AD/CONVAIR/10 - Main Landing Gear Cylinders

The AD rests on a small set of technical and procedural concepts stated in the text.

• Applicability and parts. The AD is specific to Convair Model 340 and 440 aircraft, and any such model converted to turbopropeller power, and it identifies the affected components by part numbers 528002 and 528402 (Applicability).

• Inspection scope and methods. The inspection covers the entire outer surface of the main landing gear cylinders including the fulcrum arms (Requirement 1). The acceptable inspection techniques are magnetic particle inspection, dye penetrant inspection, or an FAA‑approved equivalent method (Requirement 1). The AD thus prescribes non‑destructive testing methods appropriate for detecting surface and near‑surface cracking.

• Remedial options. If cracks are detected the AD offers two options, both required before further flight: rework the cylinder in a manner approved by the FAA, or replace the cylinder with one that has been inspected and found free of cracks (Requirement 1). Rework is permitted only if it is FAA‑approved, and any reworked cylinder must be identified and its areas of rework recorded (Requirement 2a).

• Operational limitation following rework. Reworked cylinders are restricted to aircraft with a maximum take‑off gross weight at or below 55,000 lbs. Where a reworked cylinder is fitted to a turboprop conversion (STC SA4‑1100), the AD requires a pilot‑visible placard restricting the maximum take‑off gross weight to 55,000 lbs in aircraft that had previously been approved for higher operating weights (Requirement 2b).

• Recurrence logic linked to time‑in‑service. The AD creates two trajectories depending on the cylinder's accumulated hours: if under 14,000 hours and no cracks are found, a repeat inspection is required (Requirement 4) with a compliance timing described in the Compliance column; if over 14,000 hours and no cracks are found, repeat inspections are required at intervals not exceeding 1,000 hours from the last inspection (Requirement 5). The AD also sets a hard scheduling benchmark that certain inspections must occur before reaching 15,000 hours time in service (Compliance).

• Timing and enforceability language. The Compliance column sets mandatory time windows: the initial inspection, if not already done, must be completed within 50 hours time in service after 11 May 2006 (Compliance item 1); corrective action is required before further flight if cracking is found (Compliance item 2 and Requirement 1); repeat inspections must occur at intervals not to exceed 1,000 hours time in service from the last inspection (Compliance items 3 and 5); and the "before accumulation of 15,000 hours" milestone is specified for certain repeat inspections (Compliance item 4). The AD is explicit that the AD becomes effective on 11 May 2006.

• Cross‑reference to FAA material. The AD contains a Note that refers to FAA AD 71‑02‑03 Amdt 39‑1145. The rework remedy must be approved by the FAA (Requirement 1 and 2). The AD also mentions STC SA4‑1100 as the conversion approval for turboprop aircraft known as Model 580 (Requirement 2b).

These concepts combine prescriptive inspection methods, conditional remedial options, recordkeeping and operational weight limits tied to rework, and recurrent inspection intervals keyed to hours in service. The AD frames the safety risk as cracking that could lead to landing gear failure and prescribes measures intended to detect and, where necessary, mitigate that risk.

The AD identifies particular aircraft types, components, and the actors who must comply.

• Aircraft operators and owners of Convair Model 340 and 440 series aeroplanes. The Applicability clause explicitly covers Model 340 and 440 aircraft and "all such model aircraft converted to turbopropeller power" (Applicability). Therefore operators, lessees, owners, or managers of these specific airframes are the primary addressees.

• Operators of aircraft converted under STC SA4‑1100 (identified as "Model 580"). Where reworked cylinders are installed in such converted aircraft, the AD imposes additional placarding obligations for aircraft previously approved for operating weights above 55,000 lbs (Requirement 2b). Owners or maintainers who perform or authorise fitting of reworked cylinders to converted aircraft must ensure the placard is fitted where applicable.

• Maintenance providers and inspectors. The AD prescribes inspection methods (magnetic particle, dye penetrant, or approved equivalent) and requires either rework approved by the FAA or replacement with an inspected, crack‑free cylinder (Requirement 1). Maintenance organisations and certificated personnel performing the inspections or rework will carry out the mandated work and must apply an approved rework method if selected.

• Recordkeepers. The AD requires identification and recording of reworked cylinders and the areas reworked (Requirement 2a). Whoever maintains the aircraft logbooks and maintenance records is the responsible party for capturing that information.

