{"id":"F2008L00719","name":"AD/TAYLORCRAFT/1 Amdt 1 - Wing Struts","slug":"ad-taylorcraft-1-amdt-1-wing-struts","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":72756,"registerId":"commonwealth-F2008L00719-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Taylorcraft Series Aeroplanes","sectionType":"division","heading":"Taylorcraft Series Aeroplanes","content":"### Taylorcraft Series Aeroplanes\n\n| AD/TAYLORCRAFT/1 Amdt 1 | Wing Struts | 4/2008 |\n| ----------------------- | ----------- | ------ |\n\n| Applicability: | Models A, BC, BCS, BC-65, BCS-65, BC12-65 (Army L-2H), BCS12-65, BC12-D, BCS12-D, BC12-D1, BCS12-D1, BC12D-85, BCS12D-85, BC12D-4-85,BCS12D-4-85, BF (Army L-2G), BFS, BF-60, BFS-60, BF-65, BF12-65 (Army L-2K), BFS-65, BL, BLS, BL-65 (Army L-2F), BLS-65, BL12-65 (Army L-2J), BLS12-65, 19, F19, F21, F21A, F21B, F22, F22A, F22B, and F22C aircraft; all serial numbers, and,The affected models do not incorporate sealed front lift struts part number MA-A815, Univair part number UA-A815, or FAA-approved equivalent part number, and sealed aft lift struts, part number MA-A854, Univair part number UA-854, or FAA-approved equivalent part number, for all struts.Note 1: This Directive applies to all Taylorcraft models listed above, including those not listed in Taylorcraft Aviation, LLC Service Bulletin No.2007-001 Revision B, dated 15 October 2007. If there are any other differences between the requirements of this Directive and the above service bulletin, this Directive takes precedence.Note 2: For the purposes of this Directive, a used strut that has been inspected using the ultrasound or radiograph inspection method, meets the Acceptance/Rejection Criteria specified in Taylorcraft Aviation, LLC Service Bulletin No.2007-001 Revision B, dated 15 October 2007, and is treated with internal corrosion protection, is considered a new strut. |\n| -------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | 1. Visually inspect the left and right wing front and aft lift struts, part number A-A815 and A-A854, or FAA-approved equivalent part numbers, along the entire bottom 12-inches of each strut for cracks and corrosion in accordance with Part 1 of the Instructions in Taylorcraft Aviation, LLC Service Bulletin (SB) No. 2007-001 Revision A, or SB No. 2007-001 Revision B, or later FAA approved revision.2. If any cracks are found during the Requirement 1 visual inspection, replace the cracked strut in accordance with SB No. 2007-001 Revision B, with the following applicable strut:                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                              |\n\n|     | a. A sealed front lift strut, part number MA-A815, Univair part number UA-A815, or FAA-approved equivalent part number, a sealed aft lift strut, part number MA-A854, Univair part number UA-854, or FAA-approved equivalent part number. Installing these lift struts terminates the repetitive inspections required by this Directive for that strut and no further action is required.b. A new vented front lift strut, part number A-A815, a new vented aft lift strut, part number A-A854, or FAA-approved equivalent part numbers, that is treated with internal corrosion protection specified in SB No. 2007-001 Revision B, or later FAA approved revision. Installing one of these lift struts is subject to the repetitive inspections required in Requirement 4.3. If corrosion is found during the Requirement 1 visual inspection, accomplish an ultrasound or radiograph inspection to determine if the corrosion exceeds the Acceptance/Rejection Criteria specified in SB No. 2007-001 Revision B.4. If no corrosion or cracks are found during the Requirement 1 visual inspection, or if the Requirement 3 inspection reveals that the corrosion does not exceed the Acceptance/Rejection Criteria specified in SB No. 2007-001 Revision B, repetitively inspect thereafter in accordance with Part 2 of SB No. 2002-001 Revision B, using the ultrasound or radiograph inspection method and treat with internal corrosion protection until all struts are replaced with the sealed struts specified in Requirement 2.a. If any cracks are found or corrosion is found that exceeds the Acceptance/Rejection Criteria specified in SB No. 2007-001 Revision B, during any of the repetitive inspections required by this Directive, take the necessary corrective actions as applicable in Requirement 5.5. If, during any Requirement 3 or Requirement 4 inspection any cracks are found or it is determined that the corrosion exceeds the Acceptance/Rejection Criteria specified in SB No. 2007-001 Revision B, replace the lift strut with the applicable lift strut specified in Requirement 2.a. or 2.b.6. Do not install lift strut part numbers A-A815 or A-A854, or FAA-approved equivalent part number, unless:a. Within the last 48 months it has been inspected using the ultrasound or radiograph method;b. It meets the Acceptance/Rejection Criteria; and,c. It is treated with internal corrosion protection as specified in SB No. 2007-001 Revision B. |\n| --- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n|             | As a terminating action for the repetitive inspections required by this Directive, all vented lift struts, part numbers A-A815, A-A854, and FAA-approved equivalent part numbers, may be replaced with sealed lift struts part numbers MA-A815, UA-A815, MA-A854, UA-854, or FAA-approved equivalent part numbers.Note: FAA AD 2008-04-09 Amdt 39-15381 refers.