Models 401 (Serial Numbers 401B0029
through 401B0204); Models 402 (Serial Numbers 402B0007 through 402B0201); Models 414 (Serial
Numbers 414-0052 through 414-0173, except 414-0152, 0153, 0168, 0172); and Models 421 (Serial
Numbers 421B0001 through 421B0209, except 421B0144, 0201, 0205, 0208); and all other 300 and 400
series airplanes which may have the original barrel assemblies replaced with new or used assemblies
shipped by the manufacturer between January 1, 1970, and December 15, 1971.
Compliance: Required as indicated, unless already accomplished.
To prevent landing gear failure accomplish the following in accordance with Cessna Service Letter
ME71-28 dated December 24, 1971, and Supplement No. 1 dated January 28, 1972, or any equivalent
methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region:
A) Within the next 5 hours' time in service after the effective date of this AD, visually inspect barrel
assemblies of the main landing gear upper struts for hydraulic leaks and surface cracks. If such
discrepancies are noted, prior to further flight, replace the appropriate barrel assemblies.
B) To accomplish the inspection required by Paragraph A the airplane may be flown in accordance with
FAR 21.197 to a base where the inspection may be performed.
C) Within the next 25 hours' time in service after the effective date of this AD, conduct chemical tests to
determine if barrel assemblies of the main landing gear upper struts are composed of dissimilar or
incorrect metals. If such discrepancies are noted, prior to further flight, replace with appropriate and
correct barrel assemblies.
D) Report all defects found in complying with this AD. Such reports must be made in writing and sent to
Chief, Engineering and Manufacturing Branch, FAA, Central Region, and should include such items as
aircraft serial number, total time in service and nature of defect. (Report approved by the Bureau of the
Budget under BOB No. 04-R0174.)
This amendment becomes effective February 9, 1972.
AD 72-14-08 R1
Flexible Hose Assemblies
Airworthiness Directives; CESSNA Models 310, 320, 401, 402, 411 and 421 Series Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective September 4, 1981.
Regulatory Information
72-14-08 R1 CESSNA: Amendment 39-1484 as amended by Amendment 39-4215. Applies to Models
310, 320, 401, 402, 411 and 421 series airplanes.
On airplanes having 200 hours or more time-in-service and thereafter at intervals not to exceed 60 hours
time-in-service, to determine condition of flammable fluid-carrying flexible hose assemblies in the engine
compartment, accomplish the following:
A. Visually, or by any other method approved by FAA, inspect flexible fuel lines as follows:
(1) Pressurize the fuel lines with boost pump momentarily operating in prime position. When
accomplishing this test, the mixture control should be in the idle cutoff position. While under pressure,
examine all hose exteriors in the engine compartment for evidence of leakage such as wetness and fuel
stains.
NOTE: After pressure testing fuel hoses, allow sufficient time for excess fuel to drain overboard from the
engine manifold before attempting an engine start.
(2) Examine externally all hoses in the engine compartment for evidence of deterioration or damage such
as cracks, cuts, bulges, discoloration, hardness, chafing and excessive wear.
B. Visually, or by any other method approved by FAA, inspect flexible oil lines as follows:
(1) Examine all hose exteriors in the engine compartment for evidence of leakage.
(2) Examine externally all hoses in the engine compartment for evidence of deterioration or damage such
as cracks, cuts, bulges, discoloration, hardness, chafing and excessive wear.
C. If, as a result of the inspections required by Paragraphs A or B, leakage or other evidence of
deteriorated or damaged hose assembly is found, replace with serviceable hose assembly prior to further
flight.
NOTE: Cessna Service Letter ME68-23, dated November 1, 1968, and applicable Cessna Service
Manuals pertain to paragraphs A, B, and C.
D. This AD does not apply to the following airplanes which were manufactured with improved fuel and
oil system flexible hose assemblies in the engine compartment:
Model
Serial Number
310R
310R0001 and on
402C
402C0001 and on
421C
421C0001 and on
E. This AD does not apply to those airplanes which have improved fuel and oil system flexible hose
assemblies installed in the engine compartment in accordance with Cessna Service Information Letter
ME81-17 dated July 10, 1981.
F. Any equivalent method of compliance with this Airworthiness Directive must be approved by the
Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building
No. 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285.
Amendment 39-1484 became effective July 14, 1972.
This amendment 39-4215 becomes effective September 4, 1981.
AD 73-07-07
Fuel Hoses & Electrical Wiring Chafing
Airworthiness Directives; CESSNA Models 310 and 320 Series Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective April 6, 1973.
Regulatory Information
73-07-07 CESSNA: Amdt. 39-1617. Applies to all Models 310 and 320 series airplanes and Serial
Numbers, except Models 310, 310A, 310B and 310Q (Serial Numbers 310Q0710 and up).
Compliance: Required as indicted, unless already accomplished.
To determine condition of fuel lines, electrical wiring, and to detect loose fittings and attachments, to
reduce possible collection of flammable fluids and to eliminate possible ignition sources within the
leading edges of the wings, within the next 25 hours' time in service after the effective date of this AD,
accomplish the following in accordance with Cessna Multi-engine Service Letter ME73-5 dated March
16, 1973, and Cessna Service Kit SK310-90 dated March 7, 1973, or later FAA approved revisions or any
other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region:
1) Inspect the fuel lines and electrical harnesses in the wing leading edge for corrosion, chafing,
looseness, or other unserviceable conditions. Procedures for this inspection are contained in Cessna
Service Kit SK 310-90.
2) Prior to further flight replace and/or repair any unserviceable parts or conditions found as result of the
above inspection.
3) Install leading edge drainage and sealant provisions in the wings in accordance with Paragraph B of
Cessna Service Kit SK 310-90.
4) Remove, relocate and reinstall the auxiliary fuel boost pump resistor and relay in accordance with
Paragraphs C and D of Cessna Service Kit SK 310-90.
a) On those airplanes in which P/N 0850404-1 boost pump relay is installed, relocate this relay to wing
trailing edge per Cessna Service Kit SK 310-90. (This relay is no longer eligible for installation in the
wing leading edge.
b) P/N FC 215-136 boost pump relay already installed in the wing leading edge is acceptable and as an
alternative to Paragraph a), P/N 0850404-1 boost pump relay may be replaced with P/N FC 215-136 boost
pump relay installed in the present wing leading edge location.
c) On all airplanes relocate the boost pump resistor in accordance with Cessna Service Kit SK 310-90.
5) Place amended checklist entitled "Aircraft Fire Procedures Checklist" in the cockpit. This checklist is
supplied with Cessna Service Kit SK 310-90.
This amendment becomes effective April 6, 1973.
AD 76-08-02 R2
Wing Tip Nose Cap
Airworthiness Directives; Cessna Models 310, 310A, Military U-3A, 310B, 310C, 310D, 310E, Military
U-3B, 310F, 310G, 310H, E310H, 310I, 310J, 310J-1, E310J, 310K, 310L, 310N, 310P, T310P, 310Q,
T310Q, 310R, T310R; 320, 320-1, 320A, 320B, 320C, 320D, 320E, 320F; 340; 401, 401A, 401B; 402,
402A, 402B; 411, 411A; 414; and 421, 421A, and 421B Airplanes.
PDF Copy (If Available):
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective January 31, 1983.
Regulatory Information
76-08-02 R2 CESSNA: Amendment 39-2582 as amended by Amendment 39-2608 is further amended by
Amendment 39-4540. Applies to the following models of airplanes if equipped with strobe lights installed
in the wing tip fuel tank nose cap, except those airplanes having Symbolic Displays P/Ns 30-0005, 300199-1, 30-0199-2, 30-0199-3, 30-0329, 31-0725-1, and 701133-1, Whelen Engineering Company, Inc.,
P/N A430, and Grimes Manufacturing Company (Grimes) P/Ns 30-0515-5, 30-1172-1, 30-1172-5, 300531-1, and 30-0467-5 strobe lights:
Models 310, 310A, Military U-3A, 310B, 310C, 310D, 310E, Military U-3B, 310F, 310G, 310H, E310H,
310I, 310J, 310J-1, E310J, 310K, 310L, 310N, 310P, T310P, 310Q, T310Q, 310R, T310R; 320, 320-1,
320A, 320B, 320C, 320D, 320E, 320F; 340; 401, 401A, 401B; 402, 402A, 402B; 411, 411A; 414; and
421, 421A, and 421B airplanes.
Compliance: Required as indicated, unless already accomplished.
To preclude wing fuel tip tank nose cap explosions, within the next 100 hours' time in service after the
effective date of this AD, accomplish the following:
A) Visually inspect the strobe lights in the tip tank nose cap area to determine whether Grimes P/N 300515-1 strobe light or any other strobe lights other than those excepted above are installed. On those
airplanes where Grimes P/N 30-0515-1 strobe lights are installed, determine if the strobe lights have been
modified by installing Grimes P/Ns 31-1723-5 or 30-1171-1 cover plates. These cover plates may be
identified by the presence of two quench tubes protruding into the light assembly from the end plate.
B) On those airplanes having unmodified Grimes P/N 30-0515-1 strobe lights, or strobe lights other than
those excepted above, deactivate the strobe light system by installing a guard over the switch and/or by
pulling and blocking the circuit breaker so that it cannot be inadvertently reset or by any other suitable
means.
C) Systems having unmodified Grimes P/N 30-0515-1 strobe lights may be reactivated upon the
installation of Grimes P/Ns 31-1723-5 or 30-1171-1 cover plates in accordance with Cessna Service
Letter ME75-16, dated July 11, 1975, or later approved revisions.
D) Do not reactivate strobe light assemblies, other than Grimes P/N 30-0515-1 strobe lights modified per
Paragraph C, until data showing the strobe lights are explosion proof have been submitted to and
approved by the Chief, Engineering and Manufacturing Branch, or Division of the FAA Region issuing
the original light approval.
Amendment 39-2582 became effective April 23, 1976, and superseded Amendment 39-2103, AD 75-0508. Amendment 39-2608 became effective May 20, 1976.
This Amendment 39-4540 becomes effective January 31, 1983.
AD 81-15-03
Engine Inlet Air Filters
Airworthiness Directives; BRACKETT AIRCRAFT COMPANY, INC. Brackett Aircraft Specialties,
Inc.: Applies to Brackett Aircraft Company, Inc., Engine Inlet Air Filters
PDF Copy (If Available):
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective July 20, 1981.
Regulatory Information
81-15-03 (BRACKETT AIRCRAFT COMPANY, INC. Brackett Aircraft Specialties, Inc.):
Amendment 39-4160. Applies to Brackett Aircraft Company, Inc., engine inlet air filters installed in
accordance with Supplemental Type Certificate (STC) SA693CE and STC SA71GL on the following
aircraft:
Beech A65, 70, 65-B80, 65-88, C-23, A-24R, and B-24R;
Bonanza 33, 35, and 36, all models;
Cessna Model 120, 140, 140A, 150, 150B, 150C, 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L,
150M, A150L, and A150M, 170, 170A, 170B, 172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H,
172I, 172K, 172L, and 172M, 177, 177A, 177B, 177RG, and F177RG, 180C, 180D, 180E, 180F, 180G,
180H, 180J, 180K, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P,
182Q, 185, 185A, 185B, 185C, 185D, 185E, and A185F, 210A, B, C, D, E, and 310A, B, C, D, F, G, H, I,
J, K, L;
Consolidated Aeronautics (Lake) LA4-200;
Grumman American Model AA-1, AA-1A, AA-1B, and AA-5;
Mooney M18C, M20, M20A, M20B, M20C, M20D, and M20G;
Piper Model PA-20, PA-20-115, and PA-20-135, PA-23-150, 160, PA-24-180 to S/N 1477, PA31, 31300, 31-350;
Varga (Shinn) Model 2150A, certificated in all categories.
Compliance required as indicated, unless already accomplished.
