AD/CON/90 Amdt 1 - EQ3 Cylinders - Inspection for Cracks

The Directive rests on a small set of operational and technical concepts, each tied to a specific paragraph in the text. Those concepts are identification, inspection, removal, prohibition, compliance timing, and acceptance of AMOCs.

Identification. The Directive does not attempt to identify EQ3 cylinders by part numbers in the Directive text itself. Instead it delegates identification to TCM's MSB09-1B: Requirement 1 instructs operators to "Identify EQ3 cylinders using Step 1 of MSB09-1B" and to cross-reference engine models in Table 1 of the Directive with engine serial numbers and cylinder part/serial numbers listed in MSB09-1B. The Directive therefore uses the manufacturer's mandatory service bulletin as the authoritative identification mechanism.

Inspection. The inspections are visual and targeted at detecting cracks between the upper spark plug bore and the fuel injector/primer nozzle bore, the region identified by TCM's investigation as having reduced wall thickness due to a casting-tool defect (Background). The Directive specifies which Step and paragraph of MSB09-1B to follow , Step 2, paragraph B , for the visual inspection procedure. The Directive distinguishes inspection timing by total hours on the cylinder as of the effective date: 400 hours is the threshold that determines whether the initial inspection must be performed immediately (within 20 flight hours) or before reaching 400 hours (see Requirements 2 and 3 and the Compliance table).

Removal. The Directive requires immediate removal from service of any cylinder found to be cracked during those inspections (Requirement 4) and also mandates the removal of all EQ3 cylinders within 1,300 hours total time after the original issue effective date (Requirement 5). The Directive states that removal following detection of a crack must occur "before further flight", which operationally interrupts aircraft availability.

Prohibition. Requirement 6 is categorical: "EQ3 cylinders may not be installed onto any engine and any EQ3 cylinder-equipped engine may not be installed onto any aircraft." The Directive applies that prohibition as of the Amendment's effective date.

Compliance timing and intervals. The Directive fixes discrete compliance windows: identification within 20 flight hours; initial inspection within 20 hours for cylinders already above 400 hours at the effective date and thereafter not to exceed intervals of 50 hours; for cylinders under 400 hours at the effective date, initial inspection before 400 hours and thereafter at intervals not to exceed 50 hours; cracked cylinders removed before further flight; complete removal by 1,300 hours total time after the original issue effective date. The Amendment states that it "corrects a typographical error in the compliance statement" and that compliance times remain otherwise unchanged.

Interaction with FAA and MSBs. The Directive explicitly links to FAA AD 2009-19-07 Amdt 39-16023, accepts prior work performed under MSB09-1A as compliant with the initial inspection, and accepts later MSB revisions if the FAA approves those revisions as AMOC to the FAA AD (paragraphs under "Later revisions..." and "Note 2: FAA AD 2009-19-07 Amdt 39-16023 refers"). This constructs a compliance path that is reliant not only on the Directive text but on external documents and potential FAA approvals.

Risk trigger and root cause. The Directive's background records 35 reports of cracked EQ3 cylinders discovered in February 2009 and reports of cracks on engines with times between about 430 and 1,300 hours. TCM's investigation identified a casting-tool produced reduced wall thickness in the cylinder head between the upper spark plug bore and the fuel injector/primer nozzle bore, a localised manufacturing defect that can result in crack formation during operation (Background). The safety consequence the Directive invokes is loss of engine power, possible engine failure and fire in the engine compartment.

Operationally the Directive creates repeated inspection obligations (every 50 hours after the initial inspection) until the cylinder is removed under Requirement 5, and an absolute prohibition on installing identified EQ3 cylinders. Identification is dependent on manufacturer's serial-number data in the MSB, making compliance a document-driven exercise as much as a physical inspection task.

