Tom Pittman

I had lost Tom's address and only had his email to go by. After repeated attempts to reach him failed to evoke a reply, I presumed something far worse had befallen him. A week ago I stumbled across an old email and thought I would try again.

The following is a copy of the reply:

I am a friend of Tom Pittmans, and check his e-mails for him. Tom is in asst. living. l800 Gaskins Rd, Apt 202, Henrico, Va. 23238. Since he broke his hip Aug 2008, he has not walked. Physically he can walk, mentally he is afraid he will fall. He has a phy. trainer come in 3 times a week and he walks good for her down the hall. I go to see him just about every day and have coffee w/him. My dautghter and her husband take him to drs and yesterday dentist. I misses his old friends - sometimes he thinks all have deserted him.

but I will pass your e-mail inquiry to him. Thanks, Anne Jones


I am sure Tom would appreciate cards and letters.

Richard Murray

$3.99 Gas and Another Taylorcraft

Sunday morning the 8th of June and a 90 nautical mile trip to 14G for the Fremont Lions Club pancake breakfast was the highlight of this weekend. The storms on the 6th knocked out the electronics in the self-service pump at CQA and so we had to make an unscheduled stop to add a little fuel at AXV before our trip to 14G. 25 knot tail winds at 2500 made the trip up a breeze. Arriving at 8:15. the gusting surface winds from the southwest had already begun to vary their direction and intensity. Landing on a tree lined runway only served to amplify the winds indecisive nature. Fortunately the approach end of 27 was as far removed as possible from the crowd and served to mask one of the more exciting touchdowns in recent months. Great cakes with ham and eggs for $5.00 and I topped off the C-140 with 100LL for $3.99 plus the usual fee for the state. Greeting me on the flight line was this great looking 1946 BC12D owned by Samuel Weaver of Forest, Ohio.

14G is the old Fremont Progress airport and they have a couple of DC-3's on the field with every shape and size of quonset hanger you can imagine. If you are in the area, stop and see Gene and Lou Damschroder.

The sign says it all. No fences here and if you can't read English you are in big trouble.

Click on the pictures to enlarge.

A ONE TWO PUNCH

Just when owners were starting to get a handle on AD 2008-04-09 (the strut AD revision that superseded AD 2007-16-14) along comes AD 2008-09-18. This is the attach fitting inspection AD mandated for everything Taylorcraft. The poor work and maintenance of a few has prompted the FAA to issue this latest AD affecting Taylorcraft owners. A few more AD's will make scrap prices look attractive for owners of the finest flying machine you'll ever alight in.

The text of the AD follows;