To prevent possible failure of the aluminum air filter retainer screen or gaskets with potential ingestion of
the screen, filter element and/or gasket particles into the carburetor throat, which could result in partial or
complete loss of engine power, accomplish the following:
(a) Within 25 hours of time in service after the effective date of this AD, inspect aircraft as identified in
Brackett Service Bulletin No. 3, Revision 1, dated March 1, 1979, or No. 6, Revision 1, dated June 29,
1981, as applicable, equipped with the Brackett Aircraft Company, Inc. engine inlet air filters, to
determine
(1) whether the air filter retainer screen is aluminum or steel, and
(2) whether or not certain air filter frames incorporate a gasket retainer. Brackett filter assemblies Part
Number BA 100, BA 2310, BA5710, BA 7110, BA 7210, BA 7310, BA 7410 and BA 7510 are required
to have a gasket retainer incorporated. The gasket retainer may be a gasket retainer strip kit installed in
accordance with Brackett Service Bulletin No. 5, dated July 28, 1980, or an extruded lip which is 1/32
inch high and an integral part of the filter frame furnished by Brackett Aircraft Company, Inc.
NOTE: The aluminum air filter retainer screen can be identified by any one of the following:
The screen has diamond shaped mesh with openings 1-3/4 inch x 3/4 inch; aluminum screen is not
magnetic; the date of manufacture was ink stamped on each retainer and may still be legible. Only
retainers dated August 1978 and earlier have aluminum mesh screen.
NOTE: The steel retainer screen can be identified by any one of the following:
The screen is 1/8 inch diamond mesh; the screen is magnetic; date of manufacture is ink stamped on each
retainer and may still be legible. Retainers dated September 1978 and later have steel mesh screen.
(b) A determination that the air filter retainer screen is steel and that a gasket retainer is incorporated in
the filter frame constitutes terminating action for this AD.
(c) Upon determination that the retainer screen is aluminum, visually inspect the aluminum retainer
assembly for cracks or failed areas.
(1) If cracks or failed areas are found, prior to further flight, replace the aluminum retainer screen
assembly with a steel screen assembly kit in accordance with Brackett Service Bulletin No. 3, Revision 1
dated March 1, 1979 or No. 6, Revision 1 dated June 29, 1981, as applicable. Each model air filter
requires that a different Brackett kit be installed to comply with this AD.
(2) If cracks or failed areas are not found, the air filter assembly may be temporarily returned to service.
Remove retainers with aluminum screen from service prior to the accumulation of 100 hours additional
time in service.
(d) After the inspection required in Paragraph (a) and upon determination that a gasket retainer is not
incorporated in the filter retainer, prior to the accumulation of 25 additional hours of service, install
gasket retainer strips in accordance with Brackett Service Bulletin No. 5 dated July 28, 1980.
Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a
base for the accomplishment of inspections or modifications required by this AD.
Alternative inspections, modifications or other actions which provide an equivalent level of safety may be
used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region.
The manufacturer's specifications and procedures identified and described in this directive are
incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this
directive, who have not already received these documents from the manufacturer, may obtain copies upon
request to: Brackett Aircraft Company, Inc., 5015 Roadrunner Drive, Falcon Field, Mesa, Arizona 85205.
These documents may also be examined at: FAA Western Region Office, 15000 Aviation Boulevard,
Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington,
D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained
by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region Office.
This supersedes AD 78-25-05, Amendment 39-3365 (43 FR 57865).
This amendment becomes effective July 20, 1981.
AD 87-21-02 R1
Fuel Filler Openings
Airworthiness Directives; Cessna Model T303, 310D, 310E, 310F, 310G thru 310R, T310P, T310Q and
T310R, 320 thru 320F, 335, 340 thru 340A, 401 thru 401B, 402 thru 402C, 404, 411 thru 411A, 414 thru
414A and 421 thru 421C Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective June 16, 1989.
Regulatory Information
87-21-02 R1 CESSNA: Amendment 39-5740 as revised by Amendment 39-6215.
Applicability: The following airplanes equipped with reciprocating engines certificated in any category:
MODEL
SERIAL NUMBER
T303
T30300001 thru T30300301
310D
39032 thru 39299
310E
310M0001 thru 310M0036
310F
310-0001 thru 310-0156
310G thru 310R
(Including T310P, T310Q and T310R)
310G0001 thru 310R2140
320 thru 320F
320-0001 thru 320F0045
335
335-0001 thru 335-0065
340 thru 340A
340-0001 thru 340A1543
401 thru 401B
401-0001 thru 401B0221
402 thru 402C
402-0001 thru 402C0653
404
404-0001 thru 404-0859
411 thru 411A
411-0001 thru 411A0300
414 thru 414A
414-0001 thru 414A0858
421 thru 421C
421-0001 thru 421C1257
Compliance: Required as indicated in the body of the AD, unless already accomplished per the unrevised
version of this AD.
To preclude misfueling of the airplane resulting in engine failure, accomplish the following:
(a) Within the next 12 calendar months after the effective date of this AD, unless already accomplished,
modify all fuel filler opening(s) in accordance with the instructions contained in Cessna Service
Information Letter ME84-31 dated July 20, 1984.
(b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be
accomplished.
(c) In accordance with FAR Part 43, Appendix A, Item (c) 29, the modifications required by this AD
(except installation of the SK303-29 kit) is preventative maintenance and may be performed by the holder
of a pilot certificate issued under FAR Part 61 on airplanes owned or operated by him subject to the
limitations of FAR 43.3(a). The maintenance record entries required by FAR 43.9 and FAR 91.173 must
be accomplished.
(d) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita
Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita,
Kansas 67209.
All persons affected by this directive may obtain copies of the document(s) referred to herein upon
request to Cessna Aircraft Company, Customer Services, Post Office Box 1521, Wichita, Kansas 67201;
or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601
East 12th Street, Kansas City, Missouri 64106.
This AD revises AD 87-21-02, Amendment 39-5740 which became effective on November 2, 1987.
This amendment (39-6215, AD 87-21-02 R1) becomes effective on June 16, 1989.
AD 90-02-13
Main Landing Gear
Airworthiness Directives; CESSNA Models 310, 320, 340, 401, 402, 411, 414 and 421 Airplanes
Preamble Information
AGENCY: Federal Aviation Administration, DOT
DATES: Effective February 5, 1990.
Regulatory Information
90-02-13 CESSNA: Amendment 39-6445.
Applicability: The following models and serial numbered airplanes certificated in any category:
MODEL
SERIAL NUMBERS
310
310L0001 through 310R1690
320
320E0001 through 320F0045
340
340-0001 through 340A0801
401
401-0001 through 401B0221
402
402-0001 through 402C0125
411
411-0001 through 411A0300
414
414-0001 through 414A0340
421
421-0001 through 421C0715
Compliance: Required as indicated after the effective date of this AD, unless already accomplished.
To assure structural integrity of the main gear barrel inner bearing and prevent jamming of the inner and
outer barrels of the main landing gears, accomplish the following:
(a) Upon the accumulation of 1,300 hours time-in-service (TIS), or within the next 300 hours TIS after
the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,000 hours
TIS, inspect the left and right main gear strut barrel inner bearings, Part Numbers 5041108-1 and
5041108-2, in accordance with the following procedures:
(1) Using the appropriate Aircraft Service Manual or Maintenance Manual, refer to the Landing Gear
section and use it as a guide to remove the lower barrel and axle assemblies from the upper barrel
assemblies.
(2) Remove all oil and grease from the external lock rings, inner ring bearings, and extended stop spacers.
(3) Visually inspect the external lock rings, inner bearings, and extended stop spacers for cracks.
(4) If any cracks are found in the external lock rings or the extended stop spacers, prior to further flight
replace the cracked part with a serviceable part.
(5) If any cracks are found in the inner bearings, prior to further flight replace the cracked part with a Part
Number (P/N) 5141109-1 bearing.
(6) If no cracks are found, magnetic particle inspect the inner bearings using the procedures specified in
Part B, "MAGNETIC PARTICLE NONDESTRUCTIVE INSPECTION PROCEDURES" of Cessna
Service Bulletin MEB88-7, dated December 2, 1988. If any cracks are found, prior to further flight
replace the cracked part with a P/N 5141109-1 bearing.
(b) The 1,000 hour repetitive inspections specified in paragraph (a) of this AD are no longer required
when the P/N 5141109-1 bearing is installed in each gear.
(c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be
accomplished.
(d) An alternate method of compliance or adjustment of the initial or repetitive compliance times which
provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification
Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209.
NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add
comments and send it to the Manager, Wichita Aircraft Certification Office.
All persons affected by this directive may obtain copies of the document referred to herein upon request
to the Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277; or may examine this document
at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street,
Kansas City, Missouri 64106.
This amendment (39-6445, AD 90-02-13) becomes effective on February 5, 1990.
AD 96-12-22 RIN 2120-AA64
Full Flow Engine Oil Adapter
Airworthiness Directives; Cessna Aircraft Company Engine Oil Filter Adapter Assemblies Installed on
Aircraft
PDF Copy (If Available):
Preamble Information
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to Cessna Aircraft
Company (Cessna) engine oil filter adapter assemblies installed on aircraft. This action requires
inspecting the oil filter and adapter assembly (or torque putty, if installed) for oil leakage and proper
installation of the adapter retaining nut and fretting of associated threads (security), and replacing any oil
filter adapter assembly with security problems; applying torque putty between the engine filter adapter
assembly, nut, and oil pump housing (unless already equipped with torque putty); and repetitively
inspecting the torque putty for misalignment, evidence of oil leakage, or torque putty cracks, and
reinspecting the oil filter and adapter assembly threads if misalignment, evidence of oil leakage, or torque
putty cracks are found. Reports of loose or separated engine oil filter adapters on several airplanes
prompted this action. The actions specified by this AD are intended to prevent loss of engine oil caused
by loose or separated oil filter adapters, which, if not detected and corrected, could result in engine
stoppage while in flight and loss of control of the airplane.
EFFECTIVE DATE: July 31, 1996.
ADDRESSES: Information that applies to this AD may be examined at the Federal Aviation
Administration (FAA), Central Region, Office of the Assistant Chief Counsel, Attention: Rules Docket
93-CE-54-AD, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
FOR FURTHER INFORMATION CONTACT: Mr. Paul O. Pendleton, Aerospace Engineer, FAA,
Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone
(316) 946-4143; facsimile (316) 946-4407.
SUPPLEMENTARY INFORMATION:
Events Leading to the AD
A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to airplanes of any type design that utilize any Cessna engine oil filter adapter was published
in the Federal Register on January 22, 1996 (61 FR 1534). The action proposed to require (1) inspecting
the oil filter and adapter assembly (or torque putty, if installed) for oil leakage and proper installation of
the adapter retaining nut and fretting of associated threads (security), and replacing any oil filter adapter
assembly with security problems; (2) applying torque putty between the engine filter adapter assembly,
nut, and oil pump housing (unless already equipped with torque putty); and (3) repetitively inspecting the
torque putty for misalignment, evidence of oil leakage, or torque putty cracks, and reinspecting the oil
filter and adapter assembly threads if misalignment, evidence of oil leakage, or torque putty cracks are
found. This proposal revised a previous proposal that was published in the Federal Register on September
19, 1994 (59 FR 47821).
Reports of loose or separated engine oil filter adapters on several airplanes prompted the proposal.
Interested persons have been afforded an opportunity to participate in the making of this amendment. No
comments were received on the proposed rule or the FAA's determination of the cost to the public.
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor corrections will not change the
meaning of the AD and will not add any additional burden upon the public than was already proposed.
Cost Impact
The FAA estimates that 70,000 airplanes in the U.S. registry incorporate one of the affected engine oil
filter adapter assemblies and will, therefore, be affected by this AD; that it will take approximately 1 work
hour per airplane to accomplish the initial inspection and torque putty application; and that the average
labor rate is approximately $60 an hour. Based on these figures, the total cost impact of this AD on U.S.
operators is estimated to be $4,200,000. This figure is based on the assumption that no operator has
accomplished the initial inspection, and does not take into account the cost for the repetitive inspections.