The Directive identifies affected engine models in "Table 1 - Affected Engine Models" and provides a non-exhaustive list of aircraft on which those engines are installed (Note 1). The immediate practical stakeholders identifiable from the Directive's text are:

• Aircraft owners and operators that have engines of the listed TCM models installed. Table 1 lists O-470 variants (G, K, L, R, S, M, U); IO-470 variants (C, D, E, F, H, L, M, N, S, U, V, VO); TSIO-470 variants (B, C, D); IO-520 variants (A, B, BA, BB, C, CB, D, E, F, J, K, L, M, MB); TSIO-520 variants (many suffixes listed); IO-550 variants (A, B, C, D, E, F, L); IOF-550 variants (B, C, D, E, F, L). Operators of a wide range of general aviation aircraft commonly fitted with these engines are affected (Note 1 lists model examples including Beech Bonanza, Baron, Cessna 180/182/205/206/207/210/303/310/320/402/414 series, Aero Commander 200 and 500, and others).
• Maintenance organisations and certificated mechanics who perform engine and cylinder maintenance. The Directive requires identification using MSB09-1B Step 1 and inspections using Step 2 paragraph B. Maintenance organisations must follow the MSB procedures and ensure inspections and removals are carried out within the specified time windows.
• Parts suppliers, parts inventories and spare parts managers. The Directive explicitly cautions that spare EQ3 cylinders may have been shipped and may have been installed on engines; MSB09-1B tables should be used to identify spare EQ3 cylinders by part and serial number. Consequently, suppliers and owners must audit inventories and quarantine or remove any spare EQ3 cylinders as directed.
• Aircraft registrars, lessors and organisations responsible for airworthiness certification and continuing airworthiness. The Directive's prohibition on installing EQ3 cylinders or EQ3-equipped engines onto aircraft (Requirement 6) affects decisions around aircraft acceptance, lease returns, and sale, as well as records the registrar will check in relation to airworthiness.
• Operators of fleets or maintenance scheduling functions, because the inspection intervals (every 50 hours after initial inspections) will create recurring labour and downtime demands until the affected parts are removed by Requirement 5.
• International operators and maintenance organisations that rely on FAA ADs and TCM MSBs. The Directive references FAA AD 2009-19-07 and accepts FAA-approved AMOCs for later MSB revisions, so operators in jurisdictions that coordinate with FAA approvals may be affected by or rely on FAA AMOC approvals.

What the Directive does not state, and therefore who it does not explicitly name in the text: the Directive does not quantify economic costs, it does not specify penalties or enforcement procedures in the provided text, and it does not itself direct replacement parts or supply arrangements. It does, however, make compliance a direct responsibility of those who operate, service or install the listed engines and cylinders because it places inspection, removal and installation prohibitions on EQ3 cylinders and EQ3-equipped engines (Requirements 1-6).

The practical effect for affected parties is labour and parts costs to carry out initial and repeat inspections, potential aircraft downtime where a cracked cylinder is found "before further flight", inventory management to identify and withdraw spare EQ3 cylinders, and the eventual replacement of all EQ3 cylinders within 1,300 hours of total time after the original Directive issue.

The Directive sets out duties (what must be done) and limited compliance rights (what prior work or alternative procedures are acceptable) tied directly to the text. These are the key duties and the limited rights to alternative compliance recorded in the Directive.

Duties (mandatory actions):

• Duty to identify: "Identify EQ3 cylinders using Step 1 of MSB09-1B." This identification duty must be completed within 20 flight hours after the effective date of the original issue of the Directive (Requirement 1; Compliance table).
• Duty to inspect: For EQ3 cylinders with 400 or more hours total time on the effective date, perform an initial visual inspection using Step 2, paragraph B, of MSB09-1B within 20 flight hours and thereafter at intervals not to exceed 50 hours of operation (Requirement 2; Compliance table). For cylinders with fewer than 400 hours total time on the effective date, perform the initial visual inspection before reaching 400 hours total time and thereafter at intervals not to exceed 50 hours (Requirement 3; Compliance table).
• Duty to remove cracked cylinders: "Remove from service any cylinders that are found to be cracked during the Requirement 2 or 3 visual inspections." The removal must occur before further flight after the visual inspection (Requirement 4; Compliance).
• Duty to remove all EQ3 cylinders: "Remove from service all EQ3 cylinders" within 1,300 hours total time of operation after the effective date of the original issue of the Directive (Requirement 5).
• Duty to cease installations: "EQ3 cylinders may not be installed onto any engine and any EQ3 cylinder-equipped engine may not be installed onto any aircraft." This prohibition applies as of the effective date of the Amendment (Requirement 6).

