AD/CESSNA 210/75 - Alternate Static Air Source Selector Valve Placard

The AD operates by identifying a specific airworthiness hazard, delimiting affected aircraft and parts, and imposing short-term inspection and remedial obligations, with temporary operational limitations for IFR-equipped aeroplanes if an immediate inspection cannot be completed.

Scope and affected hardware

• Applicability is dual-filtered: (a) model-based (Table 1 lists variants of the Cessna 210 family) and (b) delivery- or installation-date-based. It targets aeroplanes “initially delivered from the manufacturer between 1 January 1993 and 31 March 2008” unless compliance with AD/CESSNA 210/74 exists, and also aeroplanes that have had P/N 2013142-18 installed as a replacement part after 1 January 1993, again subject to the same AD/CESSNA 210/74 exception (Applicability). Note 1 states the affected part was shipped from Cessna Parts Distribution between 1 January 1993 and 31 March 2008; Note 2 states P/N 2013142-18 replaced earlier part numbers 2013142-9, -13 and -17.

Risk mechanism

• The specific mechanical failure mode alleged in the Background is an obstructing part-number identification placard that can physically block the alternate static air source selector valve port. The AD links that obstruction to incorrect altimeter, airspeed, and vertical speed indications and to the potential for pilot reaction to misleading data, up to “loss of control.”

Remedial architecture

• Inspections: the core remedy is a visual inspection of the selector valve to ensure the placard is not obstructing the port (Requirements 1, 2a, 3). Timelines differ by whether the aeroplane is IFR-equipped.

• Temporary operational restriction for IFR-equipped aeroplanes: if inspection cannot be completed immediately, IFR-equipped aeroplanes must either be inspected without delay (Requirement 2a within 10 days) or have a temporary placard fitted on the instrument panel forbidding IFR operation and use of the alternate static air source until the inspection is completed (Requirement 2b, wording and minimum letter size specified).

• Removal of obstruction: where inspection finds the placard obstructing the port, the AD requires the placard to be removed and discarded and for the port to be restored open (Requirement 4), before further flight.

• Control over replacement parts: as of 10 days after the AD’s effective date, only P/N 2013142-18 valves that have been inspected and found unobstructed may be installed as replacements (Requirement 5).

Operational and procedural references

• The AD points operators to Cessna service bulletins for the required procedures (SB08-34-02 Rev 1; CAB08-04 Rev 1; SEB08-5; MEB08-6). Those documents are identified in the AD as detailing the procedures required to accomplish the AD.

Timing and staging

• The AD stages actions by urgency: immediate prohibition/placard for IFR operations or inspection in 10 days, routine inspections within 100 hours TIS or four months, and replacement-part control as of 10 days after the effective date. The AD itself became effective on 16 January 2009, with the issuing instrument dated 8 January 2009 (signature block).

Interplay with prior directives

• The AD explicitly conditions applicability on compliance with AD/CESSNA 210/74, and cites the FAA’s related AD actions (FAA AD 2008-10-02 and FAA AD 2008-26-10 Amdt 39-15776), indicating this is an additional, narrower remedial measure targeted at P/N 2013142-18 valves and parts shipped over a specific period.

Owners and operators of the Cessna 210 family

• The AD’s Applicability section and Table 1 identify the precise models potentially affected: the 210 series and many subvariants and turbocharged versions (e.g. 210, 210A-210N, 210B, C, D, E, F, G, H, J, K, L, M, N; 210-5, 210-5A; T210F, T210G, T210H, T210J, T210K, T210L, T210M, T210N, T210R). Any aeroplane of those listed models that meets the date or part-installation criteria falls within the AD’s scope (Table 1).

Operators with specific delivery or parts history

• The AD singles out aircraft “initially delivered from the manufacturer between 1 January 1993 and 31 March 2008” unless the aircraft has had the modification/rework required by AD/CESSNA 210/74 and remains in compliance with it. It also covers aeroplanes that had P/N 2013142-18 installed as a replacement anytime after 1 January 1993, subject to the same AD/CESSNA 210/74 exception. Thus the AD reaches owners/operators who received affected aircraft in the stated delivery window and those who installed or have installed the P/N 2013142-18 valve as a replacement.