Since the pilot is allowed to repetitively inspect the torque putty, the only cost of the repetitive
inspections is the time incurred by the pilot and the cost of an inspection required if misalignment,
evidence of oil leakage, or torque putty cracks are found. The FAA has no way of determining how many
repetitive inspections each individual operator will incur over the life of the airplane.
Regulatory Impact
The regulations adopted herein will not have substantial direct effects on the States, on the relationship
between the national government and the States, or on the distribution of power and responsibilities
among the various levels of government. Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism implications to warrant the preparation
of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under
Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44
FR 11034, February 26, 1979); and (3) will not have a significant economic impact, positive or negative,
on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. A copy of
the final evaluation prepared for this action is contained in the Rules Docket. A copy of it may be
obtained by contacting the Rules Docket at the location provided under the caption "ADDRESSES".
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40113, 44701.
Section 39.13 - [AMENDED]
2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows:
Regulatory Information
96-12-22 CESSNA AIRCRAFT COMPANY: Amendment 39-9665; Docket No. 93-CE-54-AD.
Applicability: Cessna Engine Oil Filter Adapters Assemblies, part numbers 0450404-(all dash numbers),
0556004-(all dash numbers), 0556010-(all dash numbers), 0756023-(all dash numbers), 0756024-(all
dash numbers), 1250403-(all dash numbers), 1250417-(all dash numbers), 1250418(all dash numbers),
1250921-(all dash numbers), and 1250922-(all dash numbers), installed on, but not limited to, the
following:
(1) Cessna Models 100, 200, 300, and 400 Series airplanes (all serial numbers), certificated in any
category, that are equipped with at least one Teledyne Continental Motors (TCM) engine.
(2) Airplanes that have an affected full flow engine oil adapter installed by field approval, including, but
not limited to, the following model or series airplanes, certificated in any category:
Manufacturer
Series/Models
Rockwell/Aero Commander/Meyers
200 Series
Twin Commander
Models 500A and 685
Beech
33, 35, 36, and 55 Series
Piper
PA46 Series
Navion
Rangemaster 17 Series
Wren
Model 460
Bellanca
260 and 300 Series
(3) Airplanes equipped with any of the following Teledyne Continental Motors model or model series
engines:
O-200
O-470
IO-470
TSIO-470
O-520
IO-520
TSIO-520
GTSIO-520
IO-550
TSIO-550
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless
of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD.
For airplanes that have been modified, altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an alternative method of compliance in
accordance with paragraph (f) of this AD. The request should include an assessment of the effect of the
modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include specific proposed actions to address it.
NOTE 2: This AD does not apply to engine oil filter adapter assemblies manufactured by Teledyne
Continental Motors (See Figure 1 of this AD).
Compliance: Required initially as specified in both of the following, and thereafter as indicated in the
body of this AD:
1. Within the next 100 hours time-in-service (TIS) after the effective date of this AD or when the engine
oil filter is removed, whichever occurs first; and
2. Every time the engine oil filter is removed.
To prevent loss of engine oil caused by loose or separated oil filter adapters, which could result in engine
stoppage while in flight and loss of control of the airplane, accomplish the following:
(a) For airplanes with engine oil filter adapter assemblies that do not have torque putty between the
engine filter adapter assembly, nut, and oil pump housing, accomplish the following:
(1) Inspect the adapter locking nut installation for evidence of oil leakage.
(2) Check the torque of the adapter nut installation and ensure that the torque value is within the limits of
50 through 60 foot pounds.
(3) If evidence of oil leakage is found or the torque is not within the 50 through 60-foot pound limit, prior
to further flight, remove the adapter and filter assembly, and:
(i) Inspect the threads of the adapter assembly and engine for signs of damaged or cracked threads; and
(ii) Replace any adapter assembly and engine oil pump housing (if necessary) that have evidence of
thread damage or cracks.
(4) Apply torque putty between the engine filter adapter assembly, nut, and oil pump housing as specified
in Figure 1 of this AD.
(5) Reassemble the engine oil filter assembly.
(b) For airplanes with torque putty between the engine filter adapter assembly, nut, and oil pump housing,
inspect the torque putty for misalignment, evidence of oil leakage, or cracks.
(1) If any misalignment, evidence of oil leakage, or torque putty cracks are found, prior to further flight,
accomplish the requirements specified in paragraph (a) of this AD, including all subparagraphs.
(2) If no misalignment, evidence of oil leakage, or torque putty cracks are found, reinspect at intervals not
to exceed 100 hours TIS until the engine oil filter is removed.
(c) Replacing the engine oil filter adapter assembly does not eliminate the repetitive inspection
requirement of this AD.
(d) The repetitive inspections of the torque putty as required by this AD may be performed by the
owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal
Aviation Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance
with this AD in accordance with section 43.11 of the Federal Aviation Regulations (14 CFR 43.11).
(e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(f) An alternative method of compliance or adjustment of the initial or repetitive compliance time that
provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification
Office (ACO), 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The
request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments
and then send it to the Manager, Wichita ACO.
NOTE 3: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Wichita ACO.
(g) Information related to this AD may be examined at the FAA, Central Region, Office of the Assistant
Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
(h) This amendment becomes effective on July 31, 1996.
AD 98-14-03 RIN 2120-AA64
Transponders
Airworthiness Directives; AlliedSignal Inc. KT 76A Air Traffic Control (ATC) Transponders.
Preamble Information
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to certain
AlliedSignal Inc. (AlliedSignal) KT 76A ATC transponders that are installed on aircraft. This AD
requires incorporating a modification on the affected transponders that consists of replacing two resistor
network modules with glass-coated modules. This AD is the result of reports of these ATC transponders
transmitting misleading encoding altimeter information to ground-based ATC radar sites and nearby
Traffic Alert and Collision Avoidance System (TCAS)-equipped aircraft. The actions specified by this
AD are intended to prevent the transmission of misleading encoding altimeter information between
affected aircraft caused by the inability of these ATC transponders to coordinate with ground-based ATC
radar sites and nearby TCAS-equipped aircraft.
DATES: Effective August 16, 1998.
The incorporation by reference of certain publications listed in the regulations is approved by the Director
of the Federal Register as of August 16, 1998.
ADDRESSES: Service information that applies to this AD may be obtained from AlliedSignal Inc.,
General Aviation Avionics, 400 N. Rogers Road, Olathe, Kansas 66062-1212. This information may also
be examined at the Federal Aviation Administration (FAA), Central Region, Office of the Regional
Counsel, Attention: Rules Docket No. 97-CE-30-AD, Room 1558, 601 E. 12th Street, Kansas City,
Missouri 64106; or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Mr. Roger A. Souter, Aerospace Engineer, Wichita
Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209;
telephone: (316) 946-4134; facsimile: (316) 946-4407.
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to certain AlliedSignal KT 76A ATC transponders that are installed on aircraft was
published in the Federal Register as a notice of proposed rulemaking (NPRM) on February 4, 1998 (63
FR 5763). The NPRM proposed to require replacing two resistor network modules, RM401 and RM402,
with new glass-coated parts. Accomplishment of the proposed action as specified in the NPRM would be
in accordance with AlliedSignal Service Bulletin SB KT 76A-7, dated July 1996.
The NPRM was the result of reports of these ATC transponders transmitting misleading encoding
altimeter information to ground-based ATC radar sites and nearby Traffic Alert and Collision Avoidance
System (TCAS)-equipped aircraft.
Interested persons have been afforded an opportunity to participate in the making of this amendment. Due
consideration has been given to the comments received.
Comment Issue: The Compliance Time Should Be Extended
Three commenters believe that the proposed compliance time of 6 calendar months is unrealistic. These
comments are detailed as follows:
1. One commenter states that, in order to accomplish the work, Allied Signal would have to supply 38
repairmen who would work 8 hours per day for 6 months. The commenter questions whether this
commitment will be made.
2. Another commenter agrees with the FAA’s decision to state the compliance in calendar time, but
believes that a more appropriate and more convenient time would be to require the work at the next
annual inspection or transponder system inspection. This would reduce the down-time for the affected
aircraft by allowing the work to be accomplished during regularly scheduled maintenance.
3. The third commenter states that many of the affected transponders will be part of a complete pitot-static
system that requires biennial calibration in accordance with section 91.413 of the Federal Aviation
Regulations (14 CFR 91.413). The commenter proposes that since the unit will already be at the avionics
shop for this calibration, then the FAA should write the compliance time to coincide with the biennial
pitot-static system calibration.
The FAA partially concurs with the above comments, as follows:
1. After re-evaluating all information related to this subject, the FAA concurs that 6 calendar months is an
unrealistic time period to have the work accomplished on all of the affected transponders. The FAA
believes that a large number of the affected aircraft already have the proposed modification incorporated
on the transponder. Based on all information, the FAA believes that a 12 calendar month compliance time
is more realistic. The final rule will reflect this change.
2. The 12 calendar month compliance time will allow the modification to be incorporated during the
airplane’s next annual inspection, as requested by the commenter.
3. Because the silver migration process is affected by environmental factors as well as occurring over
time, the FAA cannot predict when a particular transponder could fail. A transponder could work well one
day and then fail the next day. With this in mind, the FAA does not concur that the compliance time
should be written to coincide with the next pitot-static system biennial calibration in accordance with
section 91.413 of the Federal Aviation Regulations (14 CFR 91.413). This could allow the condition
defined in this AD to go undetected for up to 24 months.
Comment Issue: Problem Occurs Only on Aircraft Operating Above 10,000 Feet and the AD
Should Be Limited to Only Those Aircraft Operating in Instrument Flight Rule (IFR) Conditions
Two commenters believe that the condition specified in the NPRM is associated with "at altitude"
operations over time. The commenters state that one could imply that:
"aircraft in the high altitude structure may be more likely to experience this problem than one operating
below 10,000 feet and using the Allied Signal KT 76A ATC transponder simply because the aircraft
operates within Class B or C airspace or within a 30 nautical miles "veil" for a class B airport. The
problem with an erroneous altitude report from a high speed aircraft operating in the IFR airspace system
is significantly different than a small airplane flying in visual flight rules (VFR) conditions."
Both commenters recommend different actions than are already proposed based on the above information
and both believe that the private operator (who is mostly a Sunday pilot) would remove the equipment
from the aircraft since aircraft in VFR operation outside of the B and C airspace do not need to have a
transponder unit. Both believe that removing the transponder would reduce safety. These
recommendations are as follows:
1. One commenter suggests that those operating in only VFR conditions fabricate and install a placard
with the words "For VFR Use Only". If or when these aircraft’s transponders no longer comply with the
125-foot error requirement of part 43, Appendix E, of the Federal Aviation Regulations (14 CFR part 43,
Appendix E), then the commenter proposes that the AD require immediate replacement or modification of
the transponder equipment. The commenter feels that this would allow thousands of small aircraft to fly
legally and safely within the 30 nautical mile veils associated with Class B airports, without incurring an
additional expense to their flying activities.
2. The other commenter recommends that the FAA not issue the proposed AD as a final rule, or if issued,
limit the Applicability of the AD to only turbine-powered or "10-or-more seats" aircraft. This commenter
feels that replacing equipment that meets performance standards because of a "maybe" malfunction
(which will simply cause an error in altitude reporting) is wrong when it comes to private aircraft (used
mostly for pleasure). The commenter also suggests a possible mandatory replacement or modification of
the equipment if a certain error is detected.
The FAA does not concur with the proposed alternatives presented by the commenters. The altitude at
which an aircraft equipped with one of the affected transponders is flown and the amount of time flown at
this altitude do not affect the probability of the unit failing. The "silver migration" process occurs
regardless of the altitude or the time "at altitude". This "silver migration" process is slow and is affected
by environmental factors as well. The FAA cannot assure that any given unit would not be affected by
this condition during any given 2 year period. A unit could pass on one day and then fail the next day.
Aircraft that are operated in VFR conditions are interrogated by TCAS-equipped aircraft in the areas. The
ATC system and misleading aircraft altitude information could represent a hazard to the aircraft in VFR
conditions. The FAA has determined that safety would be compromised if the AD allowed, for aircraft
operating in VFR conditions, the system to fail before mandating replacement or modification.
