Cessna 190 and 195 Series Aeroplanes
AD/CESSNA 190/5
Amdt 1
Applicability: Model
190, 195, 195A, 195B
Requirement: Part 1:
Seat Adjustment Mechanism 9/88
Serial Number
7001 to 7999; 16000 to 16183
(a) Measure each hole in the seat track(s) for excessive wear. If the wear dimension across any hole exceeds 10.67mm (0.42") to a maximum depth of 3.81mm (0.15"), replace the seat track prior to further flight.
(b) Visually inspect the seat rail holes for dirt and any debris which may preclude engagement of the seat pin(s). Remove any such material prior to further flight.
(c) Lift up on the forward edge of each seat to eliminate all vertical play. With the seat in this position, measure the depth of engagement of each seat pin. If the engagement of any pin is less than 3.81mm (0.15") (see Figure 2), replace or repair necessary components to achieve a seat pin engagement of 3.81mm (0.15") or greater prior to further flight.
COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 - 105 CIVIL AVIATION SAFETY AUTHORITY
SCHEDULE OF AIRWORTHINESS DIRECTIVES
FIGURE 2
(d) Visually inspect seat rollers for flat spots. Ensure all rollers and washers turn freely on their axle bolts (or bushings if installed) and move freely on the seat rails. Replace rollers having flat spots and any worn washers prior to further flight. If there is any binding between the bores of the rollers, washers, and axle bolts (or bushings if installed), remove, clean, and reinstall these parts prior to further flight.
Note: Do not lubricate rollers, washers, axle bolts or bushings as the lubrication will attract dust and other particles which can cause binding.
(e) Measure the wall thickness of the roller housing and the tang (see Figure 2). If the tang thickness has worn to less than 1/2 the housing thickness, replace the roller housing prior to further flight.
(f) Check the spring(s) that keep the lock pin(s) in position in the track holes for positive engagement action. Replace any spring which does not provide positive engagement prior to further flight.
(g) Visually inspect the seat tracks for cracks in accordance with Cessna SIL SE83-6, dated 11 March 1983. Any limitation imposed as a result of seat track cracking shall be endorsed on the Maintenance Release. Replace any seat rail exceeding the crack criteria as specified in SE83-6 with a serviceable rail prior to further flight.
Part 2:
In accordance with temporary schemes approved by the Secretary, modify seat adjustment mechanisms to permanently limit seat travel to 255mm (10") or to 153mm (6") as applicable, aft of the forward stop.
Note: FAA AD 87-20-03 R1 refers.
Compliance: A. i. For aircraft with less than 1000 hours time in service as at 28 January 1988, prior to attaining 1100 hours time in service; or
ii. For aircraft with more than 1000 hours time in service as at 28 January 1988, at the next inspection for Maintenance Release issue after 28 January 1988; and
iii. Thereafter at each inspection for Maintenance Release issue.
B. Pending any component replacement necessary to fully comply with Requirement: Part 1, compliance with Requirement: Part 2 is an acceptable alternative until 30 June 1989.
Background: There has been a history of seat adjustment mechanism failure that has resulted in accidents. As there will probably be a high demand for replacement items, Part 2 of the Requirement enables continued flight. Schemes acceptable to the Secretary are available from Regional Offices.
Overview
The Cessna 190 and 195 Series Aeroplanes AD/CESSNA 190/5Amdt 1 is a legislative instrument introduced by the Commonwealth of Australia to address safety concerns related to the seat adjustment mechanisms in specific models of Cessna aircraft. Enacted under the Civil Aviation Regulations 1998, this instrument is part of the broader legislative framework aimed at maintaining airworthiness and ensuring safety in civil aviation. The primary objective of this directive is to mitigate the risk of accidents caused by seat adjustment mechanism failures. The enactment is overseen by the Civil Aviation Safety Authority, which has established these requirements to ensure that all affected aircraft are maintained to the highest safety standards. The directive applies to certain serial numbers of the Cessna 190 and 195 series, and it mandates inspections and repairs to the seat adjustment mechanisms to prevent any potential hazards. Compliance with these requirements is mandatory for continued airworthiness of the specified aircraft models.
Scope and Application
The AD/CESSNA 190/5Amdt 1 applies specifically to the Cessna 190 and 195 Series aeroplanes, including models 190, 195, 195A, and 195B within the specified serial number ranges. This legislation is part of the Commonwealth of Australia's Civil Aviation Regulations 1998, governed by the Civil Aviation Safety Authority (CASA). The legislation mandates that aircraft operators must adhere to specific maintenance requirements for the seat adjustment mechanisms of the mentioned aircraft models to ensure airworthiness and safety. Compliance with these directives is mandatory for all aircraft within the specified serial numbers that are subject to this legislation. The regulations are applicable nationally, covering all states and territories within Australia, and there are no stated exclusions or exemptions. The requirements outlined in this legislation can be extended or modified through subordinate instruments as necessary, ensuring that the directives remain current and effective in addressing any evolving safety concerns.
Key Provisions
The legislation, Cessna 190 and 195 Series Aeroplanes AD/CESSNA 190/5Amdt 1, outlines critical requirements for the maintenance and inspection of seat adjustment mechanisms on specified models and serial numbers of Cessna 190 and 195 series aeroplanes (section 1). These aircraft include models 190, 195, 195A, and 195B, and cover serial numbers 7001 to 7999 and 16000 to 16183. The main focus is on ensuring that the seat adjustment mechanisms are in good working condition to prevent accidents and ensure safety.
The key requirements are detailed in section 1, which mandates several inspections and actions. Firstly, the holes in the seat tracks must be measured for excessive wear; if the wear exceeds 10.67mm (0.42") to a maximum depth of 3.81mm (0.15"), the seat track must be replaced (subsection 1(a)). Additionally, the seat rail holes must be inspected for debris and cleaned as necessary (subsection 1(b)). The depth of engagement of the seat pins must be checked, and if it is less than 3.81mm (0.15"), the necessary components must be replaced or repaired (subsection 1(c)). Furthermore, the seat rollers must be inspected for flat spots, and any defective rollers or washers must be replaced (subsection 1(d)). The wall thickness of the roller housing and the tang must be measured, and if the tang thickness is less than half the housing thickness, the roller housing must be replaced (subsection 1(e)). The springs that keep the lock pins in position must be checked for proper engagement and replaced if necessary (subsection 1(f)). Finally, the seat tracks must be visually inspected for cracks, and any defective seat rails must be replaced (subsection 1(g)).
The legislation imposes several obligations on the parties governed by it. Owners, operators, and maintenance personnel must ensure that the specified inspections and repairs are carried out before the aircraft is allowed to fly. Compliance with the requirements must be achieved at specific intervals. For aircraft with less than 1000 hours of service as of 28 January 1988, compliance must be achieved before the aircraft reaches 1100 hours of service. For aircraft with more than 1000 hours of service as of 28 January 1988, compliance must be achieved at the next inspection for a Maintenance Release after 28 January 1988, and then at every subsequent inspection for a Maintenance Release (subsection A).
There are no explicit offences, penalties, or civil/criminal consequences mentioned in the legislation for non-compliance with the requirements. However, failure to comply with these maintenance directives could result in the aircraft being deemed unairworthy, which would be a breach of the Civil Aviation Regulations 1998. Operating an unairworthy aircraft is a serious offence under Australian aviation law, potentially leading to significant fines and other legal repercussions.