Maintenance organisations and parts suppliers

• Maintenance organisations, installers, and parts suppliers are affected because the AD limits the installation of replacement valves to P/N 2013142-18 units that have been inspected and found unobstructed (Requirement 5). Where replacement valves are fitted after the AD’s “as of” date, the installing organisation must verify the valve has been inspected and the port is unobstructed.

IFR-equipped aircraft operations

• The AD creates differential obligations for aeroplanes “equipped for flight under instrument flight rules (IFR).” Those aircraft must either perform an inspection within 10 days or install a temporary instrument-panel placard with the exact forbidden wording and minimum letter size specified in Requirement 2b. The placard must be removed after the inspection per Requirement 3. Operators of IFR-equipped aircraft who do not complete the inspection will be constrained to operate without using the alternate static air source and without conducting IFR flight while the placard is fitted.

Spare parts inventories and supply chains

• Note 1 states the affected part was shipped from CPD between 1 January 1993 and 31 March 2008. The AD notes CASA has “no way of determining which aeroplanes have the remaining problem alternate static air source selector valve assemblies installed without having all of the affected aeroplanes and spares stock inspected.” That places a compliance and commercial burden on spares holders and distributors who must identify, inspect and, where necessary, discard obstructed placards on valves (and refrain from installing uninspected spares after the AD’s effective/install-date deadlines).

Regulatory actors

• The issuer is the Civil Aviation Safety Authority (CASA), via the delegate James Coyne (signature block dated 8 January 2009). The AD also references FAA ADs (2008‑10‑02, and FAA AD 2008-26-10 Amdt 39-15776) as background and cross-reference. The named Cessna service bulletins are the technical means to accomplish the AD. Those entities together form the governance and compliance ecosystem that aircraft operators must work with.

Who is not covered

• Aircraft outside the listed models, aircraft with the relevant modification/rework required by AD/CESSNA 210/74 performed (and remaining in compliance), and P/Ns other than 2013142-18 (except where that P/N replaced earlier numbers) are outside the AD’s targets per the applicability text and notes.

Duties imposed by the AD

• Determine applicability. Operators must first determine whether an aeroplane is affected by applying the dual criteria in the Applicability and Table 1: model and delivery date or installation of replacement valve P/N 2013142-18 after 1 January 1993, subject to the AD/CESSNA 210/74 exception (Applicability and Notes).

• Inspect the valve. Requirement 1 mandates inspection of the alternate static air source selector valve to ensure the part-number identification placard does not obstruct the port for all affected aeroplanes not IFR-equipped. For IFR-equipped aeroplanes, Requirement 2a requires inspection within 10 days or Requirement 2b requires immediate placarding (Requirement 2).

• Temporary placarding for IFR-equipped aeroplanes. If the operator does not immediately inspect, an IFR-equipped aeroplane must have a placard installed on the instrument panel with the exact words “IFR OPERATION IS PROHIBITED” and “USE OF THE ALTERNATE STATIC AIR SOURCE IS PROHIBITED,” using letters of at least 1/8 inch, placed within the pilot’s clear view (Requirement 2b). This placard must be removed before further flight after the inspection called for in Requirement 3 (Requirement 3).

• Remove obstruction if found. Requirement 4 requires removal and discarding of the part-number identification placard when found obstructing the port and ensuring the port is unobstructed before further flight.

• Control installation of replacement valves. Requirement 5 stipulates that when a replacement valve is needed, only P/N 2013142-18 alternate static air source selector valves that have been inspected and found unobstructed may be installed. The AD sets an “as of” date for this control (10 days after the effective date) (Requirement 5).

• Follow specified procedural documents. The AD directs operators to Cessna service bulletins (SB08-34-02 Rev 1, CAB08-04 Rev 1, SEB08-5, MEB08-6) for the procedures required to accomplish the AD (Requirement text).

