# AD 96-12-22: Full Flow Engine Oil Adapter - Type: Airworthiness directive - Status: Current - Products: Bellanca CH-300 Pacemaker, 120, 140, 140A, 150, 150A, 150B, 150C, 150D, 150E, 150F, 150G and 352 more - Effective: July 31, 1996 - Published: June 17, 1996, 61 FR 30501–30505 - Issued: June 3, 1996 - Issued as: Final rule - Superseded by: Nothing supersedes this AD - Product type: Appliance - Amendment: 39-9665 - Docket: 93-CE-54-AD - Registered aircraft: 92,016 may be affected, by airframe or engine model (OpenAirDocs) - Official PDF: https://openairdocs.org/files/sha256/29/c6/29c6764801ef829c612b0620fdef7d9ccf7ec6964be41e7928fbd6c8f2532c34 (from https://www.govinfo.gov/content/pkg/FR-1996-06-17/pdf/96-14631.pdf) - Federal Register: https://www.federalregister.gov/documents/1996/06/17/96-14631/airworthiness-directives-cessna-aircraft-company-engine-oil-filter-adapter-assemblies-installed-on - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/3B453D53CE6D9DCC86256849005A0715.0001 - DRS record last changed: November 21, 2025 - Page: https://openairdocs.org/ad/96-12-22 ## Summary This amendment adopts a new airworthiness directive (AD) that applies to Cessna Aircraft Company (Cessna) engine oil filter adapter assemblies installed on aircraft. This action requires inspecting the oil filter and adapter assembly (or torque putty, if installed) for oil leakage and proper installation of the adapter retaining nut and fretting of associated threads (security), and replacing any oil filter adapter assembly with security problems; applying torque putty between the engine filter adapter assembly, nut, and oil pump housing (unless already equipped with torque putty); and repetitively inspecting the torque putty for misalignment, evidence of oil leakage, or torque putty cracks, and reinspecting the oil filter and adapter assembly threads if misalignment, evidence of oil leakage, or torque putty cracks are found. Reports of loose or separated engine oil filter adapters on several airplanes prompted this action. The actions specified by this AD are intended toprevent loss of engine oil caused by loose or separated oil filter adapters, which, if not detected and corrected, could result in engine stoppage while in flight and loss of control of the airplane. ## The airworthiness directive 96-12-22 CESSNA AIRCRAFT COMPANY: Amendment 39-9665; Docket No. 93-CE-54-AD. Applicability: Cessna Engine Oil Filter Adapters Assemblies, part numbers 0450404-(all dash numbers), 0556004-(all dash numbers), 0556010-(all dash numbers), 0756023-(all dash numbers), 0756024-(all dash numbers), 1250403-(all dash numbers), 1250417-(all dash numbers), 1250418(all dash numbers), 1250921-(all dash numbers), and 1250922-(all dash numbers), installed on, but not limited to, the following: (1) Cessna Models 100, 200, 300, and 400 Series airplanes (all serial numbers), certificated in any category, that are equipped with at least one Teledyne Continental Motors (TCM) engine. (2) Airplanes that have an affected full flow engine oil adapter installed by field approval, including, but not limited to, the following model or series airplanes, certificated in any category: Manufacturer Series/Models Rockwell/Aero Commander/Meyers 200 Series Twin Commander Models 500A and685 Beech 33, 35, 36, and 55 Series Piper PA46 Series Navion Rangemaster 17 Series Wren Model 460 Bellanca 260 and 300 Series (3) Airplanes equipped with any of the following Teledyne Continental Motors model or model series engines: O-200 O-470 IO-470 TSIO-470 O-520 IO-520 TSIO-520 GTSIO-520 IO-550 TSIO-550 NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (f) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. NOTE 2: This AD does not apply to engine oil filter adapter assemblies manufactured by Teledyne Continental Motors (See Figure 1 of this AD). Compliance: Required initially as specified in both of the following, and thereafter as indicated in the body of this AD: 1. Within the next 100 hours time-in-service (TIS) after the effective date of this AD or when the engine oil filter is removed, whichever occurs