TailplateTailplate
Run a report

Airworthiness Directive 2010-594

recurring
AD 2010-594 · 2010-01-20 · airframe

Airworthiness Directives; Thrush Aircraft, Inc. Model 600 S2D and S2R Series Airplanes

What this AD requires

We are adopting a new airworthiness directive (AD) to supersede AD (AD) 2006-07-15, which applies to Thrush Aircraft, Inc. Model 600 S2D and S2R (S-2R) series airplanes (type certificate previously held by Quality Aerospace, Inc. and Ayres Corporation). AD 2006-07-15 currently requires repetitive inspections of the 1/4-inch and 5/16-inch bolt hole areas on the wing front lower spar caps for fatigue cracking; replacement or repair of any wing front lower spar cap where fatigue cracks are found; and reporting of any fatigue cracks found to the FAA. AD 2006-07-15 also puts the affected airplanes into groups for compliance time and applicability purposes. Since we issued AD 2006-07-15, FAA analysis reveals that inspections are not detecting all existing cracks and shows the incidences of undetected cracks will increase as the airplanes age. Consequently, this AD retains the actions of AD 2006-07-15 and imposes a life limit on the wing front lower spar caps that requires replacement of the wing front lower spar caps when the life limit is reached. This AD also changes the requirements and applicability of the groups discussed above and removes the ultrasonic inspection method. We are issuing this AD to prevent wing front lower spar cap failure caused by undetected fatigue cracks. Such failure could result in loss of a wing in flight.

Repetitive inspection. Re-inspect every 250 hours. The next-due date/hours depend on this aircraft’s time in service — a records report computes it from the logbooks.

Which aircraft AD 2010-594 applies to

MakesThrush Aircraft
ModelsS-2R, S2R-G1, S2R-R1820, S2R-T15, S2R-T34, S2R-G10, S2R-G5, S2R-G6, S2RHG-T65, S2R-T45, S2R-T65, 600 S2D, S2R-R1340, S2R-R3S, S2R-T11, S2RHG-T34, S2R, S2RHG, S2D
Serial-conditional — narrows to serials 5000R–5100R, 5010R–5010R, 5031R–5031R, 5038R–5038R, 5047R–5047R, 5085R–5085R, G1-101–G1-106, G1-107–G1-115, R1820-001–R1820-035, R1820-036–R1820-036, T15-001–T15-033, T15-034–T15-040, 6000R–6049R, T34-001–T34-143, T34-144–T34-144, T34-145–T34-145, T34-146–T34-170, T34-171–T34-171, T34-172–T34-179, T34-180–T34-181, T34-189–T34-234, T34-236–T34-270, G10-101–G10-138, G10-139–G10-139, G10-140–G10-141, G10-142–G10-165, G5-101–G5-105, G6-101–G6-147, G6-148–G6-155, T65-001–T65-018, T65-002–T65-018, T45-001–T45-014, T45-015–T45-015, 600-1311D–?, 1380R–1380R, 1416R–2592R, 3000R–3000R, 3002R–3002R, R1340-001–R1340-035, R3S-001–R3S-011, T11-001–T11-005, T34HG-102–T34HG-102.
Part-conditional — 20207-1, 20207-2, 20207-11, 20207-12, 20207-13, 20207-14, 20207-15, 20207-16.

Applies (per applicability Table 1, grouped for compliance purposes) only when wing front lower spar cap part numbers 20207-1/-2/-11/-12/-13/-14/-15/-16 are installed; does not apply to airplanes with any other wing front lower spar cap part number, e.g. Thrush P/N 22507 (any dash number) or STC SA03654AT parts. Type certificate previously held by Quality Aerospace, Inc. and Ayres Corporation.

Whether AD 2010-594 actually applies to your aircraft (by serial and installed parts) and whether it’s already complied with comes from that aircraft’s records.

Supersession

Supersedes AD 2006-07-15.

How AD compliance is recorded

A valid compliance record (14 CFR 43.9) states:

Method of compliance — The specific action taken (inspected, replaced, modified) and to what revision.
Date — When the work was done.
Aircraft time — Total time in service / tach at compliance — how recurring next-due is computed.
Signature & certificate — The A&P/IA who returned it to service, with certificate number.
Is AD 2010-594 complied with on your aircraft?

Tailplate reads a tail number’s logbooks and matches every applicable AD — including this one — to its compliance evidence, with recurring next-due dates computed.

Look up a tail number →Read the full directive (Federal Register)

Applicability is derived from the FAA directive corpus and is advisory, not a legal airworthiness determination. Compliance is established only from an aircraft’s actual records.