[Federal Register: May 2, 2008 (Volume 73, Number 86)]
[Rules and Regulations]
[Page 24162-24164]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr02my08-12]
––––––––––––––––––––––––––––––––––
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0177; Directorate Identifier 2007-CE-093-AD; Amendment 39-15499;
AD 2008-09-18]
RIN 2120-AA64
Airworthiness Directives; Taylorcraft, Inc. Models A, B, and F Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
––––––––––––––––––––––––––––––––––
SUMMARY: The FAA adopts a new airworthiness directive (AD) for certain Taylorcraft, Inc.
Models A, B, and F series airplanes. This AD requires you to inspect the wing strut attach fittings for
corrosion or cracks and requires repair or replacement if corrosion or cracks are found. This AD
results from data collected from an accident involving a Taylorcraft Model BF12-65 airplane. The
wing separated from the airplane after the wing strut attach fitting failed due to corrosion. We are
issuing this AD to detect and correct corrosion or cracks in the wing strut attach fittings, which could
result in failure of the wing strut attach fittings and lead to wing separation and loss of control.
DATES: This AD becomes effective on June 6, 2008.
On June 6, 2008, the Director of the Federal Register approved the incorporation by reference of
certain publications listed in this AD.
ADDRESSES: To get the service information identified in this AD, contact Taylorcraft Aviation,
LLC, 2124 North Central Avenue, Brownsville, Texas 78521; telephone: 956-986-0700.
To view the AD docket, go to U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC
20590, or on the Internet at http://www.regulations.gov. The docket number is FAA-2008-0177;
Directorate Identifier 2007-CE-093-AD.
FOR FURTHER INFORMATION CONTACT: Andy McAnaul, Aerospace Engineer, SATMIDO-
43, 10100 Reunion Place, Suite 650, San Antonio, Texas 78216; telephone: (210) 308-3365;
fax: (210) 308-3370.
2
SUPPLEMENTARY INFORMATION:
Discussion
On February 12, 2008, we issued a proposal to amend part 39 of the Federal Aviation
Regulations (14 CFR part 39) to include an AD that would apply to certain Taylorcraft, Inc. Models
A, B, and F series airplanes. This proposal was published in the Federal Register as a notice of
proposed rulemaking (NPRM) on February 20, 2008 (73 FR 9239). The NPRM proposed to require
inspection of the wing strut attach fittings for corrosion or cracks and to require repair or replacement
if corrosion or cracks are found.
Comments
We provided the public the opportunity to participate in developing this AD. The following
presents the comments received on the proposal and FAA's response to each comment:
Comment Issue No. 1: Additional Wording
The Experimental Aircraft Association and four other commenters ask for us to add wording to
the final rule to allow repairing the fitting/fuselage structure in accordance with FAA Advisory
Circular (AC) 43.13-1B. The commenters believe the Taylorcraft fuselage structure, comprised of
welded steel tubing and flat plate fittings, is well within the scope of repair practice for an Airframe
and Powerplant (A & P) mechanic experienced in maintaining aircraft of that vintage. They comment
that it is reasonable to expect an experienced mechanic to have sufficient information and means
available to rebuild the fitting area with guidance from AC 43.13-1B.
We agree that repair of the Taylorcraft fuselage welded structure is within the scope of repair
criteria and guidance provided in AC 43.13-1B. We will add language in paragraph (e)(3) of the AD
to allow for repair of the attach fitting and the associated fuselage structure in accordance with AC
43.13-1B.
Comment Issue No. 2: Requirements Already Exist
Marc Fries and four other commenters believe the AD is redundant and that requirements already
exist to accomplish inspections of the attach fittings. The commenters believe that 14 CFR part 43,
Appendix D already provides sufficient annual/100-hour inspection requirements to inspect the wing
strut attach fittings. Some of the commenters cite poor maintenance practice as the root cause for the
corrosion related fitting failure in the fatal accident airplane. One commenter additionally mentioned
that AD 47-16-03 already covers inspection of Taylorcraft wing attach fittings.
We do not agree with the commenters. AD 47-16-03 only addressed inspection of wing strut
attach fittings for cracks or evidence of poor welds in Taylorcraft Models BC, BF, and BL series
aircraft. The AD was issued for a potential manufacturing quality issue. The AD did not address
corrosion and required an immediate one-time compliance.
While 14 CFR part 43, Appendix D requires inspection of wing and center section components
for general condition and security of attachment, the FAA has heard from Taylorcraft owners that
they were unaware of the existence of drain holes in the bottom of the wing strut attach fittings. Also,
some owners were unaware of the potential situation where fabric may cover the attach fitting and
drain holes on re-covered airplanes. This condition was a contributing factor in the fatal accident, as
it fostered the corrosion environment that led to eventual fitting failure. The FAA believes this
condition is likely to exist in other Taylorcraft airplanes of the same type design and inspection of all
affected airplanes is warranted for continued operational safety.
We are not changing the final rule AD action based on this comment.
3
Conclusion
We have carefully reviewed the available data and determined that air safety and the public
interest require adopting the AD as proposed except for the change previously discussed and minor
editorial corrections. We have determined that this change and these minor corrections:
• Are consistent with the intent that was proposed in the NPRM for correcting the unsafe condition;
and
• do not add any additional burden upon the public than was already proposed in the NPRM.
Costs of Compliance
We estimate that this AD affects 3,119 airplanes in the U.S. registry.
We estimate the following costs to do the inspection:
Labor cost Parts cost Total cost per
airplane
Total cost on
U.S. operators
2 work-hours × $80 per hour = $160 Not applicable $160 $499,040
We estimate the following costs to do any necessary replacements that would be required based
on the results of the proposed inspection. We have no way of determining the number of airplanes
that may need this repair/replacement:
Labor cost per fitting Parts cost per fitting Total cost per airplane
(for two fittings)
30 work-hours × $80 per hour = $2,400 $200 $5,200
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety.
Subtitle I, Section 106 describes the authority of the FAA Administrator. Subtitle VII, Aviation