Timing and sequencing obligations

• Different requirements have specific compliance windows: e.g., Requirement 1 and Requirement 3 must be done within the next 100 hours TIS or within four months after the effective date (whichever occurs first); Requirement 2a within 10 days; Requirement 2b before further flight; Requirement 4 before further flight after the inspection; Requirement 5 applies as of 10 days after the effective date. The AD therefore creates a sequencing rule: if an IFR-equipped aeroplane fits the temporary placard under 2b, it still must have the valve inspected, and the placard removed before further flight after that inspection (Requirement 3).

Rights and choices preserved by the AD

• The AD gives operators a choice for IFR-equipped aeroplanes between a short-term operational restriction (placarding) and conducting the needed inspection promptly. In other words, the operator can either inspect the valve within 10 days (Requirement 2a) or fit the temporary placard and postpone inspection, but the placard must be removed post-inspection (Requirement 3). The AD also allows replacement valves of P/N 2013142-18 to be installed provided they have been inspected and the port is unobstructed (Requirement 5).

Record and procedural implication

• The AD does not itself specify a mandatory civil-recordkeeping format, logbook entry wording, or certification of compliance beyond the inspection and actions required. The AD does, however, prescribe when and how action must be taken and points to specific Cessna service bulletins for detailed procedures.

Constraints and operator responsibilities

• Operators must check whether prior compliance with AD/CESSNA 210/74 applies to their aeroplane; the AD’s applicability explicitly exempts aeroplanes that have had the modification/rework required by AD/CESSNA 210/74 and remain in compliance (Applicability).

• Spares and maintenance providers must ensure valves installed after the AD’s “as of” control date have been inspected and cleared (Requirement 5). The AD therefore shifts some duty to parts-handling and maintenance processes.

Specified wording and technical particulars

• The AD prescribes exact placard wording and minimum letter size (1/8‑inch) for the temporary IFR restriction placard, and requires that the placard be placed “on the instrument panel within the pilot’s clear view” (Requirement 2b). These are precise, non-negotiable technical details in the AD.

What the AD text states

• The AD text identifies the Civil Aviation Safety Authority (CASA) as the issuer (signature by James Coyne, delegate) and provides an effective date (16 January 2009). The AD specifies the inspection, placarding and remedial actions and the compliance timeframes (Compliance and Requirement sections). The AD text itself does not set out monetary penalties, civil sanctions or criminal offences; it specifies mandatory actions and timelines to mitigate a defined airworthiness hazard.

Limits on what can be stated from the source

• The AD document provided does not include express penalty provisions, enforcement processes, or sanction schedules. It does not enumerate consequences for non-compliance such as fines, grounding notices, or certificate actions. The AD does, however, function as a regulatory instrument imposing mandatory technical compliance obligations on the affected aircraft and parts.

Enforcement mechanism implicit in the regulatory context

• Although the AD document does not set out statutory penalty details, by issuing an AD CASA is placing a mandatory airworthiness requirement on affected aircraft. The AD prescribes the required actions and compliance windows and references Cessna service bulletins for procedures. Operators must comply with the AD to address the safety hazard identified. The AD text includes an effective date, signalling when compliance obligations commence.

Cross-reference to FAA action

• The AD refers to related FAA ADs (FAA AD 2008‑10‑02 and FAA AD 2008-26-10 Amdt 39-15776) and states these as background. Those FAA ADs may themselves contain enforcement mechanisms in the US civil aviation regulatory framework, but the CASA AD text does not import US penalty structures; it remains limited to prescribing the required technical actions and compliance windows.

Practical enforcement considerations derived from the AD’s content

• Because the AD requires inspections and actions before further flight in specific circumstances (for example, Requirement 2b placarding must be removed only after inspection per Requirement 3, and Requirement 4 requires removal of an obstructing placard “before further flight”), the AD imposes operational constraints that effectively control aircraft utilisation until compliance steps are completed. Those operational constraints amount, in practice, to regulatory limitations on flight operations for affected aeroplanes until an operator satisfies the AD’s technical requirements.