first; and 2. Every time the engine oil filter is removed. To prevent loss of engine oil caused by loose or separated oil filter adapters, which could result in engine stoppage while in flight and loss of control of the airplane, accomplish the following: (a) For airplanes with engine oil filter adapter assemblies that do not have torque putty between the engine filter adapter assembly, nut, and oil pump housing, accomplish the following: (1) Inspect the adapter locking nut installation for evidence of oil leakage. (2) Check the torque of the adapter nut installation and ensure that the torque value is within the limits of 50 through 60 foot pounds. (3) If evidence of oil leakage is found or the torque is not within the 50 through 60-foot pound limit, prior to further flight, remove the adapter and filter assembly, and: (i) Inspect the threads of the adapter assembly and engine for signs of damaged or cracked threads; and (ii) Replace any adapter assembly and engine oil pump housing (if necessary) that have evidence of thread damage or cracks. (4) Apply torque putty between the engine filter adapter assembly, nut, and oil pump housing as specified in Figure 1 of this AD. (5) Reassemble the engine oil filter assembly. (b) For airplanes with torque putty between the engine filter adapter assembly, nut, and oil pump housing, inspect the torque putty for misalignment, evidence of oil leakage, or cracks. (1) If any misalignment, evidence of oil leakage, or torque putty cracks are found, prior to further flight, accomplish the requirements specified in paragraph (a) of this AD, including all subparagraphs. (2) If no misalignment, evidence of oil leakage, or torque putty cracks are found, reinspect at intervals not to exceed 100 hours TIS until the engine oil filter is removed. (c) Replacing the engine oil filter adapter assembly does not eliminate the repetitive inspection requirement of this AD. (d) The repetitive inspections of the torque putty as required by this AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance with this AD in accordance with section 43.11 of the Federal Aviation Regulations (14 CFR 43.11). (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office (ACO), 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita ACO. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (g) Information related to this AD may be examined at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. (h) This amendment becomes effective on July 31, 1996. ## Rule preamble ### Supplementary information Events Leading to the AD A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that would apply to airplanes of any type design that utilize any Cessna engine oil filter adapter was published in the Federal Register on January 22, 1996 (61 FR 1534). The action proposed to require (1) inspecting the oil filter and adapter assembly (or torque putty, if installed) for oil leakage and proper installation of the adapter retaining nut and fretting of associated threads (security), and replacing any oil filter adapter assembly with security problems; (2) applying torque putty between the engine filter adapter assembly, nut, and oil pump housing (unless already equipped with torque putty); and (3) repetitively inspecting the torque putty for misalignment, evidence of oil leakage, or torque putty cracks, and reinspecting the oil filter and adapter assembly threads if misalignment, evidence of oil leakage, or torque putty cracks are found. This proposal revised a previous proposal that was published in the Federal Register on September 19, 1994 (59 FR 47821). Reports of loose or separated engine oil filter adapters on several airplanes prompted the proposal. Interested persons have been afforded an opportunity to participate in the making of this amendment. No comments were received on the proposed rule or the FAA's determination of the cost to the public. After careful review of all available information related to the subject presented above, the FAA has determined that air safety and the public interest require the adoption of the rule as proposed except for minor