Programs, describes in more detail the scope of the agency's authority.
We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III,
Section 44701, ''General requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices,
methods, and procedures the Administrator finds necessary for safety in air commerce. This
regulation is within the scope of that authority because it addresses an unsafe condition that is likely
to exist or develop on products identified in this AD.
Regulatory Findings
We have determined that 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.
For the reasons discussed above, I certify that this AD:
1. Is not a ''significant regulatory action'' under Executive Order 12866;
2. Is not a ''significant rule'' under the DOT Regulatory Policies and Procedures (44 FR 11034,
February 26, 1979); and
4
3. Will not have a significant economic impact, positive or negative, on a substantial number of
small entities under the criteria of the Regulatory Flexibility Act.
We prepared a summary of the costs to comply with this AD (and other information as included
in the Regulatory Evaluation) and placed it in the AD Docket. You may get a copy of this summary
by sending a request to us at the address listed under ADDRESSES. Include ''Docket No. FAA-2008-
0177; Directorate Identifier 2007-CE-093-AD'' in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the Administrator, the Federal Aviation
Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39–AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. FAA amends § 39.13 by adding a new AD to read as follows:
5
FAA
Aircraft Certification Service
AIRWORTHINESS DIRECTIVE
www.faa.gov/aircraft/safety/alerts/
www.gpoaccess.gov/fr/advanced.html
2008-09-18 Taylorcraft, Inc.: Amendment 39-15499; Docket No. FAA-2008-0177; Directorate
Identifier 2007-CE-093-AD.
Effective Date
(a) This AD becomes effective on June 6, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all serial numbers of Taylorcraft Models A, BC,
BCS12-D, BCS, BC12-D1, BC-65, BCS12-D1, BCS-65, BC12D-85, BC12-65 (Army L-2H),
BCS12D-85, BCS12-65, BC12D-4-85, BC12-D, BCS12D-4-85, (Army L-2G) BF, BFS, BF-60,
BFS-60, BF-65, BFS-65, (Army L-2K) BF 12-65, BFS-65, BL, BLS, (Army L-2F) BL-65, BLS-65,
(Army L-2J) BL12-65, BLS12-65, 19, F19, F21, F21A, F21B, F22, F22A, F22B, and F22C airplanes
that are certificated in any category.
Note: This AD applies to all Taylorcraft models listed above, including those models not listed in
Taylorcraft Aviation, LLC Service Bulletin No. 2007-002, dated November 8, 2007. If there are any
other differences between this AD and the above service bulletin, this AD takes precedence.
Unsafe Condition
(d) This AD results from data collected from an accident involving a Taylorcraft Model BF12-65
airplane. The wing separated from the airplane after the wing strut attach fitting failed due to
corrosion. We are proposing this AD to detect and correct corrosion or cracks in the wing strut attach
fittings. This condition, if not corrected, could result in failure of the wing strut attach fittings and
lead to wing separation and loss of control.
Compliance
(e) To address this problem, you must do the following, unless already done:
(1) Initially inspect the left and right wing lift strut attach fittings, part number (P/N) A-A11, for
corrosion or cracking following Taylorcraft Aviation, LLC Service Bulletin No. 2007-002, dated
November 8, 2007, using the following compliance times:
(i) For airplanes that have never been equipped with floats or snow skis: Within the next 90 days
after June 6, 2008 (the effective date of this AD).
(ii) For airplanes equipped with or that have ever been equipped with floats or snow skis: Within
the next 30 days after June 6, 2008 (the effective date of this AD).
(2) If the airplane is equipped with floats or snow skis at the time of the initial inspection
required by paragraph (e)(1) of this AD or at any time after the initial inspection required by
6
paragraph (e)(1) of this AD, you must repeat the inspection required in paragraph (e)(1) of this AD as
follows:
If the following exists: Then:
(i) The airplane is equipped with
floats or snow skis at the time of the
initial inspection required by
paragraph (e)(1) of this AD.
Inspect no later than 48 months following the initial
inspection and repetitively inspect thereafter at intervals not
to exceed 48 months. Continue these repetitive inspections
until removal of floats or snow skis, at which time you must
follow paragraph (e)(2)(ii) of this AD.
(ii) You remove floats or snow skis
at any time following the initial
inspection required by paragraph
(e)(1) of this AD.
Inspect no later than 48 months following the last inspection.
After the inspection following removal of floats or snow
skis, no further inspections are required unless floats or snow
skis are re-installed at a later date, at which time you must
follow paragraph (e)(2)(iii) of this AD.
(iii) You install floats or snow skis at
any time since the initial inspection
required by paragraph (e)(1) of this
AD.
Inspect no later than 48 months following the last inspection
or before further flight after installation of floats or snow
skis, whichever occurs later, and repetitively inspect
thereafter at intervals not to exceed 48 months. Continue
these repetitive inspections until removal of floats or snow
skis, at which time you must follow paragraph (e)(2)(ii) of
this AD.
(3) If you find cracking or material loss due to corrosion during any of the inspections required
in paragraph (e)(1) or (e)(2) of this AD, before further flight, do the following:
(i) Contact Taylorcraft Aviation, LLC at 2124 North Central Avenue, Brownsville, Texas 78521;
telephone: 956-986-0700 to obtain an FAA-approved repair scheme or replacement procedure; or
refer to FAA Advisory Circular AC 43.13-1B CHG 1, dated September 27, 2001; and
(ii) Repair or replace the left and/or right wing lift strut attach fitting(s), P/N A-A11.
Alternative Methods of Compliance (AMOCs)
(f) The Manager, Fort Worth Airplane Certification Office, 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: Andy McAnaul, Aerospace Engineer, SAT-MIDO-43, 10100 Reunion Place, Suite 650, San
Antonio, Texas 78216; telephone: (210) 308-3365; fax: (210) 308-3370. 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
(g) You must use Taylorcraft Aviation, LLC Service Bulletin No. 2007-002, dated November 8,
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 Taylorcraft Aviation, LLC, 2124 North
Central Avenue, Brownsville, Texas 78521; telephone: 956-986-0700.
(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
7
(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 April 23, 2008.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. E8-9397 Filed 5-1-08; 8:45 am]