• Regulators with delegated authority. The AD is issued by the Civil Aviation Safety Authority (a delegate signed the document), and the text requires FAA approval for rework methods (Requirement 1), so both CASA (as issuer) and the FAA (as approver of rework methods) are implicated in decisions and approvals described by the AD.

Who pays. The AD places the inspection, repair or replacement and placarding obligations on the operator or owner because it requires inspections within specific timeframes, rework or replacement before further flight if cracks are found, and recordkeeping and placarding where rework is performed (Requirement 1-2, Compliance). Those operational costs and downtime are borne by the operators or maintenance providers contracted by them.

Who decides. The AD prescribes mandatory actions, but it defers certain technical approvals to the FAA by requiring that rework be accomplished in a manner approved by the FAA (Requirement 1). Compliance decisions on timing and method are within the scope of the AD's commands, while the approval of rework processes is a delegated technical decision to the FAA.

Practical reach. The AD's specific part numbers and airframe models constrain its reach to a small, identifiable set of aircraft and components, rather than a broad class of types. Aircraft outside Model 340/440 or not fitted with part numbers 528002/528402 fall outside this instrument as written.

The AD establishes a set of duties for operators and maintenance providers and identifies limited rights through the choice of remedial actions.

Primary duties

• Conduct an inspection of the entire outer surface of main landing gear cylinders part numbers 528002 or 528402, including fulcrum arms, using magnetic particle or dye penetrant methods, or an FAA‑approved equivalent method (Requirement 1). The Compliance column requires this initial inspection within 50 hours time in service after 11 May 2006, unless it has already been done.

• If cracks are detected, before further flight either rework the cylinder in a manner approved by the FAA, or replace the cylinder with one that has been inspected and found to be free of cracks (Requirement 1 and Compliance item 2). The "before further flight" language creates an immediate grounding condition until the remedial requirement is satisfied.

• If cylinders are reworked, identify and record the cylinders and areas reworked (Requirement 2a). This imposes a recordkeeping duty on the individual or organisation that performs or approves the rework.

• Limit the use of reworked cylinders to aircraft with maximum take‑off gross weight at or below 55,000 lbs (Requirement 2b). This is an operational limitation that must be observed and enforced by the operator.

• Where a reworked cylinder is installed in an aircraft converted in accordance with STC SA4‑1100 and the aircraft had previously been approved for operating weights above 55,000 lbs, install a placard in full view of the pilots reading "Maximum Take‑off Gross Weight 55,000 lbs." (Requirement 2b). This imposes a physical modification to cockpit indications where applicable.

• Repeat inspections. The AD requires repeat inspections at intervals not to exceed 1,000 hours time in service from the last inspection (Compliance items 3 and 5). There is a special requirement to repeat inspections before the accumulation of 15,000 hours time in service for cylinders with less than 14,000 hours time in service (Requirement 4 and Compliance item 4).

Rights and options

• Choice of remedial path. If cracks are detected, the operator has two options: an FAA‑approved rework, or replacement with a cylinder inspected and found free of cracks (Requirement 1). That gives operators flexibility to choose between repair and replacement, subject to FAA approval for rework.

• Use of approved equivalent inspection methods. The AD permits "approved equivalent" methods to magnetic particle and dye penetrant testing, providing some latitude where an alternative inspection technique has received FAA approval (Requirement 1).

Delegated approvals and limits

• Requirement for FAA approval for rework. The AD explicitly requires that rework be "in a manner approved by the FAA" (Requirement 1). That delegates the technical acceptability of repair processes to the FAA rather than leaving it solely with the operator or CASA.

• Operational weight limitation tied to reworked components. The AD ties operational limits to the status of the physical part rather than the aircraft's design approval alone, requiring operators to treat aircraft differently if reworked cylinders are fitted (Requirement 2b).

Express time constraints

• The compliance timings are expressed in hours time in service and a specific effective date. The initial inspection deadline is within 50 hours time in service after 11 May 2006 (Compliance item 1). Repeat interval maxima are 1,000 hours time in service (Compliance items 3 and 5). The AD further requires certain inspections before 15,000 hours time in service (Compliance item 4). These numerical constraints create measurable duties that operators must schedule and record.

Documentary obligations

• Identification and recording of reworked cylinders and areas reworked is a documentary duty (Requirement 2a). The AD does not specify the form of the record but requires identification and recording.

Rights not provided

• The AD does not confer derogations, exemptions, or alternative compliance pathways beyond the FAA‑approved equivalent inspection methods and FAA approval of rework. The operator’s discretion is limited to choosing between FAA‑approved rework or replacement when cracks are found, and to using approved equivalent inspection methods where authorised by the FAA.