editorial corrections. The FAA has determined that these minor corrections will not change the meaning of the AD and will not add any additional burden upon the public than was already proposed. Cost Impact The FAA estimates that 70,000 airplanes in the U.S. registry incorporate one of the affected engine oil filter adapter assemblies and will, therefore, be affected by this AD; that it will take approximately 1 workhour per airplane to accomplish the initial inspection and torque putty application; and that the average labor rate is approximately $60 an hour. Based on these figures, the total cost impact of this AD on U.S. operators is estimated to be $4,200,000. This figure is based on the assumption that no operator has accomplished the initial inspection, and does not take into account the cost for the repetitive inspections. Since the pilot is allowed to repetitively inspect the torque putty, the only cost of the repetitive inspections is the time incurred by the pilot and the cost of an inspection required if misalignment, evidence of oil leakage, or torque putty cracks are found. The FAA has no way of determining how many repetitive inspections each individual operator will incur over the life of the airplane. Regulatory Impact The regulations adopted herein will not have substantial direct effects 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. Therefore, in accordance with Executive Order 12612, it is determined that this final rule does not have sufficient federalism implications to warrant the preparation of a Federalism Assessment. For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and (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. A copy of the final evaluation prepared for this action is contained in the Rules Docket. A copy of it may be obtained by contacting the Rules Docket at the location provided underthe caption "ADDRESSES". List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Safety. Adoption of the Amendment Accordingly, pursuant to 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 USC 106(g), 40113, 44701. Section 39.13 - (AMENDED) 2. Section 39.13 is amended by adding a new airworthiness directive (AD) to read as follows: ## Affected data sheets (44) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS E8CE](https://openairdocs.org/tcds/E8CE): Continental Aerospace Technologies, Inc.; names 30 of 31 models: TSIO-520-BB, TSIO-520-B, TSIO-520-P, TSIO-520-R, TSIO-520-AF, TSIO-520-M, TSIO-520-J, TSIO-520-A… - [TCDS 3A15](https://openairdocs.org/tcds/3A15): Textron Aviation Inc.; names 27 of 27 models: G36, 35-C33A, 35-A33, M35, E33A, E33C, V35B, N35… - [TCDS E-273](https://openairdocs.org/tcds/E-273): Continental Aerospace Technologies, Inc.; names 21 of 21 models: O-470-G-CI, O-470-T, O-470-B-CI, O-470-N, O-470-R, IO-470-C, O-470-H, O-470-A… - [TCDS 3A13](https://openairdocs.org/tcds/3A13): Textron Aviation Inc.; names 19 of 23 models: 182D, 182A, 182J, 182P, 182B, 182L, 182G, 182Q… - [TCDS 3A10](https://openairdocs.org/tcds/3A10): Textron Aviation Inc.; names 18 of 23 models: 310I, 310L, 310P, 310A, 310R, 310Q, 310B, 310D… - [TCDS 3A12](https://openairdocs.org/tcds/3A12): Textron Aviation Inc.; names 18 of 18 models: 172F (USAF T-41A), 172M, 172Q, 172R, 172K, 172G, 172A, 172L… - [TCDS 3E1](https://openairdocs.org/tcds/3E1): Continental Aerospace Technologies, Inc.; names 18 of 19 models: IO-470-H, IO-470-D, IO-470-R, IO-470-J, IO-470-LO, IO-470-M, IO-470-L, IO-470-P… - [TCDS E5CE](https://openairdocs.org/tcds/E5CE): Continental Aerospace Technologies, Inc.; names 17 of 18 models: IO-520-NB, IO-520-BA, IO-520-A, IO-520-B, IO-520-P, IO-520-C, IO-520-L, IO-520-N… - [TCDS 3A21](https://openairdocs.org/tcds/3A21): Textron Aviation Inc.; names 16 of 28 models: 210J, 210D, 210R, 210M, 210-5A (205A), 210H, 210B, 210E… - [TCDS A7CE](https://openairdocs.org/tcds/A7CE): Textron Aviation Inc.; names 16 of 16 models: 421C, 425, 402C, 402B, 411A, 414, 402, 421B… - [TCDS 3A19](https://openairdocs.org/tcds/3A19): Textron Aviation Inc.; names 14 of 18 models: 150L, 150B, 150D, 150E, 150M, 150K, 150C, 150G… - [TCDS 