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                           |\n| ----------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Compliance: | 1. Within 5 hours time in service after 20 August 2007, unless one of the following conditions is met:The struts have been replaced with parts specified in Requirement 2.a. No further action is required on those struts.The struts have been replaced with parts specified in Requirement 2.b. and have been installed for less than 48 months. No visual inspection is required. These parts are now subject to the repetitive inspection requirement specified in Requirement 4.2. Before further flight after the Requirement 1 visual inspection.3. Before further flight after the Requirement 1 visual inspection.4.a. Initial inspection required within 3 months after 20 August 2007 or within 48 months after installing a lift strut specified in Requirement 2.b., whichever occurs later.4.b. Repetitively inspect thereafter at intervals not to exceed 48 months, except as required by Compliance 4.c. below.4.c. If the initial inspection was accomplished using the eddy current method as specified in the original issue of this Directive, the first ultrasound or radiograph repetitive inspection must be accomplished within 24 months after accomplishing the eddy current inspection. Repetitively inspect thereafter at intervals not to exceed 48 months using the ultrasound or radiograph inspection method.5. Before further flight after the Requirement 3 or Requirement 4 inspection.6. As of 30 April 2008.The compliance time for Requirement 1 remains unchanged by this issue of the Directive. |\n|             | This Amendment becomes effective on 10 April 2008.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                        |\n\n| Background: | The FAA received several reports of corroded wing lift struts from different Taylorcraft series aircraft. Independent laboratory analysis of the struts revealed varying degrees of excessive internal and external corrosion, including through-the- thickness corrosion. The struts exhibited corrosion severe enough to require strut replacement. This condition, unless corrected, could result in failure of a wing strut and lead to separation of the wing from the aircraft with subsequent loss of control.Amendment 1 is issued in response to a new FAA AD, which requires a radiograph inspection method instead of the eddy current method, and changes the compliance time between the repetitive inspections. |\n| ----------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n![](image.001.png)  \nDavid Villiers  \nDelegate of the Civil Aviation Safety Authority\n\n29 February 2008","sortOrder":0},{"sectionNumber":"AD/TAYLORCRAFT/1 Amdt 1","sectionType":"part","heading":"AD/TAYLORCRAFT/1 Amdt 1","content":"## AD/TAYLORCRAFT/1 Amdt 1","sortOrder":1},{"sectionNumber":"Wing Struts","sectionType":"part","heading":"Wing Struts","content":"## Wing Struts","sortOrder":2},{"sectionNumber":"4/2008","sectionType":"part","heading":"4/2008","content":"## 4/2008","sortOrder":3}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"flash_summary":{"complexity_score":7,"scope_assessment":{"changed":false,"description":"This Amendment adjusts inspection methods and compliance timing (notably requiring radiograph/ultrasound rather than eddy current for certain inspections and changing repetitive inspection intervals), clarifies when a used strut is treated as new, and confirms that replacing vented struts with sealed struts terminates repetitive inspections. Those changes refine the original airworthiness-safety purpose (detecting and removing corroded or cracked struts) rather than expanding the Directive beyond that safety objective."},"complexity_factors":["Long applicability list covering many Taylorcraft models and all serial numbers, with exceptions for certain part configurations","Multiple inspection methods required or referenced (visual, ultrasound, radiograph; eddy current referenced for transition)","Cross-references to an external Service Bulletin (Taylorcraft SB No. 2007-001 Rev A/B and later FAA-approved revisions) for procedures and acceptance/rejection criteria","Conditional branches depending on inspection outcomes (no defect, corrosion below threshold, corrosion above threshold, cracks), each with distinct required actions","Two distinct replacement pathways (sealed parts that terminate inspections vs vented parts that require ongoing inspections) creating substitution choices","Prohibition on