Recordation and audit risk

• The AD does not specify recording requirements, but inspectors, operators and maintenance organisations will typically record compliance steps in logbooks, maintenance release documentation and internal records. The absence of explicit recording instructions in the AD means that evidence of compliance will rely on established maintenance and logbook practices rather than on a new, AD-specific paperwork regime described in the AD text.

Direct cross-references in the AD

• The AD explicitly links to two classes of prior instruments. First, it conditions parts of its Applicability on prior compliance with AD/CESSNA 210/74: an aeroplane is excluded from this AD’s applicability if it “has been done and the aeroplane remains in compliance with that AD” (Applicability). Second, the AD records that it was prompted by prior FAA action and references FAA AD 2008‑10‑02 and FAA AD 2008-26-10 Amdt 39-15776 as related US regulatory steps (Background and Note 3). This positions AD/CESSNA 210/75 as a follow-up or companion AD in the CASA/FAA network of airworthiness directives.

Relation to manufacturer service bulletins

• The AD delegates procedural detail to Cessna service bulletins (Cessna SB08-34-02 Rev 1, CAB08-04 Rev 1, SEB08-5, MEB08-6), stating that “The procedures required to accomplish this AD are detailed in” those bulletins. In regulatory practice, that means the AD mandates actions while prescribing the manufacturer’s service documentation as the authorised method to accomplish the work. The AD therefore binds operators to the service-bulletin procedures insofar as they are invoked by the AD.

Instrument-flight rules and operational regulations

• The AD requires a specific placard forbidding IFR operation and use of the alternate static air source for IFR-equipped aeroplanes in certain circumstances. The AD text does not explicitly amend or reference the national instrument flight rules, but it creates a situation where an aeroplane equipped for IFR but temporarily placarded “IFR OPERATION IS PROHIBITED” must, per the AD, not fly IFR while that placard is fitted. The AD does not itself restate or alter the broader regulatory rules for IFR certification or flight operations; it imposes an operational limitation tied to a safety defect.

Spare parts, installation and maintenance regulation

• Requirement 5 limits the installation of P/N 2013142-18 replacement valves to those that have been inspected and found unobstructed, “as of” 10 days after the AD’s effective date. That interacts with maintenance and parts-supply practices and any legal obligations of maintenance organisations to ensure parts conformity. The AD directs compliance through the Cessna service bulletins, which are technical instruments, leaving the maintenance recordkeeping and certification obligations to the existing regulatory framework (not specified in the AD text).

Interplay with international ADs

• By referencing FAA ADs (2008‑10‑02 and 2008-26-10), the AD situates CASA’s action within a cross-jurisdictional safety response. Operators with aircraft engaged in cross-border operations or with parts sourced internationally must reconcile CASA’s AD with FAA ADs and with manufacturer recommendations. The AD itself does not reconcile differences across jurisdictions but mirrors FAA concerns and then applies an Australian AD that uses the Cessna SBs for procedure.

No express conflict clauses or supersession language

• The AD does not include language that expressly supersedes prior CASA ADs beyond the applicability carve‑out referring to AD/CESSNA 210/74. It is therefore necessary for operators to read this AD together with AD/CESSNA 210/74 and with any other applicable directives and service bulletins to determine which obligations apply in each case.

Limits on legal interpretation from the source

• The AD text does not specify how to resolve conflicts between the AD and other legal instruments; it straightforwardly prescribes mandatory inspections and actions and cross-references the Cessna documents. For legal questions about enforcement, reconciliation with operational certificates or commercial impacts, operators must consult the broader statutory and regulatory regime beyond the AD text.

Documented issuance and effective dates

• The AD text records the issue date and signature: James Coyne, Delegate of the Civil Aviation Safety Authority, signed the document on 8 January 2009 (signature block). The AD’s effective date is explicit: “This Airworthiness Directive becomes effective on 16 January 2009” (Compliance note). Those are the only issuance dates recorded in the AD text provided.

