AD 2007-26-01 Airworthiness Directives; Thrush Aircraft, Inc. Model S2R Series Airplanes

This AD applies to the following airplane models and serial numbers that are certificated in any category and are equipped with metal empennage part numbers (P/N) 40220 or 95400 (applies to serial numbers with or without a “DC” suffix):   Model Serial Nos. (1) S2R 1416R through 5100R. (2) S2R-R1340 R1340-001 through R1340-035. (3) S2R-R1820 R1820-001 through R1820-036. (4) S2R-T11 T11-001 through T11-005. (5) S2R-T15 T15-001 through T15-044 and T27-001 through T27-044. (6) S2R-T34 6000 through 6049, T34-001 through T34-279, T36-001 through T36-279, T41-001 through T41-279, and T42-001 through T42-279. (7) S2RHG-T34 T34HG-101 through T34HG-107. (8) S2R-T45 T45-001 through T45-015. (9) S2R-T65 T65-001 through T65-018. (10) S2RHG-T65 T65-001 through T65-018 and T65HG-011 through T65HG-019. (11) S2R-G1 G1-101 through G1-115. (12) S2R-G5 G5-101 through G5-105. (13) S2R-G6 G6-101 through G6-155. (14) S2R-G10 G10-101 through G10-168. (15) S2R-T660 T660-101 through T660-120.

To address this problem, you must do the following, unless already done:   Actions Compliance Procedures (1) Perform a visual inspection of the vertical stabilizer attach fitting (P/N 40301-7), the horizontal stabilizer attach fitting (P/N 40303-1/-4/-7 or 95267-1), attachment bolt (P/N NAS1105-68), and the vertical fin aft spar (P/N 40261-24 or P/N 95253-1) for corrosion and cracks Within the next 50 hours time-in-service (TIS) after January 22, 2008 (the effective date of this AD) and repetitively thereafter at intervals not to exceed 100 hours TIS Follow Thrush Aircraft, Inc. Service Bulletin No. SB-AG-45, Revision B, dated June 1, 2007. (2) If corrosion or cracks are found in P/N 40301-7, 40303-1/-4/-7, 95267-1, NAS1105-68, 40261-24, or 95253-1 during any inspection required in paragraph (e)(1) of this AD: (i) Replace the vertical stabilizer attach fitting with new P/N 95266-3; the horizontal stabilizer attach fitting with new P/N 95267-5; and the attachment bolt with NAS6207-68; and (ii) If corrosion or cracks are found in the P/N 40261-24 or P/N 95253-1 vertical fin aft spar, repair in accordance with Thrush SB-AG-45, Revision B, or replace with a new P/N 40261-24 or new P/N 95253-1 Before further flight after any inspection where corrosion or cracks are found. This action terminates the repetitive inspections required in paragraph (e)(1) of this AD Follow Thrush Aircraft, Inc. Service Bulletin No. SB-AG-45, Revision B, dated June 1, 2007. (3) If no corrosion or cracks are found in P/N 40301-7, 40303-1/-4/-7, 95267-1, NAS1105-68, 40261-24, or 95253-1 during any inspection required in paragraph (e)(1) of this AD: (i) Replace the vertical stabilizer attach fitting with new P/N 95266-3; the horizontal stabilizer attach fitting with new P/N 95267-5; and the attachment bolt with NAS6207-68; and (ii) Perform a visual inspection of the vertical fin aft spar (P/N 40261-24 or P/N 95253-1) for corrosion and cracks, and (iii) If corrosion or cracks are found in the P/N 40261-24 or P/N 95253-1 vertical fin aft spar, repair in accordance with Thrush SB-AG-45, Revision B, or replace with a new P/N 40261-24 or new P/N 95253-1 Within the next 2,000 hours TIS after January 22, 2008 (the effective date of this AD) or within 2 years after January 22, 2008 (the effective date of this AD), whichever occurs first. This action terminates the repetitive inspections required in paragraph (e)(1) of this AD Follow Thrush Aircraft, Inc. Service Bulletin No. SB-AG-45, Revision B, dated June 1, 2007. Special Flight Permit (f) Under 14 CFR part 39.23, we are limiting the special flight permits authorized for this AD to ferry aircraft to a maintenance facility for inspection by the following conditions: (1) Hopper must be empty; (2) Vne reduced to 126 m.p.h. (109 knots); and (3) No flight into known turbulence. Alternative Methods of Compliance (AMOCs) (g) The Manager, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. Send information to ATTN: Cindy Lorenzen, Aerospace Engineer, ACE-115A, Atlanta Aircraft Certification Office, One Crown Center, 1895 Phoenix Blvd., Suite 450, Atlanta, GA 30349; telephone: (770) 703-6078; facsimile: (770) 703-6097; e-mail: cindy.lorenzen@faa.gov; or Mike Cann, Aerospace Engineer, ACE-117A, Atlanta Aircraft Certification Office, One Crown Center, 1895 Phoenix Blvd., Suite 450, Atlanta, Georgia 30349; telephone: (770) 703-6038; facsimile: (770) 703-6097; e-mail: michael.cann@faa.gov. Before using any approved AMOC on any airplane to which the AMOC applies, notify your appropriate principal inspector (PI) in the FAA Flight Standards District Office (FSDO), or lacking a PI, your local FSDO. Material Incorporated by Reference (h) You must use Thrush Aircraft, Inc. Service Bulletin No. SB-AG-45, Revision B, dated June 1, 2007, to do the actions required by this AD, unless the AD specifies otherwise. (1) The Director of the Federal Register approved the incorporation by reference of this service information under 5 U.S.C. 552(a) and 1 CFR part 51. (2) For service information identified in this AD, contact Thrush Aircraft, Inc., P.O. Box 3149, 300 Old Pretoria Road, Albany, Georgia 31706-3149; telephone: 229-883-1440; facsimile: 229-436-4856; or on the Internet at: http://www.thrushaircraft.com. (3) You may review copies at the FAA, Central Region, Office of the Regional Counsel, 901 Locust, Kansas City, Missouri 64106; or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html . Issued in Kansas City, Missouri, on December 10, 2007. John R. Colomy, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E7-24218 Filed 12-14-07; 8:45 am] BILLING CODE 4910-13-P

This AD results from reports of cracks in the empennage of Thrush Aircraft, Inc., S2R series airplanes. We are issuing this AD to detect and correct these cracks, which could cause the vertical stabilizer to lose structural integrity. This condition could lead to loss of control.