installation of vented parts unless three cumulative conditions are met (inspection within 48 months, meet criteria, treated), adding an installation-time rule","Repetitive inspection scheduling rules with multiple timing conditions and a special transitional shorter interval if prior eddy current inspection was used","Notes that alter precedence (Directive takes precedence over the SB where they differ) and a definition-like Note treating certain used, inspected, and treated struts as 'new'","Reference to FAA AD and FAA-approved equivalents for parts, introducing inter-jurisdictional standards","Multiple compliance time statements (immediate 5-hour rule, before further flight triggers, initial 3-month or 48-month windows, repetitive 48-month intervals) increasing scheduling complexity"],"plain_english_summary":"**What this instrument does (mechanically)\n\n- Requires owners/operators of many Taylorcraft series light aircraft (models listed in the \"Applicability\" section) to inspect and, where necessary, repair or replace the wing front and aft lift struts (part numbers A-A815 and A-A854 or FAA‑equivalent). See \"Requirement 1\".\n\n- Mandates an initial visual inspection of the bottom 12 inches of each front and aft lift strut for cracks and corrosion (Requirement 1).\n\n- If cracks are found, the strut must be replaced. Two replacement paths are allowed (Requirement 2):\n  - Replace with a sealed lift strut (part numbers MA‑A815 / MA‑A854 or Univair UA‑A815 / UA‑854 or FAA‑equivalent). Installing a sealed strut stops (terminates) the repetitive inspection requirement for that strut (Requirement 2.a).\n  - Replace with a new vented lift strut (A‑A815 / A‑A854 or FAA‑equivalent) that has been treated with internal corrosion protection. Vented struts remain subject to repetitive inspections (Requirement 2.b).\n\n- If corrosion (but not obvious cracking) is found on the visual check, the owner/operator must inspect the strut by ultrasound or radiograph to compare against acceptance/rejection criteria in Taylorcraft Service Bulletin (SB) No. 2007‑001 Rev B (Requirement 3). If that more detailed inspection shows rejection-level corrosion, the strut must be replaced per Requirement 2.\n\n- If the initial inspection shows no problems, the struts must still be inspected repeatedly using ultrasound or radiograph and treated with internal corrosion protection until all vented struts have been replaced with sealed struts (Requirement 4).\n\n- Prohibits installing a vented strut (A‑A815 or A‑A854 or FAA‑equivalent) unless, within the last 48 months, it has been inspected by ultrasound or radiograph, met the SB acceptance criteria, and been treated with internal corrosion protection (Requirement 6).\n\n- Provides a terminating action: replacing vented struts with sealed struts (MA‑ or UA‑ part numbers, or FAA‑equivalents) ends the need for the repetitive inspections for those struts.\n\n- Cross-references Taylorcraft SB No. 2007‑001 (Revisions A and B) for inspection procedures and the acceptance/rejection criteria; where the SB and this Directive conflict, the Directive takes precedence (Note 1).\n\n- Sets specific compliance timelines: an immediate visual inspection for most aircraft within 5 hours time‑in‑service after 20 August 2007 unless the strut has already been replaced as allowed; initial ultrasound/radiograph inspection timing and repetitive intervals (normally every 48 months) are set out in the Compliance paragraph and in Requirement 4. There is a transitional rule if the previous inspection was done by eddy current.\n\nWho this affects\n\n- Aircraft owners and operators of the listed Taylorcraft models (all serial numbers). They are financially and operationally responsible for inspections, repairs and recordkeeping.\n- Maintenance organisations and licensed aircraft maintenance engineers who must perform the inspections and replacements using the specified methods (visual, ultrasound, radiograph) and must follow the cited Service Bulletin procedures.\n- Parts suppliers and manufacturers of sealed and vented struts (demand for sealed parts may increase because installation terminates recurring inspections).\n\nWhy it matters (purpose claim and operational test)\n\n- The instrument claims its purpose is to address reports and lab evidence of internal and external corrosion (including through‑the‑thickness corrosion) on Taylorcraft wing lift struts that could lead to strut failure and wing separation (Background). The measure aims to detect unsafe corrosion/cracking and either remove damaged parts or substitute sealed parts that avoid future internal corrosion risk.\n\n- Testing that claim against costs and incentives:\n  - Who pays: owners/operators pay for inspections, non‑destructive testing (ultrasound or radiograph), corrosion treatment, and any replacement struts and labour.