Comment Issue: Limit the AD to Only Those Aircraft Exhibiting Problems
In addition to the comments above proposing replacement or modification of the Allied Signal KT 76A
ATC transponder upon condition for aircraft operating in VFR conditions, one commenter proposes that
the AD only apply to those transponders that exhibit problems during the 24 calendar month pitot-static
system calibration in accordance with section 91.413 of the Federal Aviation Regulations (14 CFR
91.413). This would be for all transponders regardless of the type of operation in which the aircraft is
involved. The commenter believes that this would accomplish the intent of the AD without burdening
operators already in good working order.
The FAA does not concur. As discussed earlier, the FAA cannot predict when a particular transponder
could fail. A transponder could work well one day and then fail the next day. The FAA has determined
that safety would be compromised if the AD allowed the system to fail before mandating replacement or
modification.
Comment Issue: Wait for Results of Technical Field Study on Transponders
One commenter agrees with the FAA that the KT 76A ATC transponders have a demonstrated history of
inaccurate or misleading data transmission and that corrective action is necessary to address this issue.
This commenter goes on to state that the FAA Technical Center in Atlantic City conducted a full-scale
field study of transponder performance in general aviation aircraft and determined that a variety of
deficiencies exist in a broad range of transponders, including the KT 76A ATC transponders. This
commenter suggests that the FAA withhold issuance of this AD until the full scope of the transponder
issues can be addressed, including the problems associated with "silver migration" in the KT 76A ATC
transponders.
The FAA concurs that the information from the Technical Center Study is very important. However,
correspondence received from the Technical Center indicates that resolution of these issues may take a
considerable amount of time. As stated earlier, the FAA cannot predict when a particular transponder
could fail. A transponder could work well one day and then fail the next day. The FAA has determined
that safety would be compromised if the AD was not issued awaiting a resolution from the FAA
Technical Center in Atlantic City, regarding the full scope of the transponder issues.
Comment Issue: Certain Aspects Not Covered in the Cost Impact
Four commenters propose changes to the section that describes the cost impact upon the public. These
include:
 It will take 2.5 workhours to accomplish the action instead of 2 workhours as presented in the NPRM;
 In addition to providing parts at no charge, Allied Signal is providing warranty credit for up to 2.5
workhours to accomplish the action; the cost impact should include the costs of a recalibration of the
pitot-static system; and
 the cost impact does not take into account the costs the affected aircraft operators will incur while their
aircraft is out-of-service.
The FAA concurs that it will take 2.5 workhours to accomplish the action and that Allied Signal will
provide warranty credit for up to 2.5 workhours to accomplish the action. The final rule will incorporate
this information.
The FAA does not concur that the cost impact section should account for recalibration costs because the
inputs affected by the silver migration are encoding altimeter inputs and are not directly connected to the
pitot static system. Therefore, there are no costs associated with pitot static system when complying with
this AD.
The FAA believes that the change in the compliance time from 6 calendar months to 12 calendar months
will take into account the cost impact of aircraft "out-of-service". This will allow the operator to schedule
the replacement and modification to coincide with a regularly schedule maintenance event, thus, the AD
will not necessitate any additional downtime. Even if additional downtime is necessary for some
airplanes, the FAA does not possess sufficient information to evaluate the number of airplanes that may
be so affected or the amount of additional downtime that may be required.
Comment Issue: Include Statistical Data Concerning the Problem in the AD
One commenter states that including statistical data that more fully discusses the origin of the "silver
migration" problem would be helpful.
The FAA, in working with the manufacturer, saw a three-fold increase in the usage of spare parts of the
Allied Signal KT 76A ATC transponders. Between the last quarter of 1995 and the first quarter of 1996,
quarterly usage of spare parts increased from approximately 40 parts per quarter to approximately 120
parts for that quarter. This indicates a significant trend and failure analysis of these transponders.
Information submitted to the FAA revealed that this increase in spare parts usage was due to the "silver
migration" problem. Within a 3-month period, over 150 of these transponder units were in the repair
shops to have "silver migration" problems remedied.
Comment Issue: Concur With the Action
One commenter agrees with the proposal as written and states that accomplishing "this relatively
inexpensive and simple repair action will eliminate the potential hazard and enhance general flying safety
in the National Airspace System."
The FAA's Determination
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
the change in the compliance time and minor editorial corrections. The FAA has determined that this
change and minor corrections will not change the meaning of the AD and will not add any additional
burden upon the public than was already proposed.
Cost Impact
The FAA estimates that 20,000 transponder units could be affected by this AD if all were installed in
aircraft of U.S. registry. Approximately 2.5 workhours will be needed to accomplish this action, at an
average labor rate of $60 an hour. However, Allied Signal will provide warranty credit for up to 2.5
workhours to accomplish the action, as well as providing all necessary parts at no cost to the
owners/operators of airplanes with the affected transponder units installed. Based on these figures and
Allied Signal’s warranty program, this AD will impose no cost impact on U.S. operators of the affected
aircraft.
Regulatory Impact
The regulations adopted herein will not have substantial direct effects on the States, on the relationship
between the national government and the States, or on the distribution of power and responsibilities
among the various levels of government. Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism implications to warrant the preparation
of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under
Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44
FR 11034, February 26, 1979); and (3) will not have a significant economic impact, positive or negative,
on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. A copy of
the final evaluation prepared for this action is contained in the Rules Docket. A copy of it may be
obtained by contacting the Rules Docket at the location provided under the caption "ADDRESSES".
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows:
Regulatory Information98-14-03 ALLIEDSIGNAL INC.: Amendment 39-10637; Docket No. 97-CE30-AD.
Applicability: AlliedSignal KT 76A Air Traffic Control (ATC) transponders; part number (P/N) 0661062-00/10/02; serial numbers 93,000 through 109,999, as installed on, but not limited to the following
airplanes (all serial numbers), certificated in any category:
 Cessna Aircraft Company: 172, 182, R182, T182, 206, P206, U206, TP206, 210, T210, P210, 310,
E310, T310, and 421 series airplanes.
 Twin Commander Aircraft Company: 500, 520, 560, 680, 681, 685, 690, 695, and 720 series airplanes.
 The New Piper Aircraft Corporation: PA-31, PA-32, and PA-34 series airplanes.
 Raytheon Aircraft Company: E33, F33, G33, 35, J35, K35, L35, K35, M35, P35, S35, V35, 36, A26,
B36, D55, E55, 56, A56, 58, 58A, 95, B95, D95, and E95 series airplanes.
 Mooney Aircraft Corporation: M20 series airplanes.
 McDonnell Douglas Helicopter Company: Model 500N rotorcraft.
NOTE 1: This AD applies to each aircraft equipped with a transponder that is identified in the preceding
applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject
to the requirements of this AD. For aircraft that have been modified, altered, or repaired so that the
performance of the requirements of this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (d) of this AD. The request should
include an assessment of the effect of the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include
specific proposed actions to address it.
Compliance: Required within the next 12 calendar months after the effective date of this AD, unless
already accomplished.
To prevent the transmission of misleading encoding altimeter information between affected aircraft
caused by the inability of the affected ATC transponders to coordinate with ground-based air traffic
control (ATC) radar sites and nearby Traffic Alert and Collision Avoidance System (TCAS)-equipped
aircraft, accomplish the following:
(a) Replace the two resistor network modules, RM401 and RM402, with new glass-coated parts in
accordance with the MODIFICATION PROCEDURE section of AlliedSignal Service Bulletin SB KT
76A-7, dated July 1996. When accomplished, this replacement is referred to as Mod 7.
(b) As of the effective date of this AD, no person may install an AlliedSignal KT 76A ATC transponder;
part number (P/N) 066-1062-00/10/02; serial numbers 93,000 through 109,999, in an aircraft without first
incorporating Mod 7 as specified in paragraph (a) of this AD.
(c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent
level of safety may be approved by the Manager, Wichita Aircraft Certification Office (ACO), 1801
Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded
through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the
Manager, Wichita ACO.
NOTE 2: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Wichita ACO.
(e) The replacement required by this AD shall be done in accordance with AlliedSignal Service Bulletin
SB KT 76A-7, dated July 1996. This incorporation by reference was approved by the Director of the
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from
AlliedSignal Inc., General Aviation Avionics, 400 N. Rogers Road, Olathe, Kansas 66062-1212. Copies
may be inspected at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th
Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW,
suite 700, Washington, DC.
(f) This amendment becomes effective on August 16, 1998.
AD 98-21-21 R1 RIN 2120-AA64
Not Applicable - Bob Fields Aerocessories Inflatable Door Seals
Preamble Information
AGENCY: Federal Aviation Administration, DOT
ACTION: Final rule
SUMMARY: This amendment revises Airworthiness Directive (AD) 98-21-21, which currently requires
de-activating the electric door seal inflation system for all aircraft equipped with Bob Fields
Aerocessories inflatable door seals. Since issuance of that AD, the manufacturer has developed a
modification that would allow these electric door seal inflation systems to remain in service, and the
Federal Aviation Administration (FAA) has approved this modification. This AD requires incorporating
this modification as a method of complying with the current AD, and will exclude those airplanes with
manual door seal inflation systems from the AD requirements of de-activating the system. The actions
specified by this AD are intended to prevent smoke and a possible fire in the cockpit caused by
overheating of the electric door seal inflation systems, which could result in passenger injury.
DATES: Effective May 1, 2000.
ADDRESSES: Service information that relates to this AD may be obtained from Bob Fields
Aerocessories, 340 East Santa Maria St., Santa Paula, California 93060; telephone: (805) 525-6236;
facsimile: (805) 525-5286. Thisinformation may also be examined at the Federal Aviation Administration
(FAA), Central Region, Office of the RegionalCounsel, Attention: Rules Docket No. 98-CE-88-AD, 901
Locust, Room 506, Kansas City, Missouri 64106.
FOR FURTHER INFORMATION CONTACT: George Y. Mabuni, Aerospace Engineer, FAA, Los
Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California 90712;
telephone: (562) 627-5341;facsimile: (562) 627-5210.
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD - A proposal to amend part 39 of the Federal Aviation
Regulations (14 CFR part 39) to include an AD that would apply to all aircraft equipped with Bob Fields
Aerocessories inflatable door seals that are installed in accordance with either the applicable
Supplemental Type Certificate (STC) or through field approval was published in the Federal Register as a
notice of proposed rulemaking (NPRM) on October 29, 1999 (64 FR 58359). The NPRM proposed to
revise AD 98-21-21, Amendment 39-10844 (63 FR 55321, October 15, 1998). AD 98-21-21 currently
requires de- activating the electric door seal inflation system, fabricating and installing a placard
specifying that the system is inoperative, and inserting a copy of the AD into the Limitations Section of
the airplane flight manual (AFM).
AD 98-21-21 only applies to those aircraft equipped with the Bob Fields Aerocessories inflatable door
seals. With this in mind, the owner/operator also has the option of removing all provisions of the Bob
Fields Aerocessories inflatable door seals installation, and installing original equipment manufacturer
door seals or an FAA-approved equivalent that is of different design than the referenced Bob Fields
Aerocessories inflatable door seals.
The NPRM proposed to retain the requirements of the existing AD, would exclude those airplanes
incorporating a manual inflatable door seal system from the system de-activation requirements, and would
provide the option of incorporating one of the modifications referenced in Bob Fields Aerocessories
Service Bulletin No. BFA-001, Date: November 3, 1998, as a method of accomplishing the AD.
The NPRM was the result of the manufacturer developing a modification that would allow these electric
door seal inflation systems to remain in service, and the Federal Aviation Administration (FAA) approved
this modification.
Interested persons have been afforded an opportunity to participate in the making of this amendment. No
comments were received on the proposed rule or the FAA's determination of the cost to the public.
The FAA's Determination
After careful review of all available information related to the subject presented above, the FAA has
determined that air safety and the public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor corrections will not change the
meaning of the AD and will not add any additional burden upon the public than was already proposed.