All duties are expressed in mandatory terms within the AD. The specific operational consequence "before further flight" for cracked cylinders gives a clear compliance trigger.

The AD text itself does not set out civil or criminal penalties or specify enforcement mechanisms. What the instrument does provide is mandatory compliance language, timing requirements, and "before further flight" conditions that create operationally binding actions for operators.

What the AD states

• Effective date and mandatory commands. The AD becomes effective on 11 May 2006 (Compliance/last line). The Requirements use imperative phrasing: inspect, rework or replace before further flight, identify and record reworked cylinders, limit use of reworked cylinders to certain operating weights, install placards where required, and repeat inspections at specified intervals. The "before further flight" phrasing in Requirement 1 and Compliance item 2 establishes a temporal and operational condition that must be satisfied.

• Delegation and approvals. The AD requires rework to be "in a manner approved by the FAA" (Requirement 1), signalling that FAA approvals are a condition for a legally compliant rework remedy under the AD.

Missing from the text

• No penalties specified. The AD does not contain a penalties clause, does not cite specific enforcement provisions, nor does it describe administrative sanctions, fines, or criminal penalties in this document.

• No enforcement process described. The instrument does not set out who will inspect or audit compliance, how CASA will enforce the AD, or what remedial or punitive measures CASA will take if the AD is not complied with. The only enforcement‑adjacent content is the "before further flight" requirement, which operationally prevents continued operation of an aircraft with detected cracks unless remedial action is taken.

Implications that can be drawn from the text

• Operational grounding until compliance. The requirement that remedial action be taken "before further flight" if cracks are detected operates as an immediate operational prohibition on flying the affected aeroplane with a cracked cylinder until either FAA‑approved rework or replacement has been completed. That is an operational enforcement mechanism built into the wording of the AD rather than via a separate penalty clause.

• Reliance on external approval. Because rework must be FAA approved, compliance in practice involves coordination with the FAA or FAA‑certified approval processes. The AD thus embeds an external checkpoint for rework acceptability.

• Recordkeeping as an enforcement lever. The duty to identify and record reworked cylinders and areas reworked (Requirement 2a) creates a documentary trail that could be inspected by regulators or auditors, enabling detection of non‑compliance through maintenance records review.

Absent statutory penalty language in the AD, any civil or criminal consequences for non‑compliance would derive from the broader regulatory framework under which CASA issues ADs and enforces aviation safety rules. Those broader enforcement provisions are not included in this text and therefore are not stated here.

The AD explicitly references and interacts with external approvals and technical approvals rather than setting out broad statutory relationships.

Explicit cross‑references present in the text

• FAA AD 71‑02‑03 Amdt 39‑1145. The AD includes a Note that refers to FAA AD 71‑02‑03 Amdt 39‑1145. This indicates that the FAA has previously addressed the same or related issue and that CASA’s AD is cognisant of that FAA action (Note).

• FAA approval for rework. The AD requires that any rework be accomplished "in a manner approved by the FAA" (Requirement 1). That makes FAA approval a precondition for one of the remedial routes and embeds the FAA’s technical approval processes into the AD’s compliance regime.

• STC SA4‑1100 (known as Model 580). The AD references STC SA4‑1100 in relation to aircraft converted to turbopropeller power and describes a placarding obligation when reworked cylinders are installed in those converted aircraft that had previously been approved for operating weights above 55,000 lbs (Requirement 2b). This ties the AD’s operational limits to approvals granted under a separate supplemental type certificate.

Nature of interaction

• Technical approvals and operational limits are mediated through external instruments. The AD does not create its own technical approval process for rework; it defers to FAA approval. Operational limits imposed by the AD (the 55,000 lbs maximum when using reworked cylinders) interact with prior weight approvals associated with the aircraft type or with an STC. The AD requires a placard in aircraft that had been previously approved for higher operating weights to reflect the new limitation caused by the use of reworked cylinders (Requirement 2b).

• Complementary rather than superseding effect. The AD functions in practice as a complementary safety measure that references FAA material and an STC. The Note citing FAA AD 71‑02‑03 Amdt 39‑1145 suggests that prior FAA action on these parts exists and that the CASA AD aligns with or follows that FAA precedent. The AD does not state that it supersedes FAA requirements, nor does it withdraw or amend the STC; rather, it imposes operational restrictions where reworked components are used in aircraft that had higher prior approvals.