LATEST T-CRAFT AD

I just wanted to pass along some information in case it would be helpful to other Taylorcraft owners in the southeast US.

In August, when the initial AD came out on the lift struts, my A&P contacted Applied Technical Services Inc here in Richmond.  Although they didn't have the capabilities of doing the test, their Chesapeake, VA Field Office did.  My A&P discussed the situation with Mr. Christopher Vorwald of that office, and they felt as though that either one of the two options (at that time) might not be sufficient by itself, I believe becasue of the variety of lift struts manufactured for the T-Craft over time, and therefore varying thicknesses, so Mr. Vorwald performed both options, and did so at a very reasonable cost.  (It was a help that my A&P took the lift struts off and carried them down to Chesapeake and that Mr. Vorwald was going to be coming back through our area a week later on his way to another city and could drop them off.)  So my BC12-D had both the methods applied back then and is thus in compliance on the latest AD.

If anyone would like to check with Applied Technical Services on having this done for the latest AD, they have Field Offices in various areas around the southeast, though I understand that not all of them have the equipment needed.

The main office is:

Applied Technical Services, Inc.
1049 Triad Court
Marietta, GA 30062
770 423-1400

They have offices in SC, AL, FL, DE, GA, and VA, but only certain ones have the abiity to perform the inspection.

Mr. Vorwald is Regional Manager of the Chesapeake office:
Applied Technical Services, Inc.
1325-B Cavalier Boulevard
Chesapeake, VA 23323

www.atslab.com is the website

Mr. Vorwald was very professional and did a quick turnaround for us.

