Aircraft Inspections Aviate - (1) The Manager, Denver ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (l) of this AD.
The transponder must be inspected every 24 calendar months. FAR 43 Appendix F, ATC Transponder Tests and Inspections, lists the items that must be checked. To use a transponder, it must be inspected every 24 calendar months. Additionally, the installation of or modification to a transponder must be inspected for data errors as well.
Aircraft Inspections Aviate
by the Rural Utilities Service on 03/02/2023
K Alternative Methods Of Compliance Amocs
Failure of either the forward or rear support transfers loads to the other support, increasing the likelihood that both could fail. This condition, if not addressed, could result in stabilizer departure and loss of airplane control.
In addition to the 2012 incident, which involved a failure of both supports, the FAA received two other field reports from Aviat Aircraft Inc. of complete failure of the forward horizontal stabilizer inboard support assembly, one in 2000 and one in 2019. In the first incident, the failure occurred during ground handling after flight. In the second incident the failure was discovered while the aircraft was being placed in a hanger.
I was young and up for the challenge. It probably didn’t hurt that I was working my way through college at the time, and my mind was wide-open to all the new information—I envy that “me” today. It wasn’t easy, though, and as I progressed through my ratings and certificates, working my way to my first flight-instructor job, I kept wondering, “Why isn’t all this stuff codified somewhere?”
This count refers to the total comment/submissions received on this document as reported by Regulations.gov (last updated on 03/01/2023 at 2:08 pm). Agencies review all submissions and may choose to redact, or withhold, certain submissions (or portions thereof). Submitted comments may not be available to be read until the agency has approved them.
Paperwork Reduction Act
The FAA reviewed Aviat Aircraft Inc. Service Bulletin No. 28, Revision A, dated April 2, 2015 (Aviat SB No. 28, Revision A). This service information contains procedures for inspecting and repairing the rear stabilizer support tube. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section.
ADS-B In and Out: Automatic (happens without your help) dependent (on satellite and wide-area augmentation systems) surveillance (listening for traffic and weather)—broadcast (always sending, no need for interrogation). ADS-B Out is required after December 31, 2019, in US airspace for any aircraft that wants to operate in controlled airspace, with certain exceptions. The “in” component brings near-real-time weather and traffic to the cockpit of every equipped aircraft. ADS-B is just one part of an epic upgrade that has been going on inside the NAS (National Airspace System) for more than a decade. It’s one solution to the capacity problems we face with the advent of UAVs (unmanned aerial vehicles).
AGL: Above ground level. Anytime you see an altitude with AGL following it, you know it has been measured from the ground, which could be at the top of a mountain or the bottom of Death Valley. Typically seen when trying to measure the gap between the ground and the first layer of clouds in the sky, it’s useful information when you are determining if conditions are flyable by reference to the ground (VFR, or visual flight rules).
by the Veterans Affairs Department on 03/02/2023
Notice Of Funding Opportunity
CG: Center of gravity. Everything that stands has a center fulcrum on which it balances, and aircraft are no exception. The CG is the point at which the algebraic sum of the moments around it equal zero, if you are a mathematician (or just into that stuff). I find it easier to measure from the diagram and tables in my pilot’s operating handbook (POH). The CG line shifts forward and aft of its perfect balance point based on how I load my aircraft with people, fuel and baggage, and if I’m not careful, I know it can shift so far forward that my nosewheel won’t come up off the runway on takeoff—or so far back, I risk a stall because the nose won’t come down.
For service information identified in this final rule, contact Aviat Aircraft Inc., Al Humbert, 672 South Washington Street, Afton, WY, 83110, United States; phone: (307) 885-3151; email: dmir@aviataircraft.com; internet: https://aviataircraft.com. You may view this service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329-4148. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-0715.
This AD is a final rule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment. However, we invite you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under the ADDRESSES section. Include “Docket No.FAA-2020-0715; Product Identifier AD-2020-00484-A” at the beginning of your comments. The FAA will consider all comments received by the closing date and may amend this proposed AD because of those comments.
(ii) If any cracks are found, before further flight, replace the stabilizer support assembly with the same part-numbered part, either P/N 35086-501 or P/N 38086-501 as applicable. Replace both self-locking nuts with self-locking nuts that have zero hours TIS. Replacing the forward stabilizer support assembly requires removal and reinstallation of other horizontal stabilizer components. Replace all self-locking nuts with self-locking nuts that have zero hours TIS upon reinstallation of these components.