Rights and acceptable alternative compliance:

• Prior inspections accepted: "Initial visual inspections accomplished before the effective date of this Directive per TCM MSB09-1A, dated 11 March 2009, comply with the initial inspection requirements specified in this Directive." This means that where an operator already performed inspections following MSB09-1A, they need not repeat the initial inspection specifically because of the Directive; they must however meet other requirements (e.g. removal deadlines and intervals).
• AMOC acceptance: "Later revisions of the above MSB, approved by the United States Federal Aviation Administration (FAA) as an Alternate Method of Compliance (AMOC) to FAA AD 2009-19-07, are considered acceptable for compliance with the equivalent Requirements of this Directive." Therefore, an FAA-approved AMOC to a later MSB revision is an authorised compliance method for the equivalent Directive requirements.

What is not provided as a right in the Directive:

• The Directive does not offer an express deferral, waiver or alternative timetable except via acceptance of FAA-approved AMOCs for later MSB revisions. It does not specify how to obtain CASA-specific AMOCs or waivers in the text provided. It also does not specify any compensation, supply or replacement parts obligation by TCM or any third party.

Operational mechanics and sequencing:

• Identification is the first required action (within 20 flight hours).
• Inspections follow identification according to the 400-hour threshold and the stated intervals.
• Any cracked cylinders must be removed before further flight; the existence of a crack triggers immediate grounding of the affected engine until the cylinder is removed or repaired in accordance with approved procedures.
• All EQ3 cylinders must be withdrawn from service within 1,300 hours total time after the original Directive issue.

Responsibilities for record-keeping and audit trails are implied by the reliance on serial-number-based identification in MSB09-1B and by the compliance intervals, but the Directive does not lay out specific record-keeping requirements in the text provided.

The text provided for AD/CON/90 Amdt 1 does not include express penalty provisions, fines or criminal sanctions. The Directive prescribes mandatory actions and compliance timelines; it specifies the effective date of the Amendment (19 November 2009) and the original Directive effective date (7 October 2009), and it is signed by a CASA delegate (James Coyne). The Directive therefore functions as an official CASA safety instrument imposing mandatory safety actions, but the text supplied does not set out the enforcement mechanism, civil penalties or criminal sanctions that may attach to non-compliance.

What the document states relevant to enforcement:

• It sets mandatory requirements (Requirements 1-6) and prescribes compliance times (the Compliance table). By its nature as an Airworthiness Directive issued by CASA, the expectation is that operators must comply; the Directive text itself does not define the enforcement process.
• The Directive records that initial inspections accomplished under TCM MSB09-1A comply for the purposes of the Directive and accepts FAA-approved AMOCs to later MSBs as acceptable compliance methods. Those statements clarify which prior or alternative procedures are considered compliant.

What is not in the Directive text provided:

• There is no explicit description of how CASA will monitor compliance, how compliance will be audited, or what specific penalties will be imposed for failure to comply. The Directive does not include enforcement language such as suspension of certificates, administrative fines, or criminal sanctions in the text supplied.
• There is no procedural description of how to apply for a CASA-specific AMOC, or the form in which evidence of compliance must be recorded or submitted to CASA.

Practical implications for operators reading the Directive (based on the Directive's mandatory language, not additional statutory sources):

• Failure to comply with the Directive's Requirements could leave an aircraft with EQ3 cylinders in a state inconsistent with the Directive's airworthiness instructions; in most regulatory regimes, operating an aircraft contrary to an applicable AD will affect the aircraft's lawfulness to fly. The Directive itself, however, does not specify the resulting administrative or legal measures.
• The Directive's requirement that cracked cylinders be removed "before further flight" establishes an immediate operational enforcement effect: if a crack is found the aircraft cannot continue to fly until the cylinder is removed, which imposes a direct operational restriction.

Because the Directive text does not state penalties or civil/criminal enforcement steps, organisations affected should consult CASA's enabling legislation, the Civil Aviation Safety Regulations and CASA guidance for detail on enforcement processes and potential sanctions. The Directive provides the safety requirements and timelines; details on enforcement are not contained within the AD text provided.

The Directive explicitly references and integrates with certain external regulatory and manufacturer's instruments. The interaction points visible in the text are primarily with TCM Mandatory Service Bulletins and with an FAA Airworthiness Directive.