References to earlier and related ADs

• The AD cites prior instruments and chronology that inform its issuance:
  • It notes that AD/CESSNA 210/74 was issued earlier in response to FAA AD 2008‑10‑02 (Background).
  • It records that subsequent reports prompted this AD, referencing FAA AD 2008-26-10 Amdt 39-15776 dated 15 December 2008 (Note 3). The AD therefore sits in a sequence: FAA action(s) led to AD/CESSNA 210/74 and led to further reports prompting AD/CESSNA 210/75.

Service bulletin revision dates

• The AD points to Cessna service bulletins and gives dates and revisions for those documents:
  • Cessna Single Engine Service Bulletin SB08-34-02, Revision 1, dated 6 October 2008;
  • Cessna Caravan Service Bulletin CAB08-04, Revision 1, dated 6 October 2008;
  • Cessna Single Engine Service Bulletin SEB08-5, dated 13 October 2008;
  • Cessna Multi-engine Service Bulletin MEB08-6, dated 13 October 2008. The AD states these bulletins “detail” the procedures required to accomplish the AD.

Apparent sequence of events in the AD

• The Background explains: an earlier AD (AD/CESSNA 210/74) was issued in response to FAA AD 2008-10-02; following that, the FAA received 15 reports of additional aeroplanes with P/N 2013142-18 installed where the valve port was obstructed; CASA could not identify which aeroplanes and spares remained potentially affected without inspection. This sequence led to the issuance of AD/CESSNA 210/75 to catch the remaining risk across aircraft and spares shipped in the 1993-2008 window.

No later amendments recorded in the provided text

• The AD text supplied does not record any amendments to AD/CESSNA 210/75 itself beyond its issuance and effective date. If later revisions or superseding ADs exist, they are not included in the material provided.

Implication for tracking

• Operators must treat the dates and service-bulletin revisions cited as the contemporaneous technical guidance referenced by the AD. Where subsequent service‑bulletin revisions, further ADs, or amendments have been issued after the effective date, those are not recorded in this AD and must be discovered through other authoritative channels (manufacturer or CASA notices outside this AD text).

What the AD text discloses

• The AD document itself contains no information about litigation, appeals, court challenges, or administrative review proceedings relating to its issuance. There are no cases cited in the AD.

Absence of recorded legal challenges in the source

• The source material does not display any record of legal disputes, stays, injunctions, or withdrawal of the AD. It therefore contains no litigation history or references to adjudicative proceedings.

Practical considerations given the silence

• Because administrative instruments such as ADs can sometimes be the subject of later legal challenges in civil courts or administrative review bodies, the absence of litigation detail in the AD means interested parties must consult other sources to determine whether the AD was contested or whether its obligations were subsequently modified by later ADs, service bulletins, or legal rulings. The AD text itself neither asserts nor documents any such proceedings.

Where to look for litigation or appeals

• If a practitioner needs litigation history, the AD text suggests several places to look beyond the document: CASA’s enforcement records, aviation safety tribunal or administrative review records, court databases for jurisdictional challenges, or later ADs or airworthiness directives that reference legal action. The AD itself provides no leads about any cases or outcomes.

Implications of no litigation record in the AD

• The lack of litigation detail in the AD should not be read as evidence that none exists; the AD is a technical regulatory instrument that normally does not include litigation annotations. For legal due diligence, practitioners should search administrative and court records and any CASA public notices or adjudicative determinations subsequent to the AD’s effective date for evidence of appeals, stays, or enforcement actions arising from this AD.

Ambiguities and operational pitfalls in the AD’s mechanics

• Applicability carve-outs require checking another AD. The AD excludes aeroplanes that “have been done and the aeroplane remains in compliance with” AD/CESSNA 210/74. That language imposes a duty on operators to verify prior compliance with AD/CESSNA 210/74 and to confirm ongoing compliance status. Operators lacking clear records of compliance with AD/CESSNA 210/74 may find applicability uncertain. The AD itself does not provide a list of serial numbers or a central registry to resolve that uncertainty.