Absent interactions not stated in the text

• No express reference to other Australian statutes, civil aviation regulations, or enforcement provisions. The text does not cite the Civil Aviation Act, the Australian Civil Aviation Regulations, or any other domestic law or enforcement mechanism. It does not specify how the AD is to be registered, served, or enforced under Australian domestic law. Those interactions may exist in the broader regulatory framework but are not included in this document.

• No mention of insurance, contract, or commercial law effects. The AD does not address contractual liabilities, insurance cover, or commercial obligations. Any interaction with those domains is not stated here.

In short, the instrument interacts directly with FAA approvals and an identified STC by reference, creating dependencies on external technical approvals and modifying operational limitations for aircraft that have prior higher weight approvals under the named STC context.

The AD text provides limited data on amendment history. What is directly present in the source is:

• Effective date. The AD becomes effective on 11 May 2006 (Compliance column final line).

• Signature date. The document is dated 29 March 2006 and is signed by a delegate of the Civil Aviation Safety Authority (closing lines: "David Villiers, Delegate of the Civil Aviation Safety Authority, 29 March 2006").

• Cross reference to FAA amendment. The AD contains a Note that refers to "FAA AD 71‑02‑03 Amdt 39‑1145" which is a separately numbered FAA airworthiness directive and amendment reference. The presence of the FAA amendment number indicates prior FAA action but does not itself constitute an amendment history of this CASA AD (Note).

What the source does not include

• No amending provisions. The text contains no internal record of previous versions of this AD, nor does it list amendments or revisions to this instrument. There are no "as amended" annotations or schedules showing later changes.

• No cancellation or supersession language. The AD does not state that it replaces or is replaced by another CASA AD, nor does it include wording that would indicate an earlier AD being amended or rescinded.

• No history of revisions. The AD does not provide a chronological list of changes, revision numbers, or amendment dates beyond the effective date and signature date presented.

Implication for practitioners

• To determine whether the AD itself has been subsequently amended, revoked, or superseded after the effective date, practitioners must consult the official CASA AD registry or other authoritative CASA records. That action is outside the scope of the text provided here because no amendment history beyond the effective date and signature is set out in the document.

• The single cross‑reference to the FAA AD identifies a related FAA amendment rather than an amendment to the CASA instrument itself.

In summary, within the supplied text the AD has a single effective date and a signature date but contains no internal amendment history or subsequent revision record.

The supplied AD contains no litigation history. The document does not reference any court decisions, disputes, administrative appeals, or legal proceedings arising from the AD. Practically, the instrument is an administrative directive and what is provided is the content of the AD itself together with its effective date and signature.

Absent elements

• No cases or proceedings. There are no named cases, tribunal matters, or citations to litigation in the text.

• No mention of appeals or review procedures. The AD does not state whether and how affected parties may seek review, relief, or an exemption, nor does it describe any dispute resolution mechanism.

Implication for practitioners

• If a lawyer or compliance professional needs a litigation history related to compliance challenges, enforcement actions, or judicial review of this AD, that information is not contained in this text and must be sourced from external records (court databases, CASA enforcement reports, or regulatory correspondence). The AD itself provides no litigation data.

• Because the AD requires FAA approval for certain rework remedies, any disputes about the sufficiency of rework or about FAA approvals would likely be evident in FAA records or administrative proceedings. Those are not included here.

In short, the document presents no litigation history and does not provide material about previous legal challenges or enforcement proceedings.

The AD contains several detailed provisions and numerical thresholds that merit careful attention because small errors in interpretation or recordkeeping could lead to non‑compliance.

Specific potential pitfalls in the text

• Part number specificity. The AD applies to cylinders with part numbers 528002 or 528402 (Applicability). Operators and maintainers must ensure part numbers are correctly identified on the component. Assuming coverage applies to all main landing gear cylinders regardless of part number would be incorrect.

• Scope of inspection. Requirement 1 mandates inspection of the "entire outer surface" of the main landing gear cylinders, "including the fulcrum arms." Partial or spot inspections that fail to cover the full outer surface and fulcrum arms would not meet the AD’s explicit scope.

• Approved equivalent methods. The AD permits inspection by magnetic particle or dye penetrant methods "or approved equivalent method" (Requirement 1). The operator must ensure any alternative technique has the requisite FAA approval. Using an unapproved technique will not satisfy the AD.

• "Before further flight" obligations. Where cracks are detected, the AD requires remediation or replacement "before further flight" (Requirement 1 and Compliance item 2). The operative phrase effectively prevents flight until compliance is achieved. Operators must plan for removal, FAA‑approved rework or replacement, and any paperwork to avoid unauthorized flight.