Cost Impact
The FAA does not know the number of aircraft that have the affected electric door seal inflation systems
installed. The FAA estimates that it will take approximately 3 workhours per airplane to accomplish the
optional modifications that will allow these systems to be put back in service, at an average labor rate of
approximately $60 an hour. Based on these figures, the total cost impact of the optional modification in
this document on U.S. operators is estimated to be $180 per airplane aircraft equipped with Bob Fields
Aerocessories inflatable door seals.
Regulatory Impact
These regulations will not have a substantial direct effect on the States, on the relationship between the
national Government and the States, or on the distribution of power and responsibilities among the
various levels of government. Therefore, the FAA has determined that this final rule does not have
federalism implications under Executive Order 13132.
For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under
Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44
FR 11034, February 26, 1979); and (3) will not have a significant economic impact, positive or negative,
on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. A copy of
the final evaluation prepared for this action is contained in the Rules Docket. A copy of it may be
obtained by contacting the Rules Docket at the location provided under the caption "ADDRESSES".
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. Section 39.13 is amended by removing Airworthiness Directive (AD) 98-21-21, Amendment 39-10844
(63 FR 55321, October 15, 1998), and adding a new AD to read as follows:
Regulatory Information
REVISION - 98-21-21 R1 BOB FIELDS AEROCESSORIES: Amendment 39-11621; Docket No. 98CE-88-AD; Revises AD 98-21-21, Amendment 39-10844.
Applicability: Electric inflatable door seals, installed either in accordance with the applicable
supplemental type certificate (STC) or through field approval, that are installed on, but not limited to, the
following aircraft:
Affected STC Make and Model Aircraft Affected
SA3735NM
Cessna Models 170, 170A, and 170B Airplanes
SA4136WE
Cessna Models 310, 310A, 310B, 310C, 310D, 310F, 310G, 310H, 310I, 310J, 310K,
310L, 310N, 310P, 310Q, 310R, T310P, T310Q, and T310R Airplanes
SA2226NM
Cessna Models P210N and P210R Airplanes
SA3736NM
Cessna Models 185, 185A, 185B, 185C, 185D, A185E, and A185F Airplanes
SA4177WE
Cessna Models 175, 175A, 175B, and 175C Airplanes
SA4212WE
Cessna Models 210, 210A, 210B, 210C, 210D, 210E, 210F, 210G, 210H, 210J, 210K,
210L, 210M, 210N, T210F, T210G, T210H, T210J, T210K, T210L, T210M, T210N,
210-5 (205), and 210-5A (205A) Airplanes
SA4283WE
Cessna Models 172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H, 172I, 172K,
172L, 172M, and 172N Airplanes
SA4284WE
Cessna Models 180, 180A, 180B, 180C, 180D, 180E, 180F, 180G, 180H, 180J, and
180K Airplanes
SA4285WE
Cessna Models 182, 182A, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K,
182L, 182M, 182N, 182P, 182Q, R182, and TR182 Airplanes
SA4286WE
Cessna Models 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B,
TP206C, TP206D, TP206E, U206, U206A, U206B, U206C, U206D, U206E, U206F,
U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, and TU206G
Airplanes
SA4287WE
Cessna Models 320, 320A, 320B, 320C, 320D, 320E, 320F, and 320-1 Airplanes
SA4180WE
Raytheon (Beech) Models H35, J35, K35, M35, N35, P35, S35, V35, V35A, V35B, 3533, 35-A33, 35-B33, 35-C33, 35-C33A, E33, E33A, E33C, F33, F33A, F33C, G33, 36,
A36, A36TC, and B36TC Airplanes
SA4184WE
Raytheon (Beech) Models 95, B95, B95A, E95, 95-55, 95-A55, 95-B55, 95-B55A, 95B55B, 95-C55, D55, E55, 56TC, 58, and 58A Airplanes
SA4239WE
Raytheon (Beech) Models 58P, 58PA, 58TC, and 58TCA Airplanes
SA4240WE
Raytheon (Beech) Models 50, B50, C50, D50, D50A, D50B, D50C, D50E, D50E-5990,
E50, F50, G50, H50, and J50 Airplanes
SA4282WE
Raytheon (Beech) Models 35, A35, B35, C35, D35, E35, F35, G35, and 35R Airplanes
SA4178WE
Mooney Models M20, M20A, M20C, M20D, M20E, M20F, M20G, M20J, and M20K
Airplanes
SA4234WE
The New Piper Aircraft, Inc. (Piper) Models PA-34-200, PA-34-200T, and PA-34-220T
Airplanes
SA4179WE
Piper Models PA-24, PA-24-250, PA-24-260, and PA-24-400 Airplanes
SA4235WE
Piper Models PA-44-180 and PA-44-180T Airplanes
SA4236WE
Piper Models PA-28-140, PA-28-150, PA-28-160, PA-28-180, PA-28-235, PA-28-151,
PA-28-181, PA-28-161, PA-28-236, PA-28-201T, PA-28S-160, PA-28S-180, PA-28R-
180, PA-28R-200, PA-28R-201, PA-28R-201T, PA-28RT-201, and PA-28RT-201T
Airplanes
SA4237WE
Piper Models PA-23, PA-23-160, PA-23-235, PA-23-250, and PA-E23-250 Airplanes
SA4238WE
Piper Models PA-30, PA-39, and PA-40 Airplanes
SA4385WP
Piper Models PA-31, PA-31-300, PA-31-325, and PA-31-350 Airplanes
SA4288WE
Piper Models PA-32-260, PA-32-300, PA-32S-300, PA-32-301, PA-32-301T, PA-32R300, PA-32R-301, PA-32R-301T, PA-32RT-300, and PA-32RT-300T Airplanes
SA2511NM
Bellanca Models 17-30, 17-31, and 17-31TC Airplanes
SA2510NM
Bellanca Models 17-30A, 17-31A, and 17-31ATC Airplanes
SA4316WE
Wing Aircraft Company Model D-1 Airplanes
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision that has the
affected inflatable door seals installed, regardless of whether it has been modified, altered, or repaired in
the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired
so that the performance of the requirements of this AD is affected, the owner/operator must request
approval for an alternative method of compliance in accordance with paragraph (f) of this AD. The
request should include an assessment of the effect of the modification, alteration, or repair on the unsafe
condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should
include specific proposed actions to address it.
Compliance: Required as indicated in the body of this AD, unless already accomplished.
To prevent smoke and a possible fire in the cockpit caused by overheating of the electric door seal
inflation systems, which could result in passenger injury, accomplish the following:
(a) Prior to further flight after October 30, 1998 (the effective date of AD 98-21-21), deactivate the
electric door seal inflation system by accomplishing the following:
(1) Disconnect the battery.
(2) Locate the air pump and identify the power wire to the air pump.
(3) Trace the power wire to its connection to the airplane's original electrical power system. Disconnect
the power wire at its attachment to the airplane's electrical power system and stow the wire end.
(4) For non-pressurized airplanes, fabricate a placard that incorporates the following words utilizing
letters that are at least 0.10-inch in height, and install this placard on the instrument panel within the
pilot's clear view:
"ELECTRIC DOOR SEAL INFLATION SYSTEM INOPERATIVE"
(5) For pressurized airplanes or for airplanes that do not have an operating manual door seal inflation
system, fabricate a placard that incorporates the following words utilizing letters that are at least 0.10-inch
in height, and install this placard on the instrument panel within the pilot's clear view:
"ELECTRIC DOOR SEAL INFLATION SYSTEM INOPERATIVE. THIS AIRPLANE CAN ONLY BE
OPERATED IN UNPRESSURIZED FLIGHT"
(6) Reconnect the battery before returning to service.
(b) Prior to further flight after October 30, 1998 (the effective date of AD 98-21-21), insert a copy of this
AD into the Limitations Section of the airplane flight manual (AFM).
NOTE 2: The prior to further flight compliance time of paragraphs (a) and (b) of this AD is being retained
from AD 98-21-21. The only substantive difference between this AD and AD 98-21-21 is the addition
of the alternative method of compliance referenced in paragraph (c) of this AD.
NOTE 3: This AD only applies to those aircraft equipped with the Bob Fields Aerocessories inflatable
door seals. With this in mind, the owner/operator also has the option of removing all provisions of the
Bob Fields Aerocessories inflatable door seals installation, and installing original equipment manufacturer
door seals or an FAA-approved equivalent that is of a different design than the referenced Bob Fields
Aerocessories inflatable door seals.
(c) One of the following actions may be accomplished as an alternative method of compliance to the
requirements of paragraphs (a) and (b) of this AD. No further action is required by this AD as long as one
of these configurations remains incorporated on the aircraft.
(1) Modify the electric door seal inflation system in accordance with the procedures in Bob Fields
Aerocessories Service Bulletin No. BFA-001, Date: November 3, 1998; or
(2) Install a manual door seal inflation system instead of an electric system. Aircraft with existing manual
systems as of the effective date of this AD are excluded from the requirements of paragraphs (a) and (b)
of this AD.
(d) As of the effective date of this AD, no person may install, on any aircraft, a Bob Fields Aerocessories
electric door seal inflation system unless the actions specified in Bob Fields Aerocessories Service
Bulletin No. BFA-001, Date: November 3, 1998, are incorporated.
(e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(f) An alternative method of compliance or adjustment of the compliance times that provides an
equivalent level of safety may be approved by the Manager, FAA, Los Angeles Aircraft Certification
Office (ACO), 3960 Paramount Blvd., Lakewood, California 90712.
(1) The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add
comments and then send it to the Manager, Los Angeles ACO.
(2) Alternative methods of compliance approved in accordance with AD 98-21-21 are considered
approved as alternative methods of compliance for this AD.
NOTE 4: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Los Angeles ACO.
(g) All persons affected by this directive may obtain copies of the document referred to herein upon
request to Bob Fields Aerocessories, 340 East Santa Maria St., Santa Paula, California 93060; or may
examine this document(s) at the FAA, Central Region, Office of the Regional Counsel, Room 506, 901
Locust, Kansas City, Missouri 64106.
(h) This amendment revises AD 98-21-21, Amendment 39-10844.
(i) This amendment becomes effective on May 1, 2000.
AD 98-25-02 RIN 2120-AA64
Not applicable - BF Goodrich Avionics Systems, Inc. SKYWATCH SKY497
Installations with a Top-Mounted Antenna
Preamble Information
AGENCY: Federal Aviation Administration, DOT
ACTION: Final rule; request for comments.
SUMMARY: This amendment adopts a new airworthiness directive (AD) that applies to all BF Goodrich
Avionics Systems, Inc. (BF Goodrich) SKYWATCH SKY497 installations with a top-mounted antenna
that are installed on aircraft. This AD requires incorporating information into the airplane flight manual
(AFM) that specifies verifying the correct antenna configuration each time an aircraft equipped with a
SKY497 installation with a top-mounted antenna is powered-up. The AD also requires removing from
service any of these SKY497 installations with an incorrect antenna configuration. This AD results from
numerous reports of internal component failure of the above-referenced installations, which changed the
antenna configuration (from TOP to BOTTOM mount). The actions specified by this AD are intended to
prevent the display of target indicators on the wrong side of the aircraft caused by an internal component
failure in the SKY497 installations with a top-mounted antenna, which could result in the pilot making an
incorrect initial maneuver based on the displayed information while trying to visually acquire the aircraft.
DATES: Effective December 22, 1998.
Comments for inclusion in the Rules Docket must be received on or before January 29, 1999.
ADDRESSES: Submit comments in triplicate to the Federal Aviation Administration (FAA), Central
Region, Office of the Regional Counsel, Attention: Rules Docket No. 98-CE-107-AD, Room 1558, 601
E. 12th Street, Kansas City, Missouri 64106.
Service information that applies to this AD may be obtained from BF Goodrich Avionics Systems, Inc.,
5353 52nd Street, Southeast, P.O. Box 873, Grand Rapids, Michigan 49588-0873; telephone: (800) 4530288; facsimile: (616) 285-4224. This information may also be examined at the Federal Aviation
Administration (FAA), Central Region, Office
of the Regional Counsel, Attention: Rules Docket No. 98-CE-107-AD, Room 1558, 601 E. 12th Street,
Kansas City, Missouri 64106; or at the Office of the Federal Register, 800 North Capitol Street, NW,
suite 700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Brenda Ocker, Aerospace Engineer, FAA, Chicago
Aircraft Certification Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018; telephone: (847) 2947126; facsimile: (847) 294-7834.