References and cross-acceptance:

• TCM MSB09-1B: The Directive requires identification and inspection using specific steps in TCM MSB09-1B (Step 1 for identification; Step 2, paragraph B for visual inspections). The Directive makes MSB09-1B an integral part of how compliance is to be achieved: identification of EQ3 cylinders depends on cross-referencing Table 1 engine models with engine serial numbers in MSB09-1B and using MSB tables to identify spare EQ3 cylinders by part and serial number. This effectively binds operators to follow manufacturer-prescribed procedures for identification and inspection.
• TCM MSB09-1A: The Directive states that "Initial visual inspections accomplished before the effective date of this Directive per TCM MSB09-1A, dated 11 March 2009, comply with the initial inspection requirements specified in this Directive." This means prior compliance with the manufacturer's MSB09-1A is recognised by CASA as meeting the Directive's initial inspection obligation.
• FAA AD 2009-19-07 Amdt 39-16023: The Directive refers to FAA AD 2009-19-07 and accepts that later MSB revisions, if approved by the FAA as AMOCs to that FAA AD, will be considered acceptable for compliance with equivalent Requirements of this Directive. That creates an explicit avenue by which FAA-sanctioned alternative methods of compliance, tied to changes in the MSB, are accepted for CASA compliance purposes.

Implications of these interactions:

• The Directive sits in a network of safety instruments in which manufacturer service bulletins and FAA ADs provide the technical identification and inspection procedures while CASA's AD prescribes which of those procedures are mandatory for Australian-registered aircraft. The Directive therefore leverages the manufacturer's technical detail and the FAA's AMOC process without reproducing all technical detail in the Directive itself.
• Acceptance of FAA-approved AMOCs to later MSB revisions means that an operator following an FAA AMOC-approved alternative procedure may rely on that FAA approval to meet CASA's equivalent requirement under this Directive, at least where the later MSB revision is accepted by the FAA as an AMOC to FAA AD 2009-19-07. The Directive does not set out procedures for CASA-specific AMOCs or how CASA will treat AMOCs originating from other jurisdictions beyond FAA AMOCs.
• The Directive does not state how it interacts with leasing contracts, warranty or product-liability claims against TCM. The Directive records TCM's shipping dates of EQ3 cylinders (1 November 2007 through 30 January 2009, and a cluster of about 300 produced in August-September 2006) and TCM's investigation finding; but it does not create obligations upon TCM to supply replacements in the text provided.

Gaps in the Directive's text about interaction with other legal instruments:

• The AD text provided does not describe how compliance will be demonstrated to CASA, whether CASA will accept maintenance logs or if specific reporting to CASA is required. It likewise does not specify insurance, warranty or contractual consequences.
• The Directive does not articulate a CASA process for approval of alternative compliance methods; rather, it defers to FAA AMOCs in relation to later MSB revisions.

In short, the Directive is intended to operate alongside manufacturer MSBs and the FAA AD process: CASA mandates compliance but delegates technical identification and inspection methods to the manufacturer's MSB and recognises FAA AMOC approvals for later MSB revisions. Operators should therefore manage compliance documents (TCM MSB09-1A/1B and any FAA AMOC approvals and FAA AD 2009-19-07) as part of their compliance evidence set.

The text explicitly records an amendment to AD/CON/90, labelled "Amdt 1", and provides dates and cross-references to the manufacturer's service bulletins and the FAA AD.

Chronology and documentary references in the Directive:

• TCM produced and shipped EQ3 cylinders with shipment dates specified: engines and individual EQ3 cylinders were shipped from 1 November 2007 through 30 January 2009. Additionally, about 300 EQ3 cylinders were produced in August and September 2006 (Background).
• Reports: In February 2009 the FAA was made aware by TCM of reports of 35 EQ3 cylinders found with cracks during inspection (Background).
• Manufacturer documentation: TCM MSB09-1A is dated 11 March 2009; TCM MSB09-1B is dated 14 July 2009. The Directive requires use of MSB09-1B for identification and inspection steps, and recognises MSB09-1A inspections completed before the Directive's effective date as compliant with initial inspection requirements.
• FAA AD reference: FAA AD 2009-19-07 Amdt 39-16023 is referenced in Note 2 and in the paragraph stating that later MSB revisions, if approved by the FAA as AMOCs to FAA AD 2009-19-07, are acceptable for compliance with equivalent Requirements of the Directive.
• Original Directive effective date: the original issue of this Directive became effective on 7 October 2009 (Background).
• Amendment effective date: the Amendment (AD/CON/90 Amdt 1) becomes effective on 19 November 2009 (Compliance section and top statement).
• Stated purpose of the Amendment: the Amendment "corrects a typographical error in the compliance statement. Compliance times remain unchanged." This indicates the Amendment is not intended to change substantive compliance times or requirements beyond correcting the typographical error (Background).