\n  - Behavioural incentives: owners may choose the higher upfront cost of sealed struts (Requirement 2.a) to terminate recurring inspections and long‑term maintenance burden; alternatively they can keep vented struts but accept recurring non‑destructive inspections and treatments (Requirement 4).\n  - Implementation risks and capacity constraints: the requirement for ultrasound/radiograph inspections may impose access and skill demands on maintenance providers; availability of FAA‑equivalent sealed struts may affect how quickly owners can take the terminating action.\n  - Compliance burden: frequent recordkeeping and ensuring only inspected-and-treated vented struts are installed (48‑month rule in Requirement 6) add administrative work for operators and maintenance organisations.\n  - Concentrated benefits and costs: manufacturers/suppliers of sealed struts receive concentrated demand; costs of inspection/replacement are borne by many small owners/operators (diffuse cost). There is a substitution effect (replace now with a sealed part to avoid repetitive inspections) that shifts costs from recurring inspections to a one‑off parts purchase.\n\nOperational mechanics and discretion\n\n- The Directive relies on Taylorcraft SB No. 2007‑001 Rev B (or later FAA‑approved revision) for technical inspection and acceptance criteria. That centralises technical standards in a service bulletin that maintenance providers must follow; the Directive overrides conflicting SB requirements (Note 1).\n\n- The regulatory discretion is narrow: the Directive prescribes inspection methods (visual, ultrasound, radiograph) and acceptance criteria; it allows only the specified part replacements as corrective actions and sets mandatory compliance times. Variations require FAA (or other designated authority) approval because the text repeatedly references \"FAA‑approved equivalent\" parts and later FAA‑approved SB revisions.\n\nKey practical consequences (plain statements)\n\n- Owners must inspect soon (visual within 5 hours TIS after the stated date unless already compliant), and then either keep up with ultrasound/radiograph inspections every up to 48 months or replace vented struts with sealed struts to stop the inspections (Compliance and Requirement 4).\n- New installations of vented struts are restricted unless the strut has a recent ultrasound/radiograph inspection, meets the SB criteria, and has internal corrosion protection (Requirement 6).\n- There is a transitional complexity if prior inspections were done with eddy current: that accelerates the first ultrasound/radiograph inspection (Compliance 4.c).\n\nSections cited: Requirement 1; Requirement 2 (2.a and 2.b); Requirement 3; Requirement 4; Requirement 5; Requirement 6; Compliance paragraphs; Notes 1 and 2; Background."},"kimi_summary":{"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":false,"description":"This is Amendment 1 to an existing Airworthiness Directive. The amendment narrows and refines the original scope rather than expanding it — specifically changing the inspection method from eddy current to radiograph/ultrasound and adjusting compliance intervals. The core purpose (addressing wing strut corrosion) remains unchanged from the original directive."},"complexity_factors":["Multiple nested conditional requirements (Requirements 1-6 with sub-requirements 2.a, 2.b, 4.a, 4.b, 4.c)","Cross-references to external documents (Taylorcraft Service Bulletin No. 2007-001 Revision B) for critical technical details like Acceptance/Rejection Criteria and inspection methods","Complex applicability matrix involving 30+ aircraft models plus serial number exemptions and part number exceptions","Multiple compliance timelines that vary based on previous actions taken (5 hours TIS, 3 months, 48 months, 24 months for eddy current legacy cases)","Conditional definitions (Note 2 redefines 'new strut' based on inspection history and treatment)","Dual-path termination options (sealed struts vs. repetitive inspection regime)","Reference to foreign regulatory action (FAA AD 2008-04-09) as background context"],"plain_english_summary":"This CASA Airworthiness Directive requires owners/operators of specified Taylorcraft models to inspect lower front and aft wing lift struts for cracks/corrosion, replace defective struts with sealed units (ending inspections) or protected vented units (which trigger 48‑month ultrasound/radiograph repeats), and bars installing used struts unless recently inspected and treated. It responds to reports of through‑thickness corrosion that could cause wing separation, and excludes aircraft already fitted with sealed struts (parts MA‑A815/UA‑A815 or MA‑A854/UA‑854)."}},"importantCases":[],"_links":{"self":"/api/acts/ad-taylorcraft-1-amdt-1-wing-struts","history":"/api/acts/ad-taylorcraft-1-amdt-1-wing-struts/history","analysis":"/api/acts/ad-taylorcraft-1-amdt-1-wing-struts/analysis","conflicts":"/api/acts/ad-taylorcraft-1-amdt-1-wing-struts/conflicts","importantCases":"/api/acts/ad-taylorcraft-1-amdt-1-wing-struts/important-cases","documents":"/api/acts/ad-taylorcraft-1-amdt-1-wing-struts/documents"}}