• FAA approval requirement for rework. Rework must be in a manner approved by the FAA (Requirement 1). Operators must obtain or rely on documented FAA approval for the specific rework method. Assuming local maintenance organisation acceptance without FAA approval would not comply with the stated requirement.

• Recording of rework and operational weight limits. Requirement 2 requires identification and recording of reworked cylinders and the areas reworked, and limits the use of reworked cylinders to aircraft with maximum take‑off gross weight at or below 55,000 lbs. Operators must maintain records that demonstrate which cylinders are reworked and ensure operational planning adheres to the 55,000 lbs cap. Failure to record or to observe the weight limit is a compliance risk.

• Placard requirement phrasing. The placard obligation applies only when "any reworked cylinder is installed in any aircraft converted to turbopropeller power in accordance with STC SA4‑1100 (known as Model 580)" and "only those aircraft previously approved for operating weights above 55,000 lbs." That conditional phrasing requires careful cross‑checking of (a) whether the aircraft was converted under STC SA4‑1100, and (b) whether it had previous approval for operating weights above 55,000 lbs. Placard placement must be "in full view of the pilots" and exactly read "Maximum Take‑off Gross Weight 55,000 lbs." Misapplying the placard requirement to the wrong aircraft or misplacing the placard could be a compliance issue.

• Hours thresholds and scheduling nuance. The AD uses two proximate hours thresholds that need careful sequencing. Requirement 4 states that if no cracks are detected and a cylinder has less than 14,000 hours time in service, repeat the inspection. The Compliance table states "before the accumulation of 15,000 hours time in service" for Compliance item 4. Requirement 5 triggers repeat inspection if cylinder has more than 14,000 hours, and Compliance item 5 requires repeat inspections at intervals not to exceed 1,000 hours from the last inspection. Operators must reconcile the 14,000/15,000 hour mentions to schedule inspections so they occur in the window the AD contemplates.

• Rework usage restriction tied to weight, not airframe. The AD limits use of reworked cylinders by maximum take‑off gross weight (55,000 lbs). The limiting condition is on the installed component and the aircraft’s approved operating weight. Operators cannot rely solely on airframe type if the aircraft’s weight approval differs; they must apply the 55,000 lbs limit where reworked components are used.

• Effective date vs signature date. The AD became effective on 11 May 2006, but the signature is dated 29 March 2006. Practitioners should schedule immediate compliance relative to the effective date (11 May 2006) and not the signing date.

Operational and administrative friction points

• Downtime and maintenance capacity. The "before further flight" requirement for cracked cylinders can lead to unplanned grounding and require access to FAA‑approved rework processes or replacement stock. The AD does not specify availability of parts or rework capacity; operators must plan for potential extended maintenance intervals.

• Record accuracy. The AD’s recordkeeping requirement for reworked cylinders is unspecified in form. Inconsistent or incomplete records could create uncertainty about whether a given cylinder may be used above 55,000 lbs or whether the cylinder has been inspected at the required intervals.

• Interface with international approvals. Because the AD mandates FAA approval for rework, operators outside FAA jurisdiction will still need to engage with FAA approvals or rely on FAA‑accepted processes. The AD does not describe how FAA approvals are to be documented for CASA compliance purposes.

• Ambiguities in "approved equivalent" and "manner approved by the FAA." Those phrases require concrete documentary evidence of approvals. Operators should not assume verbal approvals suffice.

In summary, close attention to part numbers, the full scope of inspection, FAA approval status, time‑in‑service thresholds, precise placarding conditions, and recording discipline are the principal practical "gotchas" the AD presents.

This section converts the AD’s Requirements and Compliance entries into a practicable checklist and sequencing for operators and maintainers. All steps below are grounded in the AD’s text.

1. Confirm applicability

   • Verify the aircraft type is a Convair Model 340 or 440, or a Model 340/440 converted to turbopropeller power under STC SA4‑1100 (Applicability). Confirm the main landing gear cylinders installed are part number 528002 or 528402 (Applicability). If either condition is not met, this AD does not apply as written.

2. Schedule and perform the initial inspection

   • If the initial inspection required by Requirement 1 has not already been accomplished, schedule the inspection within 50 hours time in service after 11 May 2006 (Compliance item 1).
   • Perform an inspection of the entire outer surface of the main landing gear cylinders, including the fulcrum arms, using magnetic particle or dye penetrant methods, or an FAA‑approved equivalent method (Requirement 1). Ensure the inspection covers the whole outer surface and fulcrum arms, not only spot checks.