Signature and administrative detail:

• The Directive is signed by James Coyne, a Delegate of the Civil Aviation Safety Authority, dated 30 September 2009. The dates in the document show that the original became effective 7 October 2009 and the Amendment (Amdt 1) became effective 19 November 2009.

Operational content of the amendment:

• The Amendment restates the original Requirements 1-6 and the Compliance timetable and clarifies that previous inspections under MSB09-1A comply. It preserves the original compliance times, per the Amendment's claim.

Implications for record-keeping and retrospective compliance:

• Because the Directive accepts prior inspections under MSB09-1A as compliant, an operator that performed MSB09-1A inspections before the original effective date need not repeat those inspections solely to meet the initial inspection requirement. However, the Amendment requires that other Requirements, including the removal-by-1,300-hours obligation and the installation prohibition, still be met.

This is the full amendment history and supporting documents as recorded in the Directive text provided. No other amendments, superseding ADs, or subsequent statutory changes are included in the supplied text.

The Directive text provided contains no litigation history. It does not name any court cases, disputes, enforcement actions or judicial proceedings arising from the Directive or from the TCM EQ3 cylinder issue. The only items in the text that might be relevant to legal claims are TCM's reported manufacturing defect (a casting-tool caused reduced wall thickness) and the identification of incidents (35 EQ3 cylinders found cracked), but the Directive does not mention litigation, claims, settlements or court proceedings.

What the Directive supplies and what it does not:

• The Background documents factual findings: number of reported cracked cylinders (35), production/shipping dates of EQ3 cylinders, and TCM's investigation identifying a manufacturing-casting-tool defect that produced a reduced wall thickness in the cylinder head in a particular area.
• The AD itself is a regulatory instrument designed to address safety risks; it does not purport to resolve liability, warranty or civil claims against TCM, nor does it document any lawsuits, recalls outside of the AD process, or administrative adjudications.

Consequences for practitioners who need litigation context:

• If a party seeks to use the AD as evidence in litigation (for example, to support claims about notice of a defect, causation, or regulatory obligations), the AD supplies contemporaneous official statements about the defect, the number of reported incidents, and the required remedial steps and timelines. The AD would likely be a relevant document in regulatory and civil proceedings, but the Directive itself does not list any litigated matters.
• Practitioners requiring litigation history, precedent, enforcement actions or case law arising from this specific Directive must look beyond the AD text provided. The Directive references FAA AD 2009-19-07 and TCM MSBs, which could be connected to enforcement activity or litigation in the United States; however, no such connections are enumerated in this document.

In summary, there is no litigation history recorded in the provided Directive text. Any inquiry into litigation would require external research beyond this Directive.

This section flags practical pitfalls and potential sources of compliance failure, based strictly on the Directive text and its mechanics.

Identification dependence on external MSBs. The Directive requires operators to "Identify EQ3 cylinders using Step 1 of MSB09-1B" and to use the MSB tables to identify spare EQ3 cylinders by part and serial number. If an operator lacks access to or misinterprets MSB09-1B, misidentification risk is high. The Directive does not reproduce identification part numbers or serial numbers in the AD text; reliance on the MSB is mandatory. An operator that fails to cross-reference correctly may inadvertently continue to operate or install an EQ3 cylinder.

Inventory and spare-part exposure. The Directive explicitly warns that spare EQ3 cylinders may have been shipped and may have been installed as spares. The MSB09-1B tables must be used to identify spare EQ3 cylinders. Failure to audit spares, particularly those held in off-site warehouses or with third-party suppliers, creates the risk of inadvertent installation, which the Directive prohibits (Requirement 6). The Directive does not specify a procedure for reporting discovered EQ3 spare items, only that they must be identified and removed from service per the Requirements.