• Spares inventory issue. Note 1 and the Background state the affected part was shipped from Cessna Parts Distribution between 1 January 1993 and 31 March 2008 and that CASA “has no way of determining which aeroplanes have the remaining problem” without inspection. That means spares holders, maintenance shops and parts distributors must inspect inventories; failure to do so could result in installing an obstructed valve by mistake. Requirement 5 limits installation to inspected and unobstructed valves as of 10 days after the effective date, so logistical coordination and parts-tracking are material compliance tasks.

• Timing and sequencing traps. The AD sets different compliance windows: Requirement 2a must be done within 10 days for IFR-equipped aircraft, whereas Requirements 1 and 3 have a 100 hours TIS or 4 months window. An operator who misreads these windows may inadvertently fly an IFR-equipped aeroplane without complying with the 10‑day requirement or without the temporary placard, which the AD prohibits.

• Temporary placard removal sequencing. For IFR-equipped aeroplanes that installed the temporary placard under Requirement 2b, Requirement 3 requires inspection of the valve and, after doing so, the removal of the temporary placards “before further flight.” That sequencing could be misunderstood: operators must not presume the placard can remain indefinitely; inspection is required within the timelines specified elsewhere and the placard must be removed post-inspection before flying again.

• Exact placard wording and size requirement. Requirement 2b prescribes verbatim wording and a minimum letter size (1/8-inch). Non-conforming placards (different wording, smaller letters, different placement) would not meet the AD technical requirement and could be viewed as non-compliant.

• Removal vs manufacturer labelling. Requirement 4 requires removal and discarding of the part-number identification placard if it obstructs the port. Practically, this may appear to conflict with having a manufacturer’s identification label on the part, but the AD explicitly demands removal where the label causes the hazard. Operators and maintainers must follow that removal instruction; failure to remove an obstructing placard is non-compliant.

• Replacement part verification burden. Requirement 5’s restriction that only P/N 2013142-18 valves that have been inspected and found unobstructed may be installed shifts a verification burden to anyone supplying or installing parts. If the supply chain does not implement inspection and certification practices, a compliant installation may become difficult.

• Reliance on service bulletins outside the AD text. The AD delegates the “procedures required to accomplish this AD” to specific Cessna service bulletins. If an operator has not obtained or cannot access the listed service bulletin revision, they may face uncertainty about the precise inspection or removal steps. The AD does not reproduce those procedural steps verbatim.

• Record-keeping not specified but operationally necessary. The AD does not spell out a recordation standard, yet in practice operators will need to document inspections and placard removals to prove compliance. The absence of explicit record-keeping language in the AD can be a procedural hole for auditors or enforcement actions unless operators maintain clear maintenance records.

• Scope creep for unlisted models or later part numbers. Note 2 states that P/N 2013142-18 replaced earlier P/Ns 2013142-9, -13 and -17. An operator with one of those earlier part numbers should check whether the replacement part P/N 2013142-18 was fitted at any point. The AD’s wording may cause confusion among maintainers as to whether those earlier P/Ns are themselves implicated unless replaced by 2013142-18 during the specified shipping period.

• Operational impact on commercial flights. The temporary IFR prohibition placard effectively prevents IFR operation while in place. Operators engaged in commercial IFR operations must plan downtime for inspection or risk operational disruption if they fit the placard instead of inspecting within the 10-day window.

Stepwise compliance checklist based on AD text

1. Applicability determination

   • Consult the AD’s Applicability text and Table 1 to determine whether the aeroplane model is listed. Confirm delivery date if the aircraft was initially delivered between 1 January 1993 and 31 March 2008, or check maintenance records to verify whether P/N 2013142-18 was installed as a replacement at any time after 1 January 1993 (Applicability and Table 1; Notes). Also confirm whether the modification/rework required by AD/CESSNA 210/74 was done and that the aeroplane remains in compliance with that AD; if so, this AD does not apply per the Applicability language.