SUPPLEMENTARY INFORMATION:
Discussion
BF Goodrich has communicated to the FAA 11 reports of internal component failure of BF Goodrich
SKYWATCH SKY497 installations with a top-mounted antenna. When this failure occurs, the antenna
configuration changes from the TOP to BOTTOM mount; e.g., the actual target at the 9 o'clock position
relative to the aircraft shows on the SKY497 installation in the 3 o'clock position.
This condition, if not corrected in a timely manner, could result in the display of target indicators on the
wrong side of the aircraft. The SkyWatch system is an advisory system and the pilot should not maneuver
based on the displayed information alone. However, the pilot may make an incorrect initial maneuver
based on the displayed information while trying to visually acquire the aircraft.
Relevant Service Information
BF Goodrich has issued Alert Service Bulletin SB #78A, dated October 21, 1998, which specifies
procedures for verifying that the SKY497 antenna configuration is in the top mount position every time
an affected aircraft is powered-up.
The FAA's Determination
After examining the circumstances and reviewing all available information related to the incidents
described above, including the relevant service information, the FAA has determined that AD action
should be taken to prevent the display of target indicators on the wrong side of the aircraft caused by the
current design of the SKY497 installations with a top-mounted antenna. This could result in the pilot
making incorrect aircraft maneuvers based on the displayed information.
Explanation of the Provisions of the AD
Since an unsafe condition has been identified that is likely to exist or develop in other aircraft equipped
with SKY497 installations with a top-mounted antenna, the FAA is taking AD action. This AD requires
incorporating information into the airplane flight manual (AFM) that specifies verifying the correct
antenna configuration each time an aircraft equipped with a SKY497 installation with a top-mounted
antenna is powered-up. The AD also requires removing from service any of these SKY 497 installations
with an incorrect antenna configuration.
Determination of the Effective Date of the AD
Since a situation exists that requires the immediate adoption of this regulation, it is found that notice and
opportunity for public prior comment hereon are impracticable, and that good cause exists for making this
amendment effective in less than 30 days.
Comments Invited
Although this action is in the form of a final rule that involves requirements affecting immediate flight
safety and, thus, was not preceded by notice and opportunity to comment, comments are invited on this
rule. Interested persons are invited to comment on this rule by submitting such written data, views, or
arguments as they may desire. Communications should identify the Rules Docket number and be
submitted in triplicate to the address specified above. All communications received on or before the
closing date for comments will be considered, and this rule may be amended in light of the comments
received. Factual information that supports the commenter's ideas and suggestions is extremely helpful in
evaluating the effectiveness of the AD action and determining whether additional rulemaking action
would be needed.
Comments are specifically invited on the overall regulatory, economic, environmental, and energy aspects
of the rule that might suggest a need to modify the rule. All comments submitted will be available, both
before and after the closing date for comments, in the Rules Docket for examination by interested
persons. A report that summarizes each FAA-public contact concerned with the substance of this AD will
be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments submitted in response to this
rule must submit a self-addressed, stamped postcard on which the following statement is made:
"Comments to Docket No. 98-CE-107-AD." The postcard will be date stamped and returned to the
commenter.
Regulatory Impact
The regulations adopted herein will not have substantial direct effects on the States, on the relationship
between the national government and the States, or on the distribution of power and responsibilities
among the various levels of government. Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism implications to warrant the preparation
of a Federalism Assessment.
The FAA has determined that this regulation is an emergency regulation that must be issued immediately
to correct an unsafe condition in aircraft, and is not a significant regulatory action under Executive Order
12866. It has been determined further that this action involves an emergency regulation under DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979). If it is determined that this
emergency regulation otherwise would be significant under DOT Regulatory Policies and Procedures, a
final regulatory evaluation will be prepared and placed in the Rules Docket (otherwise, an evaluation is
not required). A copy of it, if filed, may be obtained from the Rules Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39 - AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows:
Regulatory Information
98-25-02 BFGOODRICH AVIONICS SYSTEMS, INC.: Amendment 39-10924, Docket No. 98-CE107-AD.
Applicability: SKYWATCH SKY497 installations with a top-mounted antenna that are installed on, but
not limited to, the following aircraft, all serial numbers, certificated in any category:
Manufacturer
Aircraft Models and/or Series
Raytheon
Beech 90, 100, 200, and 300 Series
Cessna
172, 182, 206, 208, 210, 300, 400, and 500 Series
Piper
PA-23, PA-31-360, PA-31T, PA-32, PA-34, PA-42, and PA46
Hawker
HS-700 and HS-800
Mitsubishi
MU-2 Series
Dassault
F10
Mooney
M20 Series
Bombardier
DHC-6 Series
Westwind
1124
Bell
407
Eurocopter
AS365
Socata
TBM700
NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless
of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD.
For airplanes that have been modified, altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an alternative method of compliance in
accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the
modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe
condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required as indicated in the body of this AD, unless already accomplished.
To prevent the display of target indicators on the wrong side of the aircraft caused by an internal
component failure in the SKY497 installations with a top-mounted antenna, which could result in the
pilot making an incorrect initial maneuver based on the displayed information while trying to visually
acquire the aircraft, accomplish the following:
(a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, place the
information in the Appendix to this AD into the Limitations Section of the airplane flight manual (AFM).
(1) This information specifies verifying the correct antenna configuration each time an aircraft equipped
with a SKY497 installation with a top-mounted antenna is powered-up.
(2) This information is a duplication of the information presented in BF Goodrich Alert Service Bulletin
#78A, dated October 21, 1998.
(b) If an incorrect antenna configuration is found during any of the power-up procedures specified in the
AFM information required by this AD, prior to further flight, remove the SKY497 installation from
service.
(c) Inserting the information into the Limitations Section of the AFM as required by paragraph (a) of this
AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by
section 43.7 of the Federal Aviation Regulations (14 CFR 43.7), and must be entered into the aircraft
records showing compliance with this AD in accordance with section 43.9 of the Federal Aviation
Regulations (14 CFR 43.9).
(d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the
requirements of this AD can be accomplished.
(e) An alternative method of compliance or adjustment of the compliance times that provides an
equivalent level of safety may be approved by the Manager, Chicago Aircraft Certification Office (ACO),
2300 East Devon Avenue, Des Plaines, Illinois 60018. The request shall be forwarded through an
appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager,
Chicago ACO.
NOTE 2: Information concerning the existence of approved alternative methods of compliance with this
AD, if any, may be obtained from the Chicago ACO.
(f) The service information referenced in this AD may be obtained from BF Goodrich Avionics Systems,
Inc. 5353 52nd Street, Southeast, P.O. Box 873, Grand Rapids, Michigan 49588-0873. This document or
other information related to this AD may be inspected at the FAA, Central Region, Office of the Regional
Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri.
(g) This amendment becomes effective on December 22, 1998.
APPENDIX TO AD 98-25-02;
AMENDMENT 39-10924; DOCKET NO. 98-CE-107-AD.
POWER-UP PROCEDURES FOR SKYWATCH SKY497
INSTALLATIONS WITH A TOP-MOUNTED ANTENNA
The following power-up procedure must be accomplished each time the system is powered-up:
1. If a WX-1000 is installed with the SKYWATCH, ensure that the STORMSCOPE/CWS switch is in the
CWS position.
2. At the SKYWATCH display, access the service menu by holding the left two buttons depressed and
switch the system on. Hold the buttons until the Service Menu is displayed. The Service Menu is shown
in figure 1.
3. Highlight SYSTEM DATA (press NEXT button two times) and then press SELECT. The SYSTEM
DATA screen, as shown in figure 2 will be displayed.
4. Highlight CONFIGURATION by pressing the NEXT button and then press SELECT. The
configuration display consists of 4 pages. Advance to Page 3 of 4 (see figure 3) by pressing the NEXT
button two times.
5. Verify that the antenna position is configured for TOP mount (i.e., as shown in figure 3).
APPENDIX TO AD 98-25-02;
AMENDMENT 39-10924; DOCKET NO. 98-CE-107-AD.
POWER-UP PROCEDURES FOR SKYWATCH SKY497
INSTALLATIONS WITH A TOP-MOUNTED ANTENNA
_____________________________________________________________________
6. If the antenna configuration is correct, press EXIT until the start-up screen (see figure 4) is displayed.
7. If a WX-1000 is installed, position the STORMSCOPE/CWS switch to the STORMSCOPE position
and exit the STORMSCOPE service menu by pressing the EXIT button.
8. If the antenna configuration is not correct (i.e., configured for Bottom mount), turn SKYWATCH off
and return the unit for service.
[Docket No. FAA-2004-18743; Directorate Identifier 2004-CE-23-AD;
AD 2005-01-19] RIN 2120-AA64
Not Applicable - GARMIN International Inc. GTX 33, GTX 33D, GTX 330, and
GTX 330D Mode S Transponders
PDF Copy (If Available):
[Docket No. FAA-2004-18743; Directorate Identifier 2004-CE-23-AD; Amendment 39-13944; AD
2005-01-19] RIN 2120-AA64
Airworthiness Directives; GARMIN International Inc. GTX 33, GTX 33D, GTX 330, and GTX
330D Mode S Transponders
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
–––––––––––––––––––––––––––––––––––
SUMMARY: The FAA is adopting a new airworthiness directive (AD) to supersede Airworthiness
Directive 2004-10-15, which applies to certain GTX 330 and GTX 330D Mode S transponders that are
installed on airplanes. AD 2004-10-15 currently requires you to install GTX 330/330D Software Upgrade
Version 3.03, 3.04, or 3.05. This AD applies to certain GTX 33, GTX 33D, GTX 330, and GTX 330D
Mode S transponders that are installed on airplanes and is the result of observations that the GTX
33/33D/330/330D may detect, from other airplanes, the S1 (suppression) interrogating pulse below the
minimum trigger level (MTL) and, in some circumstances, not reply. The GTX 33/33D/330/330D should
still reply even if it detects S1 interrogating pulses below the MTL. Consequently, this AD would require
you to install a GTX 33/33D/330/330D Software Upgrade to at least Version 3.06. No additional action is
necessary for those airplanes that have transponders Software Upgrade 3.03 installed. Software Upgrade
Versions 3.03 and 3.06 correct a TAS, TCAD, and TCAS I system ''whisper-shout'' problem that could
potentially lead to the aircraft not being visible at certain ranges. TCAS II systems are not affected. We
are issuing this AD to prevent interrogating aircraft from possibly receiving inaccurate replies due to
suppression from aircraft equipped with the GTX 33/33D/330/330D Mode S transponders when the
pulses are below the MTL.
The inaccurate replies could result in reduced vertical separation.
DATES: This AD becomes effective on February 23, 2005.
As of February 23, 2005, the Director of the Federal Register approved the incorporation by
reference of certain publications listed in the regulation.
ADDRESSES: To get the service information identified in this AD, contact GARMIN International Inc.,
1200 East 151st Street, Olathe, KS 66062; telephone: 913-397-8200. To review this service 2
information, go to the National Archives and Records Administration (NARA). For information on the
availability of this material at NARA, go to:
http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html or call
(202) 741-6030.
To view the AD docket, go to the Docket Management Facility; U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building, Room PL-401, Washington, DC 20590-001 or on the Internet at
http://dms.dot.gov. The docket number is FAA-2004-18743.
FOR FURTHER INFORMATION CONTACT: Roger A. Souter, FAA, Wichita Aircraft
Certification Office (ACO), 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone: 316946-4134; facsimile: 316-946-4107; e-mail address: roger.souter@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
What events have caused this AD? The GTX 330/GTX 330D may detect from other aircraft the
S1 (suppression) interrogating pulse below the MTL and, in some circumstances, does not reply. The
GTX 330/330D should still reply even if it detects S1 interrogating pulses below the MTL, and this
caused FAA to issue AD 2004-10-15, Amendment 39-13645 (69 FR 29212, dated May 21, 2004).