Differing timing obligations based on hours. The compliance timetable hinges on total time on cylinder as of the Directive's effective date. If an operator miscalculates total time (for example confusing engine time and cylinder time, or failing to account for prior hours), they may miss the appropriate window for the initial inspection. The Directive separates two initial inspection windows: (a) if the cylinder had 400 or more hours at the effective date, initial inspection within 20 flight hours and thereafter every 50 hours; (b) if fewer than 400 hours at the effective date, initial inspection before reaching 400 hours and thereafter every 50 hours. Practitioners should ensure accurate log book and parts log records to avoid missing mandated inspection triggers.

Immediate operational impact when a crack is found. The Directive requires removal of cracked cylinders "before further flight". This is operationally immediate and can cause unexpected aircraft downtime, potentially requiring ferrying under special conditions or replacement with an approved non-EQ3 cylinder. The Directive does not provide transitional allowances for temporary operation after crack detection.

Complete removal deadline. Requirement 5 mandates removal of all EQ3 cylinders "within 1,300 hours total time of operation after the effective date of the original issue of this Directive." Operators must track the total time of each EQ3 cylinder in operation to ensure removal by the 1,300-hour deadline. The Directive does not provide an extension mechanism in its text other than acceptance of FAA-approved AMOCs for later MSB revisions.

AMOC and reliance on FAA approvals. The Directive accepts later TCM MSB revisions only if approved by the FAA as AMOC to FAA AD 2009-19-07. If an operator relies on an MSB revision that lacks FAA AMOC approval, that revision is not automatically acceptable. The Directive does not specify how CASA will treat MSB revisions approved by other authorities or how to obtain CASA-specific AMOCs.

Typographical correction and apparent stability of timing. The Amendment states it "corrects a typographical error in the compliance statement. Compliance times remain unchanged." Operators and maintainers should therefore treat the compliance times as stable, but should verify the exact timing language in both the original AD and the Amendment, given the typographical issue that triggered the Amendment.

Non-exhaustive aircraft examples. Note 1 lists aircraft types "but not limited to" those models where the listed engines are installed. The "not limited to" phrasing means operators cannot assume that their aircraft type is safe merely because it is not listed in Note 1; they must check engine installation and cylinder serial numbers. The Directive's coverage is engine-model based, not limited to the example aircraft list.

No penalty language included. The Directive imposes mandatory actions but does not include penalty or enforcement language in the text provided. Operators may assume regulatory consequences exist for non-compliance in the broader regulatory framework, but the AD does not set those out. This is a procedural gotcha: absence of penalty text in the AD does not equal lack of enforcement in practice.

Misinterpretation of "effective date" versus "original issue effective date". The Directive contains references to both "the effective date of the original issue of this Directive" and "effective date of this Amendment." Practitioners must be careful to apply the correct reference point when calculating compliance windows (for example, the 1,300-hour removal deadline refers to the original issue effective date, whereas Requirement 6 prohibition applies "as of the effective date of this Amendment").

Summarised practical risks: misidentifying EQ3 cylinders because of reliance on the MSB, failure to audit spare inventories, incorrect hours accounting that trips or misses inspection deadlines, immediate grounding costs when cracks are found, and misplaced reliance on MSB revisions lacking FAA AMOC approval.

This section gives concrete steps for compliance strictly based on the Directive's text and the mandatory MSB references. Follow the Directive's Requirements (1-6), the MSB instructions referenced, and the compliance time windows specified.

Step 1 , Obtain TCM MSB09-1B and MSB09-1A. The Directive requires operators to use TCM MSB09-1B Step 1 for identification and Step 2, paragraph B for visual inspections. MSB09-1A (11 March 2009) is expressly accepted for prior inspections completed before the Directive's effective date. Obtain these service bulletins and maintain copies as compliance evidence.

Step 2 , Identification within 20 flight hours. Per the Compliance table, complete Requirement 1: identify EQ3 cylinders using Step 1 of MSB09-1B within 20 flight hours after the effective date of the original issue of the Directive. Use the cross-reference instructions: match engine models in Table 1 (AD) to engine serial numbers and cylinder part/serial numbers in MSB09-1B to identify affected installed cylinders and spare cylinders.

Step 3 , Initial inspection timing based on hours. For each identified EQ3 cylinder:

• If the cylinder had 400 hours or more total time on the effective date of the Directive, perform the initial visual inspection using Step 2, paragraph B, of MSB09-1B within 20 flight hours of that effective date and thereafter at intervals not to exceed 50 hours (Requirement 2; Compliance).
• If the cylinder had fewer than 400 hours total time on the effective date, perform the initial visual inspection before that cylinder reaches 400 total hours and thereafter at intervals not to exceed 50 hours (Requirement 3; Compliance).