Brock Estes
2024 Stonehollow Road
Richmond, VA 23238
804 740-6125
brock.estes@verizon.net
N95189

CLOSE TRAIL

Well this has been one of those winters where the natives are finally fed up with the cold and snow that influences the midwest states. This past Friday belched up 20 inches of snow over a path from CVG to CMH to CLE. At CQA we enjoyed 12 inches more or less and a blizzard warning to go with it. No flying on Saturday and with light winds on Sunday it was time to dig ourselves out.

This Sunday, March 9, was the 6th monthly meeting of the Lakefield Fliars Club. We treated ourselves to the usually fare of hot dogs and soup. As an added bonus we witnessed the weighing of a Cessna 140 after it upgraded its power plant to an O-200.


I was fortunate to have my son return home to help me deliver an L2A to its new owner, Joe Dreyer of Cardington, Ohio. We sent everyone on their way with a couple of fly-bys before departing for 4I9.


I'm in lead in N46089, a 1942 L2A, and my son is in trail in N50048, a 1943 L2M. Thanks to Tim Foster for snapping these photos.


It really doesn't get any better than this, does it?

AD2008-04-09 SUPERCEDES AD2007-16-14

Airworthiness Directive

2008-04-09 Taylorcraft: Amendment 39-15381; Docket No. FAA-2007- 0286; Directorate Identifier 2007-CE-086-AD.

Effective Date

(a) This AD becomes effective on March 28, 2008.

Affected ADs

(b) This AD supersedes AD 2007-16-14, Amendment 39-15153.

Applicability

(c) This AD applies to all serial numbers of Taylorcraft Models A, BC, BCS,
BC-65, BCS-65, BC12-65 (Army L-2H), BCS12-65, BC12-D, BCS12-D, BC12-D1, BCS12-D1, BC12D-85, BCS12D-85, BC12D-4-85, BCS12D-4-85, (Army L-2G) BF, BFS, BF-60, BFS-60, BF-65, (Army L-2K) BF 12-65, BFS-65, BL, BLS, (Army L-2F) BL-65, BLS-65, (Army L-2J) BL12-65, BLS12-65, 19, F19, F21, F21A, F21B, F22, F22A, F22B, and F22C airplanes that:
(1) Are certificated in any category; and
(2) Do not incorporate sealed wing front lift struts, part number (P/N) MA-A815, Univair P/N UA-A815, or FAA-approved equivalent P/N, and sealed aft lift struts, P/N MA-A854, Univair P/N UA-854, or FAA-approved equivalent P/N, for all struts.

Note 1: This AD applies to all Taylorcraft models listed above, including those models not listed in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007. If there are any other differences between this AD and the above service bulletin, this AD takes precedence.

Note 2: For the purposes of this AD, a used strut that has been inspected using the ultrasound or radiograph inspection method, meets the Acceptance/Rejection Criteria specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007, and is treated with internal corrosion protection, is considered a new strut.

Unsafe Condition

(d) This AD results from our determination that the radiograph inspection method should be used in place of the eddy current inspection method currently required in AD 2007-16-14. We are issuing this AD to detect and correct corrosion or cracks in the left and right wing front and aft lift struts, which could result in failure of the lift strut and lead to in-flight separation of the wing with consequent loss of control.

Compliance

(e) To address this problem, you must do the following, unless already done:
Actions

Compliance

Procedures
(1) Visually inspect the left and right wing front and aft lift struts, (P/N A-A815 and P/N A-A854, or FAA-approved equivalent P/Ns), along the entire bottom 12 inches of each strut for cracks and corrosion. Within the next 5 hours TIS after August 20, 2007 (the effective date of AD

2007-16-14), unless one of the following conditions is met:

(i) The struts have been replaced with parts specified in paragraph (e)(2)(i) of this AD. No further action is required on those struts.

