Avidflyer2
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AD2005-13-16, 08/08/2005 applies to all Seneca Models PA34-200, -200T, and -220T - all serial numbers.
The Airworthiness Directive includes the inspection, repair, or replacement requirements of Service Bulletin SB1123A. SB1123A has a 50H, 100H, 500H, and 1000H requirement. SB1123A has been revised by SB1123B, however the AD must be complied with by the "A" version or you must request an Alternate Method of Compliance (AMOC) from your friendly FAA Inspector to use the FAA approved "B" version of this SB.
To complicate matters even further SB1123B says its contents will be incorporated in the Seneca Service Manual, but that information is not to be used to comply with the AD either as it is not specifically mentioned in the AD content.
A legal sign-off for this AD should specifically mention the four inspection intervals: if they are applicable (50H may not be applicable if a steel bracket is installed in place of the aluminum bracket), how they were accomplished, and when they are next due.
We operate four Seneca Airplanes and upon inspection of their records when considering the initial purchase, I found all four failed to be in compliance with the AD. Yes, they all had the 500H mandatory life-limited bolt replacement but none had the other inspections entered in the maintenance records. One Annual & 100H Inspection AD sign-off even said, "Complied with bolt replacement, no other inspection requirement at this time." What about the 100H and 1000H inspection requirements?
Please note in this photo the Nose Gear Retraction Link Stop Bolt (AN23-25) was never installed after a bracket replacement in 2004 (Gear Up Landing). The bracket still has the paint in the bolt holes and a new AN23-25 clevis bolt would not fit in the holes of the bracket! Oh, the slotted screw head is shown installed backwards with an incorrect self-locking nut (not shown) on the airplane's right side with the retraction link downlock spring (96178-000)
The AD was prompted by 186 SDR's (Service Difficulty Reports) with 71 gear collapse or involuntary gear retractions back in 2005 according to the FAA's own NPRM comments or preamble to the AD
The Airworthiness Directive includes the inspection, repair, or replacement requirements of Service Bulletin SB1123A. SB1123A has a 50H, 100H, 500H, and 1000H requirement. SB1123A has been revised by SB1123B, however the AD must be complied with by the "A" version or you must request an Alternate Method of Compliance (AMOC) from your friendly FAA Inspector to use the FAA approved "B" version of this SB.
To complicate matters even further SB1123B says its contents will be incorporated in the Seneca Service Manual, but that information is not to be used to comply with the AD either as it is not specifically mentioned in the AD content.
A legal sign-off for this AD should specifically mention the four inspection intervals: if they are applicable (50H may not be applicable if a steel bracket is installed in place of the aluminum bracket), how they were accomplished, and when they are next due.
We operate four Seneca Airplanes and upon inspection of their records when considering the initial purchase, I found all four failed to be in compliance with the AD. Yes, they all had the 500H mandatory life-limited bolt replacement but none had the other inspections entered in the maintenance records. One Annual & 100H Inspection AD sign-off even said, "Complied with bolt replacement, no other inspection requirement at this time." What about the 100H and 1000H inspection requirements?
Please note in this photo the Nose Gear Retraction Link Stop Bolt (AN23-25) was never installed after a bracket replacement in 2004 (Gear Up Landing). The bracket still has the paint in the bolt holes and a new AN23-25 clevis bolt would not fit in the holes of the bracket! Oh, the slotted screw head is shown installed backwards with an incorrect self-locking nut (not shown) on the airplane's right side with the retraction link downlock spring (96178-000)
The AD was prompted by 186 SDR's (Service Difficulty Reports) with 71 gear collapse or involuntary gear retractions back in 2005 according to the FAA's own NPRM comments or preamble to the AD
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