Step 4 , Conduct inspections per MSB procedure. Follow Step 2, paragraph B of MSB09-1B for the visual inspection technique and focus on the area identified in the Directive: the area between the upper spark plug bore and the fuel injector/primer nozzle bore where reduced wall thickness and cracks were reported (Background). Keep a record of inspection dates, personnel, procedures used (MSB step reference), and serial numbers of cylinders inspected.

Step 5 , Remove cracked cylinders before further flight. If any crack is detected during inspection, remove that cylinder from service immediately and do not permit the aircraft to continue flight until the cylinder is replaced or otherwise addressed in accordance with approved procedures (Requirement 4; Compliance). Record the defect and removal action in maintenance logs.

Step 6 , Remove all EQ3 cylinders by the 1,300-hour deadline. Ensure that all identified EQ3 cylinders are removed from service within 1,300 hours total time of operation after the effective date of the original issue of the Directive (Requirement 5; Compliance). Track elapsed hours for each cylinder to meet this deadline.

Step 7 , Cease installations. From the Amendment effective date onward, do not install any EQ3 cylinder onto any engine and do not install any EQ3 cylinder-equipped engine onto any aircraft (Requirement 6). Quarantine spare EQ3 cylinders and update inventory controls and supplier communications to prevent unintended installation.

Step 8 , Use prior inspections where applicable. If the initial visual inspections were accomplished before the effective date of the Directive per TCM MSB09-1A (11 March 2009), these are accepted as meeting the initial inspection requirements. Document the MSB09-1A inspection records to demonstrate compliance and avoid duplicative inspections.

Step 9 , Consider FAA AMOCs for later MSB revisions. If TCM issues later MSB revisions and the FAA approves those revisions as AMOC to FAA AD 2009-19-07, CASA accepts those FAA-approved AMOC revisions as acceptable compliance methods. Maintain records of FAA AMOC approvals if relying on them for compliance. Do not rely on MSB revisions that lack FAA AMOC approval unless separate CASA guidance or approval is obtained.

Step 10 , Record-keeping and supplier/lessor notification. Maintain contemporaneous records of identification, inspections, removals and actions taken (dates, personnel, serial numbers, part numbers, hours). Notify parts suppliers, warehouse managers and lessors of the Directive's prohibition on installing EQ3 cylinders and of the need to identify and quarantine any spares. Update maintenance planning to account for recurring 50-hour inspection intervals until each cylinder is removed and replaced.

Step 11 , Plan for operational disruption and replacement parts. Because a cracked cylinder must be removed "before further flight" (Requirement 4), plan for potential aircraft groundings and source compliant replacement cylinders (non-EQ3). The Directive does not specify replacement parts or their supply; operators must arrange approved, non-EQ3 cylinder replacements compliant with airworthiness requirements.

Step 12 , Consult CASA or legal/regulatory advisers for enforcement or AMOC questions. The Directive does not include penalty or enforcement provisions in the text provided, nor does it define CASA-specific AMOC procedures. For enforcement queries or to seek a CASA-specific alternative method of compliance, consult CASA guidance or legal counsel.

Step 13 , Verify interpretation of hours and serial numbers. For compliance with the 400-hour trigger and the 1,300-hour removal deadline, ensure correct calculation of total time on each cylinder and consistent use of serial-numbered identification per MSB09-1B.

Step 14 , Evidence collection. Keep copies of TCM MSB09-1A and MSB09-1B, any FAA AMOC approvals relied upon, inspection records, removal records, invoices for replacement parts, and correspondence with suppliers and lessors. These materials will be the primary evidence that the operator complied with the Directive.

In sum, compliance consists of a sequence: obtain and use MSB09-1B (and rely on MSB09-1A if already performed), identify EQ3 cylinders within 20 flight hours, inspect per the MSB within the specified windows, remove cracked cylinders before further flight, remove all EQ3 cylinders by the 1,300-hour deadline, and stop installing EQ3 cylinders on engines or aircraft from the Amendment effective date. Record and retain all relevant documentation and monitor FAA AMOC developments if relying on later MSB revisions.