Related Service Information Under Cfr Part
Years later, a venerable aviation publishing house—Washington State-based Aviation Supplies and Academics (ASA)—produced its own Dictionary of Aeronautical Terms (compiled and edited by Dale Crane). From AAR (airport arrival rate) to ZFW (zero-fuel weight), this dictionary can handle just about any aviation-language question you throw at it. And though it focuses the bulk of its 746 pages on whole words and phrases, it does not shortchange those searching for help with acronyms, the shorthand of aviation. Every pilot, mechanic or air traffic controller (ATC—ha!) has his or her favorite acronym; being a fan of language, I’m no slouch. What’s high on my list? Here are just a few samples:
Service Bulletin No. 28, Revision A, dated April 2, 2015. Repairing the rear horizontal stabilizer support tube requires removal and reinstallation of other horizontal stabilizer components. Replace all self-locking nuts with self-locking nuts that have zero hours TIS upon reinstallation of these components.
One day, I was speaking with a colleague from the east coast of Florida, Deborah Balter, who taught aspiring pilots for whom English was a second language. She told me she’d put together a loose, spiral-bound “dictionary” of aeronautical terms and acronyms. It was two volumes, more than a thousand pages. I had to get my hands on it for my own students. I still have it in my library.
The FAA estimates the following costs to do any necessary repairs or replacements that would be required based on the results of the inspection. The FAA has no way of determining the number of airplanes that might need these replacements:
Suicide Prevention Grant Funding
The FAA estimated total costs of the inspections, to be conducted in accordance with Aviat Service Bulletin No. 28, Revision A, dated April 2, 2015, at $152.50 per aircraft. Differences from the service bulletin include the AD’s applicability to all serial numbers of the listed models and the requirement for “both initial and repetitive inspections.”
The Public Inspection page on FederalRegister.gov offers a preview of documents scheduled to appear in the next day's Federal Register issue. The Public Inspection page may also include documents scheduled for later issues, at the request of the issuing agency.
The service information only applies to certain serial numbers of the airplane models identified in this AD, while this AD applies to all serial numbers of Aviat Aircraft Inc. Model A-1, A-1A, A-1B, A-1C-180, and A-1C-200 airplanes. The service information only requires inspecting the rear stabilizer support tube, while this AD requires inspecting the forward stabilizer support assembly in addition to the rear stabilizer support tube. The service information only requires a one-time inspection, while this AD requires both initial and repetitive inspections.
by the Homeland Security Department on 03/02/2023
Comments Invited
The FAA issued the AD, which calls for “repetitive inspections of the forward horizontal stabilizer support assembly and the rear horizontal stabilizer support tube” of Aviat Husky models and reporting the results to the FAA in response to field reports that noted fatigue failures of both components.
This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-0715; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, any comments received, and other information. The street address for the Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt.
The Prepurchase inspection is a pilot defined inspection typically done on an aircraft before purchase. The inspection can be a thorough as an annual and as measly as a glance over the aircraft. The purpose is to locate any “unknown” problems with the aircraft before buying it, and to have a mechanics opinion on the overall quality of the plane.
Confidential Business Information
BARO: Barometric, as in pneumatic air pressure measuring the absolute height of the atmosphere. You find BARO in weather reports and when you check in with ATC. Aircraft altimeters are barometric- pressure-measuring devices, at their core. In the US, we correct our altimeters for nonstandard barometric pressure when flying below 18,000 feet above mean sea level (MSL). When flying at 18,000 feet or above, all altimeters are set to 29.92 inches in the US and 1013 hPa in the rest of the world.
The 100-hour limit may be exceeded by 10 hours for the purposes of flying to a place where the inspection can be done. The excess time must be included in computing the next 100 hours of time in service.
If you are using public inspection listings for legal research, you should verify the contents of the documents against a final, official edition of the Federal Register. Only official editions of the Federal Register provide legal notice to the public and judicial notice to the courts under 44 U.S.C. 1503 & 1507. Learn more here.
BHP: Brake horsepower. Yep, just like with piston-powered gasoline engines used in automobiles, aircraft piston engines still express power in how many horses are “under the cowl.” Specifically, it’s the power delivered to the main output drive or propeller shaft of an aircraft engine.
Differences Between This Ad And The Service Information
This site displays a prototype of a “Web 2.0” version of the daily Federal Register. It is not an official legal edition of the Federal Register, and does not replace the official print version or the official electronic version on GPO’s govinfo.gov.
by the National Telecommunications and Information Administration on 03/02/2023
Installed ELT's must be inspected within 12 calendar months after the last inspection for proper installation, battery corrosion, operation of the controls/crash sensor, and sufficient signal strength. While this check is not necessarily required to be accomplished during the annual inspection, it would be a convenient time to do it.
by the Fish and Wildlife Service on 03/02/2023
Eb- Integrity Fund Fee
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