(ii) The struts have been replaced with parts specified in paragraph (e)(2)(ii) of this AD and have been installed for less than 48 months. No visual inspection is required. These parts are now subject to the repetitive inspection requirement specified in paragraph (e)(4) of this AD.
Follow Part 1 of the Instructions in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision A, dated August 1, 2007; or Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007.
(2) If any cracks are found during the visual inspection required in paragraph (e)(1) of this AD, replace the cracked strut with the following applicable strut:

(i) A sealed front lift strut, P/N MA-A815, Univair P/N UA-A815, or FAA-approved equivalent P/N, a sealed aft lift strut, P/N MA-A854, Univair P/N UA-854, or FAA-approved equivalent P/N. Installing these lift struts terminates the repetitive inspections required by this AD for that strut and no further action is required.

(ii) A new vented front lift strut, P/N A-A815, a new vented aft lift strut, P/N A-A854, or FAA-approved equivalent P/Ns, that is treated with internal corrosion protection specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007. Installing one of these lift struts is subject to the repetitive inspections required in paragraph (e)(4) of this AD.
Before further flight after the visual inspection required in paragraph (e)(1) of this AD. Following the Instructions in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007.
(3) If corrosion is found during the inspection required in paragraph (e)(1) of this AD, do an ultrasound or radiograph inspection to determine if the corrosion exceeds the Acceptance/Rejection Criteria specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007. Before further flight after the visual inspection required in paragraph (e)(1) of this AD. Follow Part 2 of the Instructions in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007. All ultrasound or radiograph inspections required by this AD must be done by one of the following:

(i) A Level II or III inspector certified in the applicable ultrasound or radiograph inspection method using the guidelines established by the American Society of Nondestructive Testing or NAS 410 (formerly

MIL-STD-410);

(ii) An inspector certified to specific FAA or other acceptable government or industry standards, such as Air Transport Association (ATA) Specifications

105-Guidelines for Training and Qualifying Personnel in Nondestructive Testing Methods; or

(iii) An FAA Repair Station or a Testing/ Inspection Laboratory qualified to do ultrasound or radiograph inspections.
(4) If no corrosion or cracks are found during the visual inspection required in paragraph (e)(1) of this AD, or if the inspection required in paragraph (e)(3) reveals that the corrosion does not exceed the Acceptance/Rejection Criteria specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007, repetitively inspect thereafter using the ultrasound or radiograph inspection method and treat with internal corrosion protection until all struts are replaced with the sealed struts specified in paragraph (e)(2)(i) of this AD. If any cracks are found or corrosion is found that exceeds the Acceptance/Rejection Criteria specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007, during any of the repetitive inspections required by this AD, take the necessary corrective actions as applicable in paragraph (e)(5) of this AD. (i) Initially inspect within the next 3 months after August 20, 2007 (the effective date of AD 2007-16-14) or within 48 months after installing a lift strut specified in paragraph (e)(2)(ii) of this AD, whichever occurs later.

(ii) Repetitively inspect thereafter at intervals not to exceed 48 months, except as required by paragraph (e)(4)(iii) of this AD.

(iii) If the initial inspection was done using the eddy current method as specified in AD 2007-16-14, the first ultrasound or radiograph repetitive inspection must be done within the next 24 months after doing the eddy current inspection. Repetitively inspect thereafter at intervals not to exceed 48 months using the ultrasound or radiograph inspection method.
Follow Part 2 of the Instructions in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007, using the ultrasound or radiograph inspection method.
(5) If, during any inspection required in paragraphs (e)(3) or (e)(4) of this AD, any cracks are found or it is determined that the corrosion exceeds the Acceptance/Rejection Criteria specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007, replace the lift strut with the applicable lift strut specified in paragraph (e)(2)(i) or (e)(2)(ii) of this AD. Before further flight after the inspection required in paragraph (e)(3) or (e)(4) of this AD. Following the Instructions in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007.
(6) Do not install P/N

A-A815, P/N A-A854, or FAA-approved equivalent P/N, unless:

(i) within the last 48 months it has been inspected using the ultrasound or radiograph method;

(ii) it meets the Acceptance/Rejection Criteria; and

(iii) it is treated with internal corrosion protection as specified in Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007.
As of 5 hours TIS after March 28, 2008 the effective date of this AD. Not applicable.
(7) As a terminating action for the repetitive inspections required by this AD, all vented lift struts (P/Ns A-A815, A-A854, and FAA-approved equivalent P/Ns) may be replaced with sealed lift struts (P/Ns MA-A815, UA-A815,

MA-A854, UA-854, or FAA-approved equivalent P/Ns).
At any time after March 28, 2008 the effective date of this AD. Not applicable.