2. Inventory and spares check

   • Inspect parts inventory for P/N 2013142-18 valves shipped from CPD in the period 1 January 1993-31 March 2008 (Note 1). Treat any P/N 2013142-18 in stock as potentially affected until inspected. Remember that P/N 2013142-18 replaced earlier P/Ns (2013142-9, -13 and -17) per Note 2.

3. Immediate actions for IFR-equipped aeroplanes

   • If the aircraft is “equipped for flight under instrument flight rules (IFR),” you must either: a) Inspect the alternate static air source selector valve to ensure the part number identification placard is not obstructing the port within 10 days after the AD effective date (Requirement 2a); or b) Before further flight, fabricate and install a temporary instrument panel placard within the pilot’s clear view stating exactly “IFR OPERATION IS PROHIBITED” and “USE OF THE ALTERNATE STATIC AIR SOURCE IS PROHIBITED,” using at least 1/8‑inch letters (Requirement 2b).
   • If you install the temporary placard under 2b, perform the inspection required by Requirement 3 within the later compliance window and remove the temporary placard after completing the inspection before further flight (Requirement 3).

4. Inspections for non‑IFR-equipped aeroplanes and general inspections

   • For aeroplanes not IFR-equipped, perform the selector valve inspection to ensure the P/N identification placard is not obstructing the port within the next 100 hours time-in-service or within the next four months after the AD effective date, whichever occurs first (Requirement 1; Compliance).

5. Remedial action when obstruction is found

   • If the inspection finds the part-number identification placard obstructs the valve port, remove the placard from the valve body, discard the placard, and ensure the port is open and unobstructed before further flight (Requirement 4).

6. Replacement parts control

   • From 10 days after the AD’s effective date, when replacing an alternate static air source selector valve, only install a P/N 2013142-18 valve that has been inspected and the port found free from obstruction (Requirement 5). Do not install uninspected P/N 2013142-18 valves after that date.

7. Follow the specified Cessna service bulletins

   • The AD directs operators to the following Cessna service bulletins for the procedural steps to accomplish the AD: SB08-34-02 Rev 1 (6 Oct 2008), CAB08-04 Rev 1 (6 Oct 2008), SEB08-5 (13 Oct 2008), MEB08-6 (13 Oct 2008). Obtain and follow the appropriate service bulletin for your aircraft variant to ensure inspections and removals meet the AD’s procedural expectations.

8. Documentation

   • While the AD does not mandate a specific record-keeping form, document the inspection results, any removal of placards, placard installation/removal events, and any parts installations in the aircraft maintenance logbook and records. Ensure parts installed comply with Requirement 5, and retain proof of inspection for parts installed after the AD’s “as of” date.

9. Operational planning

   • For operators of IFR-equipped aeroplanes, plan inspections quickly to avoid prolonged grounding from the “IFR OPERATION IS PROHIBITED” placard. If a placard is installed, note the requirement to remove it post-inspection before further flight.

10. Parts-supply practice

• Maintenance organisations and parts suppliers should implement an inspection-and-certification step for P/N 2013142-18 valves in stock and before installation. Mark or segregate inspected, unobstructed valves to prevent accidental installation of uninspected or obstructed units.

11. Coordination with regulatory and manufacturer guidance

• Coordinate with CASA and the manufacturer where uncertainties arise, and use the Cessna service bulletin procedures cited in the AD for technical implementation. If there is doubt about whether previous compliance with AD/CESSNA 210/74 removes the AD’s applicability for a particular aeroplane, corroborate maintenance records or seek CASA guidance.

12. Safety verification before flight

• Ensure that any corrective action (placard removal, valve replacement) is completed and verified before further flight where the AD requires such verification. In particular, Requirement 4 demands that an obstructing placard be removed and the port verified open before further flight.

Concluding operational note

• The AD imposes concrete, time-bound inspection and remedial tasks and prescribes service-bulletin procedures. Adherence to the specific wording, letter size for the temporary placard, and the replacement-part inspection control is necessary to meet the AD’s technical requirements. Where records are incomplete or prior AD compliance is unclear, operators should verify and document the aircraft’s maintenance history before assuming the AD does not apply.