AD/PMC/51 CSE Aviation (Cth)
AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.001(1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Propellers - Variable Pitch - McCauley
| AD/PMC/51 | CSE Aviation | 6/2007 |
Applicability: | McCauley Propeller Systems (formerly Cessna Aircraft Co.) propellers that have a part number (P/N) and serial number (SN) listed in Table 1 of this AD, serviced by Oxford Aviation Limited, doing business as CSE Aviation. For propellers listed by SN in Table 1 overhauled or repaired by CSE after November 2003, or overhauled by an approved propeller repair facility after October 2003, do not apply to this AD. Table 1. - McCauley Propellers by P/N and SN
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Requirement: | 1. Perform a document search of aeroplane and propeller records to determine if the propeller was involved in a ground strike. 2. Perform the following requirements: (a) Disassemble the propeller. (b) Clean all disassembled propeller parts. (c) Perform a visual inspection for the following conditions: (i) Wear or damage such as cracks, corrosion, scratches or nicks. (ii) Damage that indicates a previous ground strike (if applicable). |
| (iii) Unacceptable wear or damage in areas where shot peening is required; paying particular attention to hub internal shot peened surfaces and blade shank peening. It is not necessary to strip the paint and corrosion protective coatings from the external surface of the blade. It is also not necessary to perform dimensional measurements on the external surface of the blade unless there is evidence of damage that has occurred since CSE returned the propeller to service. (d) Inspect threaded surfaces of threaded blade shanks with a 10X magnifying glass for scratches parallel to retention threads in the thread root of the first four outboard blade threads. If the retention threads are scratched, repair is not allowed. (e) Confirm that CSE Aviation correctly performed repairs or modifications listed in the manufacturer's maintenance instructions. (f) Repair and replace with serviceable parts, as necessary. (g) Assemble and test. Definitions: For the purposes of this AD: (1) Overhauling a propeller is not necessary to comply with the requirements specified in Requirement 2 of this AD. If you do not overhaul the propeller, the TSO does not change. (2) Unacceptable wear is wear or damage that can penetrate the shot peen compressive layer. Note: FAA AD 2006-24-07 Amdt 39-14836 dated 21 November 2006 refers. | |
Compliance: | 1. Within 30 days after the effective date of this AD. 2. If the propeller was involved in a ground strike, within 10 flight hours (FH) time-in-service (TIS) after the effective date of this AD, or 2 years after the effective date of this AD, whichever is earlier. For all propellers listed by SN in Table 1 of this AD, not involved in a ground strike using the compliance schedule detailed in Table 2 of this AD. |
| Table 2. - Compliance Schedule
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| This Airworthiness Directive becomes effective on 7 June 2007. | ||||||||
Background: | This AD pertains to certain McCauley propellers serviced by Oxford Aviation Services Limited, doing business as CSE Aviation, in the United Kingdom between September 1998 and October 2003. This AD requires inspecting the propeller blades and other critical propeller parts for wear and mechanical damage. This AD results from findings that CSE Aviation failed to perform some specific inspections and repairs. The issuing of this AD is to detect unsafe conditions that could result in a propeller blade separating from the hub and loss of control of the aeroplane. |
David Punshon
Delegate of the Civil Aviation Safety Authority
27 April 2007
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