Alternative Methods of Compliance (AMOCs)

(f) The Manager, Fort Worth Airplane Certification Office, 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: Andrew McAnaul, Aerospace Engineer, ASW-150 (c/o MIDO-43), 10100 Reunion Place, Suite 650, San Antonio, Texas 78216; telephone: (210) 308-3365; fax: (210) 308-3370. 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.
(g) AMOCs approved for AD 2007-16-14 are approved for this AD.

Material Incorporated by Reference

(h) You must use Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision A, dated August 1, 2007; and Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 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 Taylorcraft Aviation, LLC Service Bulletin No. 2007-001, Revision B, dated October 15, 2007, under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) On August 20, 2007 (72 FR 45153, August 13, 2007), the Director of the Federal Register approved the incorporation by reference of Taylorcraft Aviation, LLC Service Bulletin No. 2007- 001, Revision A, dated August 1, 2007.
(3) For service information identified in this AD, contact Taylorcraft Aviation, LLC, 2124 North Central Avenue, Brownsville, Texas 78521; telephone: 956-986-0700.
(4) 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.

Leap Day 2-29-2008

I probably should have left the aircraft in the hanger, at least pushed it back in when I felt the wind gusting by me as I restrained the plane in preparation for starting. I checked the sock and it didn't appear that strong. It was 40 degrees out and the 29th of February and I was determined to fly today. After a couple of failed starts, I shut off the mags, open the throttle full forward, and pull the prop backward eight blades. Close the throttle, a shot of prime, mags to hot, and we're running . This time I'm fast enough to get back and give it that little extra quarter shot of prime as it tries to quit again. It is almost like I'm being told today is not a good day to fly. Let the engine warm for five minutes or so before removing the steel restraint cable from the lift handle at the rear of the fuselage, move the tail to the grass adjacent to the taxiway, and quickly enter the cabin to maintain control of the aircraft. Slowly advancing the throttle, I feel the wind weather vane me as we move forward past the hanger into the wind. I am conscious of the possibility a strong gusting tailwind might lift the tail if I keep the stick full aft while taxiing downwind, so I find a position slightly forward of center and insure I hold the speed under 5 mph. Mags check, carb heat check, fuel OK, controls free, 360 clearing turn I taxi slowly onto the runway and turn into the wind. I have the engine at 1500 rpm and am on the breaks as I move the stick forward only to realize the tail came up. Boy is this fun, I think, as I release the break and am airborne before I pass the second runway light. End of the runway coming up and I'm at 400 ft AGL. I turn crosswind inside the airport boundary and soon thereafter downwind. Really have a great ground speed while indicating 80 mph. Carb heat on, I retard the throttle to 1500 rpm opposite where I wanted to land and slow to 60 indicated. I extend my downwind several hundred feet more before turning base. Final approach was turned with 300 ft AGL and 1/4 mile from the runway. With the headwind I concentrate on holding 60 indicated and bring the power up to 1600 rpm. It was just like being in a helicopter as my ground speed was less than 20 and I slowly, gently settled to a spot at the approach end of 26. Touchdown with a wheel landing, we stop inside of one runway light with 3900 ft of runway left. That was great, but it is too gusty to enjoy this LEAP DAY. A smooth application of throttle and I'm airborne again, climb to 200 ft, carb heat on, retard the throttle, establish 60 mph, wheel land on the same runway with 800 ft to spare, I turn off as slowly as I first taxied out and head back to the hanger. A check of the newly repaired wind machine in the airport office showed the wind at 15-17kts with gusts to 21kts from 280 to 300.
Here are a couple of pictures from last Sunday's flight What a difference an hour can make as the morning sun arose to warm the snow ladened ground. It stayed socked in for three hours before we got a mile and a half visibility.