AD 2004-10-15 currently requires the incorporation of GTX 330/330D Software Upgrade to at least
Version, 3.03, 3.04, or 3.05 on certain GTX 330 and GTX 330D Mode S transponders that are installed
on airplanes.
What has happened since AD 2004-10-15 to initiate this action? After the issuance of AD 2004-10-15,
GARMIN International Inc. discovered that minor changes made to GTX 330/330D Software Upgrades
3.04 and 3.05 inadvertently removed the correction to not suppress the S1 pulse below MTL. Garmin also
discovered the Software Upgrade must be installed on GTX 33 and GTX 33D Mode S transponders as
well as the GTX 330 and GTX 330D Mode S transponders.
What is the potential impact if FAA took no action? If these changes are not incorporated, then
interrogating aircraft could possibly receive inaccurate replies due to suppression from aircraft
equipped with the GTX 33/33D/330/330D Mode S transponders when the pulses are below the MTL.
Software Upgrade Version 3.03 and 3.06 correct a TAS, TCAD, and TCAS I system ''whisper-shout''
problem that could potentially lead to the aircraft not being visible at certain ranges. TCAS II systems are
not affected. The inaccurate replies could result in reduced vertical separation.
Has FAA taken any action to this point? We issued a proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an AD that would apply to certain GTX 330 and GTX
330D Mode S transponders that are installed on airplanes. This proposal was published in the Federal
Register as a notice of proposed rulemaking (NPRM) on October 7, 2004 (69 FR 60100). The NPRM
proposed to require you to install GTX 33/33D/330/330D Software Upgrade Version 3.03 or 3.06.
Comments
Was the public invited to comment? We provided the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal and FAA's response to each
comment:
3
Comment Issue: Direct the AD Only to Those Products That Have the Old SW Versions 3.00, 3.01,
3.02, 3.04, and 3.05
What is the commenter's concern? The NPRM currently requires installation of GTX 330/330D
Software Upgrade Version 3.03 or 3.06 to comply with the proposed AD, or later Software Versions by
way of an AMOC. The commenter would like to direct the AD only to those products that have the old
software versions 3.00, 3.01, 3.02, 3.04, and 3.05 installed; so that if the new software version 3.06 or
later is installed the AD does not affect that product. The AD should not apply to future software versions.
What is FAA's response to the concern? We concur. This was the intent of the NPRM, and we have
reworded the AD to reflect this comment.
Conclusion
What is FAA's final determination on this issue? We have carefully reviewed the available data and
determined that air safety and the public interest require adopting the AD as proposed except for the
changes discussed above and minor editorial corrections. We have determined that these changes and
minor corrections:
–Are consistent with the intent that was proposed in the NPRM for correcting the unsafe condition;
and
–Do not add any additional burden upon the public than was already proposed in the NPRM.
Docket Information
Where can I go to view the docket information? You may view the AD docket that contains information
relating to this subject in person at the DMS Docket Offices between 9 a.m. and 5 p.m. (eastern standard
time), Monday through Friday, except Federal holidays. The Docket Office (telephone 1-800-647-5227)
is located on the plaza level of the Department of Transportation NASSIF Building at the street address
stated in ADDRESSES. You may also view the AD docket on the Internet at http://dms.dot.gov.
Changes to 14 CFR Part 39–Effect on the AD
How does the revision to 14 CFR part 39 affect this AD? On July 10, 2002, the FAA published a new
version of 14 CFR part 39 (67 FR 47997, July 22, 2002), which governs the FAA's AD system.
This regulation now includes material that relates to altered products, special flight permits, and
alternative methods of compliance. This material previously was included in each individual AD. Since
this material is included in 14 CFR part 39, we will not include it in future AD actions.
Costs of Compliance
How many airplanes does this AD impact? We estimate that this AD affects 5,400 airplanes in
the U.S. registry.
What is the cost impact of this AD on owners/operators of the affected airplanes? Garmin International
Inc. will provide warranty only for Service Bulletin No. 0409, dated July 19, 2004 (which incorporates
Software Upgrade 3.06) installation as specified in the service information. Although Software Upgrade
3.03 is still in compliance with this proposed AD, if previously installed, Software Upgrade 3.03 is no
longer available through Garmin.
4
Authority for This Rulemaking
What authority does FAA have for issuing this rulemaking action? Title 49 of the United States Code
specifies the FAA's authority to issue rules on aviation safety. Subtitle I, Section 106 describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope
of the agency's authority.
We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section
44701, ''General requirements.'' Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the
Administrator finds necessary for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to exist or develop on products identified
in this AD.
Regulatory Findings
Will this AD impact various entities? We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or on the distribution of power and
responsibilities among the various levels of government.
Will this AD involve a significant rule or regulatory action? For the reasons discussed above, I certify
that this AD:
1. Is not a ''significant regulatory action'' under Executive Order 12866;
2. Is not a ''significant rule'' under the DOT Regulatory Policies and Procedures (44 FR 11034, February
26, 1979); and
3. Will not have a significant economic impact, positive or negative, on a substantial number of small
entities under the criteria of the Regulatory Flexibility Act.
We prepared a summary of the costs to comply with this AD and placed it in the AD Docket.
You may get a copy of this summary by sending a request to us at the address listed under ADDRESSES.
Include ''Docket No. FAA-2004-18743; Directorate Identifier 2004-CE-23-AD'' in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39–AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. FAA amends § 39.13 by removing AD 2004-10-15, Amendment 39-13645 and adding a new AD to
read as follows:
5
AIRWORTHINESS DIRECTIVE
Aircraft Certification Service
Washington, DC
U.S. Department
of Transportation
Federal Aviation
Administration
We post ADs on the internet at "www.faa.gov"
The following Airworthiness Directive issued by the Federal Aviation Administration in accordance with
the provisions of Title 14 of the Code of Federal Regulations (14 CFR) part 39, applies to an aircraft
model of which our records indicate you may be the registered owner. Airworthiness Directives affect
aviation safety and are regulations which require immediate attention. You are cautioned that no person
may operate an aircraft to which an Airworthiness Directive applies, except in accordance with the
requirements of the Airworthiness Directive (reference 14 CFR part 39, subpart 39.3).
2005-01-19 GARMIN International Inc.: Amendment 39-13944; Docket No. FAA-2004-18743;
Directorate Identifier 2004-CE-23-AD.
When Does This AD Become Effective?
(a) This AD becomes effective on February 23, 2005.
What Other ADs Are Affected by This Action?
(b) This AD supersedes AD 2004-10-15, Amendment 39-13645.
What Airplanes Are Affected by This AD?
(c) This AD affects GARMIN International Inc. GTX 33, GTX 33D, GTX 330, and GTX 330D Mode S
transponders that include software versions 3.00, 3.01, 3.02, 3.04, or 3.05 that are installed on, but not
limited to, the following airplanes, certificated in any category:
Manufacturer Model
(1) Aermacchi
S.p.A
S.205–18/F, S.205–18/R, S.205–20/R, S.205–22/R, S208, S.208A, F.260,
F.260B, F.260C, F.260D, F.260E, F.260F, S.211A.
(2) Aeronautica
Macchi S.p.A
AL 60, AL 60–B, AL 60–F5, AL 60–C5, AM–3.
(3) Aerostar
Aircraft
Corporation
PA–60–600 (Aerostar 600), PA–60–601 (Aerostar 601), PA–60–601P (Aerostar
601P), PA–60–602P (Aerostar 602P), PA–60–700P (Aerostar 700P), 360, 400.
(4) Alexandria
Aircraft, LLC
14–19, 14–19–2, 14–19–3, 14–19–3A, 17–30, 17–31, 17–31TC, 17–30A, 17–31A, 17–31ATC
(5) Alliance
Aircraft Group
LLC
15A, 20, H–250, H–295 (USAFU–10D), HT–295, H391 (USAFYL–24), H391B,H–395 (USAFL–28A or U–10B), H–395A, H–700, H–800, HST–550, HST–550A (USAF AU–24A), 500.
(6) American Champion Aircraft Corp
402, 7GCA, 7GCB, 7KC, 7GCBA, 7GCAA, 7GCBC, 7KCAB, 8KCAB, 8GCBC.
(7) SkyInternational Inc A–1, A–1A, A–1B, S–1S, S–1T, S–2, S–2A, S–2S, S–2C.
(8) B–N GroupLtdBN–2, BN–2A, BN–2A–2, BN–2A–3, BN–2A–6, BN–2A–8, BN–2A–8, BN–2A–20, BN–2A–21, BN–2A–26, BN–2A–27, BN–2B–20, BN–2B–21, BN–2A–26, BN–2A–27, BN–2B–20, BN–2B–21, BN–2B–26,
BN–2B–27, BN–2T, BN–2T–4R, BN–2A MK.III, BN2A MK. III–2, BN2A MK. 111–3.6
(9) Bellanca 14–13, 14–13–2, 14–13–3, 14–13–3W.
(10) BombardierInc(Otter) DHC–3, DHC–6–1, DHC–6–100, DHC–6–200, DHC–6–300.
(11) Cessna Aircraft Company
170, 170A, 170B, 172, 172A, 172B, 172C, 172D, 172E, 172F (USAF T–41A),172G, 172H (USAF
T041A), 172I, 172K, 172L, 172M, 172N, 172P, 172Q,172R, 172S, 172RG, P172D, R172E (USAF T–41
B) (USAF T–41 C AND D),R172F (USAF T–41 D), R175G, R172H (USAF T–41 D), R172J, R172K,
175,175A, 175B, 175C, 177, 177A, 177B, 177RG, 180, 180A, 180B, 180C, 180D,180E, 180F, 180G,
180H, 180J, 180K, 182, 182A, 182B, 182C, 182D, 182E,182F, 182G, 182H, 182J, 182K, 182L, 182M,
182N, 182P, 182Q, 182R, 182S,182T, R182, T182, TR182, T182T, 185, 185A, 185B, 185C, 185D, 185E,
A185E, A185F, 190, (LC–126A, B, C) 195, 195A, 195B, 210, 210A, 210B, 210C, 210D, 210E, 210F,
T210F, 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, T210M, 210N,
P210N, T210N, 210R, P210R, T210R, 210–5 (205), 210–5A (205A), 206, P206, P206A, P206B, P206C,
P206D, P206E, TP206A, TP206B, TP206C, TU206D, TU206E, TU206F, TU206G, 206H, T206H, 207,
207A, T207, T207A, 208, 208A, 208B, 310, 310A (USAF U–3A), 310B, 310C, 310D, 310E (USAF U–
3B), 310F, 310G, 310H, E310H, 310I, 310J, 310J–1, E310J, 310K, 310L, 310N, 310P, T310P, 310Q,
T310Q, 310R, T310R, 320, 320A, 320B, 320C, 320D, 320E, 320F, 320–1, 335, 340, 340A, 336, 337,
337A (USAF 02B), 337B, T337B, 337C, 337E, T337E, T337C, 337D, T337D, M337B (USAF 02A),
337F, T337F, T337G, 337G, 337H, P337H, T337H, T337H–SP, 401, 401A, 401B, 402, 402A, 402B,
402C, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, 425, 404, 406, 441.
(12) Cirrus Design Corporation
SR20, SR22.
(13) Commander Aircraft Company
112, 112TC, 112B, 112TCA, 114, 114A, 114B, 114TC.
(14) de Havilland Inc
DHC–2 Mk. I, DHC–2 Mk. II, DHC–2 Mk. III.
(15) Dynac Aerospace Corporation
(Volaire) 10, (Volaire) 10A, (Aero Commander) 100, (Aero Commander) 100A,
(Aero Commander) 100–180.
(16) Diamond Aircraft Industries
DA 20–A1, DA20–C1, DA 40.
(17) Empressa Brasileira de Aeronautica S.A. EMBRAER.
EMB–110P1, EMB–110P2.