3. Document inspection results

   • Record the date, inspector, method used (magnetic particle, dye penetrant, or FAA‑approved equivalent), findings, cylinder part numbers, and hours time in service at inspection. If any alternative method is used, retain proof of FAA approval for that method.

4. Respond to crack findings

   • If cracks are detected, before further flight either: a) rework the cylinder in a manner approved by the FAA, or b) replace the cylinder with a cylinder that has been inspected in accordance with Requirement 1 and is found to be free of cracks (Requirement 1; Compliance item 2).
   • If electing rework:
     • Obtain or confirm FAA approval for the specific rework procedure and retain the approval documentation.
     • Identify and record the cylinders and areas reworked (Requirement 2a). Include details sufficient to tie the record to the physical part (part number, serial number if available, aircraft registration, rework date, and areas treated).
     • Limit the use of the reworked cylinders to aircraft approved to operate at a maximum take‑off gross weight of 55,000 lbs or less (Requirement 2b). If a reworked cylinder is installed on a conversion under STC SA4‑1100 and the aircraft was previously approved for operating weights above 55,000 lbs, install the placard "Maximum Take‑off Gross Weight 55,000 lbs." in full view of the pilots (Requirement 2b).

5. Implement placarding where required

   • For converted aircraft under STC SA4‑1100 fitted with reworked cylinders and previously approved to operate above 55,000 lbs, install the exact placard text "Maximum Take‑off Gross Weight 55,000 lbs." in a location fully visible to the flight crew (Requirement 2b). Make a record of placard installation and location.

6. Plan and perform repeat inspections

   • Repeat the Requirement 1 inspection at intervals not to exceed 1,000 hours time in service from the last inspection (Compliance items 3 and 5). For cylinders with time in service less than 14,000 hours where no cracks were detected, repeat the inspection in accordance with Requirement 4; the Compliance table states this repeat should occur before the accumulation of 15,000 hours time in service (Requirement 4; Compliance item 4). For cylinders that have more than 14,000 hours time in service and no cracks detected, repeat Requirement 1 at intervals not to exceed 1,000 hours from the last inspection (Requirement 5; Compliance item 5).
   • Maintain a running log of each cylinder’s accumulated hours time in service to determine which repeat schedule applies (under 14,000 hours vs over 14,000 hours).

7. Maintain records and traceability

   • For every inspection event, maintain records noting the cylinder part number, hours time in service at inspection, inspection method used, inspector name or organisation, and findings.
   • For any rework, keep FAA approval documentation, identification of reworked cylinders and reworked areas, and the log evidence of the operational weight limitation and any placards fitted (Requirement 2a-b).

8. Coordinate FAA approvals

   • If rework is chosen, liaise with the FAA or an FAA‑authorised representative to obtain written approval for the rework method before returning the cylinder to service (Requirement 1). Retain that approval in aircraft or maintenance records.

9. Grounding and operational control

   • If inspection reveals cracking and a rework or replacement is required, do not operate the aircraft until compliance has been achieved because the AD requires remedial action "before further flight" (Requirement 1; Compliance item 2). Operators should plan for potential downtime, obtain parts or rework approvals in advance where possible, and adjust flight schedules accordingly.

10. Practical checklist items for audit readiness

    • Ensure all maintenance staff are aware of the specific part numbers 528002 and 528402.
    • Update maintenance schedules to include the AD’s initial and recurrent inspections using hours time in service triggers.
    • Maintain an auditable trail of inspections, FAA approvals, rework identification, and placard installation where applicable.
    • Ensure placard wording and placement conform exactly to the AD when required.
    • Confirm whether any alternative inspection methods proposed are FAA‑approved and document that approval.

11. Verify effective dates and deadlines

    • Note that the AD became effective on 11 May 2006 (Compliance), and that the initial inspection, if not already done, was required within 50 hours after that effective date. While the effective deadlines in the AD have passed, the recurrence intervals and the requirements to rework or replace cracked cylinders and to adhere to placarding and recording obligations remain the operative compliance steps for any ongoing inspections or maintenance. Practitioners should verify whether later amendments or superseding ADs have been issued (the AD text provided contains no amendment history).

Following the above steps aligns maintenance planning and operational controls with the AD’s requirements. Retain documentary evidence of every inspection, approval and placard installation to demonstrate compliance should regulatory review occur.