(18) Extra Flugzeugbau Gmbh
EA300, EA300L, EA300S, EA300/200, EA–400.
(19) Fairchild Aircraft Corporation
SA26–T, SA26–AT, SA226–T, SA226–AT, SA226–T(B), SA227–AT, SA227–
TT, SA226–TC, SA227–AC (C–26A), SA227–CC, SA227–DC (C–26B).
(20) Global Amphibians, LLC Colonial C–1, Colonial C–2, Lake LA–4, Lake LA–4A, Lake LA–4P, Lake LA– 4–200, Lake Model 250.
(21) Grob-Werke G115, G115A, G115B, G115C, G115C2, G115D, G115D2, G115EG, G120A.
7
(22) Lancair Company LC40–550FG.
(23) LanShe Aerospace, LLC MAC–125C, MAC–145, MAC–145A, MAC–145B.
(24) Learjet Inc. 23.
(25) Lockheed Aircraft Corporation
18.
(26) Luscombe Aircraft Corporation
11A, 11E.
(27) Maule Aerospace Technology, Inc
Bee Dee M–4, M–4, M–4C, M–4S, M–4T, M–4180C, M–4–180S, M–4–180T, M–4–210, M–4–210C, M–4–210S, M–4–210T, M–4–220, M–4–220S, M–4–220T, M–5–180C, M–5–200, M–5–210C, M–5–210TC, M–5–220C, M–5–
235C, M–6–180, M–6–235, M–7–235, MX–7–235, MX–7–180, MX–7–420, MXT–7–180, MT–7–235, M–8–235, MX–7–160, MXT–7–160, MX–7–180A, MXT–7–180A, MX–7–180B, M–7–235B, M–7–235A, M–7–235C, MX–7–
180C, M–7–260, MT–7–260, M–7–260C, M–7–420AC, MX–7–160C, MX–7–180AC, M–7–420A, MT–7–420.
(28) Mitsubishi Heavy Industries, Ltd MU–2B–25, MU–2B–35, MU–2B–26, MU–2B–36, MU–2B–26A, MU–2B–36A, MU–2B–40, MU–2B–60, MU–2B, MU–2B–20, MU–2B–15.
(29) Mooney Airplane Company, Inc M20, M20A, M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, M20R, M20S, M22.
(30) Moravan a.s Z–242L, Z–143L.
(31) Navion Aircraft Company, Ltd
NAVION, Navion (L–17A), Navion (L17B), Navion (L–17C), Navion B, Navion D, Navion E, Navion F, Navion G, Navion H.
(32) New Piper Aircraft, Inc
PA–12, PA–12S, PA–18, PA–18S, PA–18 ‘‘105’’ (Special), PA–18S ‘‘105’’ (Special), PA–18A, PA–18 ‘‘125’’ (Army L–21A), PA–18S ‘‘125,’’ PA–18AS ‘‘125,’’ PA–18 ‘‘135’’ (Army L–21B), PA–18A ‘‘135,’’ PA–18S ‘‘135,’’
PA–18 ‘‘150,’’ PA–18A ‘‘150,’’ PA–18S ‘‘150,’’ PA–18AS ‘‘150,’’ PA–19 (Army L–18B), PA–19S, PA–20, PA–20S, PA–20 ‘‘115,’’ PA–20S ‘‘115,’’ PA–20 ‘‘135,’’ PA–20S ‘‘135,’’ PA–22, PA–22–108, PA–22–135, PA–22S–
135, PA–22–150, PA–22S–150, PA–22–160, PA–22S–160, PA–23, PA–23–160, PA–23–235, PA–23–250, PA–E23–250, PA–24, PA–24–250, PA–24–260, PA–24–400, PA–28– 140, PA–28–150, PA–28–151, PA–28–160, PA–28–
161, PA–28–180, PA–28–235, PA–28S–160, PA–28R–180, PA–28S–180, PA–28–181, PA–28R–200, PA–28R–201, PA–28R–201T, PA–28RT–201, PA–28RT–201T, PA–28–201T, PA–28–236, PA–30, PA–39, PA–40, PA–31P,
PA–31T, PA–31T1, PA–31T2, PA–31T3, PA–31P–350, PA–32–260, PA–32–300, PA–32S–300, PA–32R–300, PA–32RT–300, PA–32RT–300T, PA–32R–301 (SP), PA–32R–301 (HP), PA–32R–301T, PA–32–301, PA–32–301T,
PA–34–200, PA–34–200T, PA–34–220T, PA–42, PA–42–720, PA–42–1000, PA–42–720R, PA–44–180, PA–44–180T, PA–46–310P, PA–46–350P, PA–46–500TP.
(33) Ostmecklenburgis che Flugzeugbau GmgH OMF–100–160. 8
(34) Piaggio Aero Industries S.p.A P–180.
(35) Pilatus Aircraft Ltd PILATUS PC–12, PILATUS PC–12/45, PC–6, PC–6–H1, PC–6–H2, PC–6/350, PC–6/350–H1, PC–6/350–H2, PC–6/A, PC–6/A–H1, PA–6/A–H2, PC–6/B–H2, PC–6/B1–H2, PC–6/B2–H2, PC–6/B2–H4,
PC–6/C–H2, PC–6/C1–H2, PC–7.
(36) Prop-Jets, Inc 200, 200A, 200B, 200C, 200D, 400.
(37) Panstwowe Zakladv Lotnicze (PZL) PZL–104 WILGA 80, PZL–104M WILGA 2000, PZL–WARSZAWA, PZL–KOLIBER 150A, PZL–KOLIBER 160A.
(38) PZL WSK/Mielec Obrsk PZL M20 03, PZL M26 01.
(39) Raytheon 35–33, 35–A33, 35–B33, 35–C33, 35–C33A, E33, E33A, E33C, F33, F33A, F33C, G33, H35, J35, K35, M35, N35, P35, S35, V35, V35A, V35B, 36, A36, A36TC, B36TC, 35, A35, B35, C35, D35, E35, F35, G35,
35R, F90, 76, 200, 200C, 200CT, 200T, A200, B200, B200C, B200CT, B200T, 300, 300LW, B300, B300C, 1900, 1900C, 1900D, A100–1 (U–21J), A200 (C–12A), A200 (C–12C), A200C (UC–12B), A200CT (C–12D), A200CT
(FWC–12D), A200CT (RC–12D), A200CT (C–12F), A200CT (RC–12G), A200CT (RC–12H), A200CT (RC–12K), A200CT (RC–12P), A200CT (RC–12Q), B200C (C–12F), B200C (UC–12F), B200C (UC–12M), B200C (C–12R),
1900C (C–12J), 65, A65, A65– 8200, 65–80, 65–A80, 65–A80–8800, 65–B80, 65–88, 65–A90, 70, B90, C90, C90A, E90, H90, 65–A90–1, 65–A90–2, 65–A90–3, 65–A90–4, 95, B95, B95A, D95A, E95, 95–55, 95–A55, 95–B55,
95–B55A, 95–B55B (T–42A), 95–C55, 95–C55A, D55, D55A, E55, E55A, 56TC, A56TC, 58, 58A, 58P, 58PA, 58TC, 58TCA, 99, 99A, 99A (FACH), A99, A99A, B99, C99, 100, A100 (U–21F), A100A, A100C, B100, 2000, 3000,
390, 19A, B19, M19A, 23, A23, A23A, A23–19, A23–24, B23, C23, A24, A24R, B24R, C24R, 60, A60, B60, 18D, A18A, A18D, S18D, SA18A, SA18D, 3N, 3NM, 3TM, JRB–6, D18C, D18S, E18S, RC–45J (SNB–5P), E18S–
9700, G18S, H18, C–45G, TC–45G, C–45H, TC–45H, TC–45J, UC–45J (SNB–5), 50 (L–23A), B50 (L–23B), C50, D50 (L– 23E), D50A, D50B, D50C, D50E–5990, E50 (L–23D, RL–23D), F50, G50, H50, J50, 45 (YT–34), A45
(T–34A or B–45), D45 (T–34B).
(40) Rockwell International Corporation
BC–1A, AT–6 (SNJ–2), AT–6A (SNJ–3), AT–6B, AT–6C (SNJ–4), AT–6D (SNJ–5), AT–6F (SNF–6), SNJ–7, T–6G, NOMAD NA–260.
(41) Short Brothers & Harland Ltd
SC–7 Series 2, SC–7 Series 3.
(42) Slingsby Aviation Ltd T67M260, T67M260–T3A.
(43) SOCATA— Group Aerospatiale TB9, TB10, TB20, TB21, TB200, TBM 700, M.S. 760, M.S. 760 A, M.S. 760 B, Rallye 100S, Rallye 150ST, Rallye 150T, Rallye 235E, Rallye 235C, MS 880B, MS 885, MS 894A, MS 893A,
MS 892A–150, MS 92E–150, MS 893E, MS 894E, GA–7.
(44) Tiger Aircraft LLC AA–1, AA–1A, AA–1B, AA–1C, AA–5, AA–5A, AA–5B, AG–5B.9
(45) Twin Commander Aircraft Corporation 500, 500–A, 500–B, 500–U, 500–S, 520, 560, 560–A, 560–E, 560F, 680, 680E, 680F, 680FL, 680FL(P), 680T, 680V, 680W, 681, 685, 690, 690A, 690B, 690C, 690D, 695, 695A, 695B,
720, 700.
(46) Univair Aircraft Corporation 108, 108–1, 108–2, 108–3, 108–5.
(47) Vulcanair S.p.A P68, P68B, P68C, P68C–TC, P68 ‘‘Observer,’’ P68 ‘‘Observer 2,’’ P68TC ‘‘Observer,’’ AP68TP300 ‘‘Spartacus,’’ AP68TP 600 ‘‘Viator’’. (48) Zenair Ltd. CH2000.
What Is the Unsafe Condition Presented in This AD?
(d) This AD is the result of observations that the GTX 33/33D/330/330D may detect, from other
airplanes, the S1 (suppression) interrogating pulse below the minimum trigger level (MTL) and, in some
circumstances, not reply. The GTX 33/33D/330/330D should still reply even if it detects S1 interrogating
pulses below the MTL. The actions specified in this AD are intended to prevent interrogating aircraft
from possibly receiving inaccurate replies, due to suppression, from aircraft equipped with the GTX
33/33D/330/330D Mode S transponders when the pulses are below the minimum trigger level (MTL).
Software Upgrade Versions 3.03 and 3.06 correct a TAS, TCAD, and TCAS I system ''whisper-shout''
problem that could potentially lead to the aircraft not being visible at certain ranges. TCAS II systems are
not affected. The inaccurate replies could result in reduced vertical separation.
What Must I Do To Address This Problem?
(e) To address this problem, you must do the following:
Actions Compliance Procedures
Install GTX 33/33D/330/330D Software Upgrade for transponders with software version 3.00, 3.01, 3.02,
3.04, 3.05 to at least version 3.06. If version 3.03 is already installed, no further action is required. This
version is no longer available from Garmin. This AD does not apply to software versions past 3.05. Install
the software upgrade within 180 days after February 23, 2005 (the effective date of this AD), unless
already accomplished.
Follow GARMIN Mandatory Software Service Bulletin No.: 0304, Rev B, dated June 12, 2003
accomplished. (Software Upgrade 3.03) or GARMIN Mandatory Software Service Bulletin No.: 0409,
dated July 19, 2004 (Software Upgrade 3.06).
May I Request an Alternative Method of Compliance?
(f) You may request a different method of compliance or a different compliance time for this AD
by following the procedures in 14 CFR 39.19. Unless FAA authorizes otherwise, send your request to
your principal inspector. The principal inspector may add comments and will send your request to the
Manager, Wichita Aircraft Certification Office (ACO), FAA. For information on any already approved
alternative methods of compliance, contact Roger A. Souter, FAA, Wichita Aircraft Certification Office
(ACO), 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone: 316-946-4134; facsimile: 316946-4107; email address: roger.souter@faa.gov.
Does This AD Incorporate Any Material by Reference?
(g) You must do the actions required by this AD following the instructions in GARMIN