3A16](https://openairdocs.org/tcds/3A16): Textron Aviation Inc.; names 11 of 21 models: 95-B55, 95-C55A, D55, 95-A55, D55A, 95-C55, E55, 95-55… - [TCDS 3A25](https://openairdocs.org/tcds/3A25): Textron Aviation Inc.; names 11 of 11 models: 320, 320D, 320-1, 320B, 320E, 335, 340A, 320C… - [TCDS 5A6](https://openairdocs.org/tcds/5A6): Textron Aviation Inc.; names 11 of 11 models: 180E, 180J, 180F, 180H, 180A, 180, 180B, 180D… - [TCDS E3SO](https://openairdocs.org/tcds/E3SO): Continental Aerospace Technologies, Inc.; names 11 of 20 models: IO-550-F, IO-550-G, IO-550-L, IO-550-N, IO-550-B, IO-550-R, IO-550-P, IO-550-A… - [TCDS A-777](https://openairdocs.org/tcds/A-777): Textron Aviation Inc.; names 9 of 9 models: G35, A35, D35, 35R, B35, C35, F35, 35… - [TCDS A6CE](https://openairdocs.org/tcds/A6CE): Textron Aviation Inc.; names 9 of 19 models: 337, 337D, 337G, 337H, 337F, 337C, 337A, 337E… - [TCDS E5SO](https://openairdocs.org/tcds/E5SO): Continental Aerospace Technologies, Inc.; names 9 of 12 models: TSIO-550-C, TSIO-550-G, TSIOF-550-J, TSIO-550-E, TSIOF-550-D, TSIO-550-B, TSIO-550-A, TSIOF-550-K… - [TCDS E7CE](https://openairdocs.org/tcds/E7CE): Continental Aerospace Technologies, Inc.; names 9 of 10 models: GTSIO-520-E, GTSIO-520-K, GTSIO-520-D, GTSIO-520-C, GTSIO-520-M, GTSIO-520-F, GTSIO-520-N, GTSIO-520-L… - [TCDS E-269](https://openairdocs.org/tcds/E-269): Continental Aerospace Technologies, Inc.; names 8 of 8 models: O-470-11, O-470-15, O-470-11B-CI, O-470-13, O-470-11-CI, O-470-11B, O-470-4, O-470-13A - [TCDS 3A24](https://openairdocs.org/tcds/3A24): Textron Aviation Inc.; names 6 of 8 models: 185B, 185E, 185C, 185A, 185D, 185 - [TCDS 3A17](https://openairdocs.org/tcds/3A17): Textron Aviation Inc.; names 5 of 12 models: 172RG, 175, 175B, 175C, 175A - [TCDS E-252](https://openairdocs.org/tcds/E-252): Continental Aerospace Technologies, Inc.; names 5 of 15 models: O-200-A, O-200-C, O-200-B, O-200-X, O-200-D - [TCDS A-790](https://openairdocs.org/tcds/A-790): Textron Aviation Inc.; names 4 of 4 models: 195A, 190, 195B, 195 - [TCDS A25SO](https://openairdocs.org/tcds/A25SO): Piper Aircraft Inc.; names 4 of 6 models: PA-46-310P, PA-46-500TP, PA-46-350P, PA-46R-350T - [TCDS 3A18](https://openairdocs.org/tcds/3A18): Interceptor Aircraft Inc; names 3 of 6 models: 200B, 200D, 200A - [TCDS 3E3](https://openairdocs.org/tcds/3E3): Continental Aerospace Technologies, Inc.; names 3 of 3 models: TSIO-470-C, TSIO-470-B, TSIO-470-D - [TCDS A-799](https://openairdocs.org/tcds/A-799): Textron Aviation Inc.; names 3 of 3 models: 170, 170A, 170B - [TCDS A13CE](https://openairdocs.org/tcds/A13CE): Textron Aviation Inc.; names 3 of 3 models: 177, 177A, 177B - [TCDS A9CE](https://openairdocs.org/tcds/A9CE): Textron Aviation Inc.; names 3 of 7 models: 188A, 188, 188B - [TCDS A-768](https://openairdocs.org/tcds/A-768): Textron Aviation Inc.; names 2 of 2 models: 140, 120 - [TCDS A-782](https://openairdocs.org/tcds/A-782): Sierra Hotel Aero Inc.; names 2 of 8 models: Navion (Army L-17A), Navion A (Army L-17B and L-17C) - [TCDS A16CE](https://openairdocs.org/tcds/A16CE): Textron Aviation Inc.; names 2 of 4 models: 207, 207A - [TCDS A25CE](https://openairdocs.org/tcds/A25CE): Textron Aviation Inc.; names 2 of 2 models: 406, 404 - [TCDS 2A4](https://openairdocs.org/tcds/2A4): Twin Commander Aircraft LLC; names 1 of 21 models: 685 - [TCDS 3A11](https://openairdocs.org/tcds/3A11): Textron Aviation Inc.; names 1 of 1 models: 321 - [TCDS 5A2](https://openairdocs.org/tcds/5A2): Textron Aviation Inc.; names 1 of 1 models: 140A - [TCDS 6A1](https://openairdocs.org/tcds/6A1): Twin Commander Aircraft LLC; names 1 of 9 models: 500A - [TCDS A20CE](https://openairdocs.org/tcds/A20CE): Textron Aviation Inc.; names 1 of 1 models: 177RG - [TCDS A28CE](https://openairdocs.org/tcds/A28CE): Textron Aviation Inc.; names 1 of 1 models: 441 - [TCDS A2CE](https://openairdocs.org/tcds/A2CE): Textron Aviation Inc.; names 1 of 1 models: 336 - [TCDS A4CE](https://openairdocs.org/tcds/A4CE): Textron Aviation Inc.; names 1 of 29 models: 206H - [TCDS ATC 129](https://openairdocs.org/tcds/ATC%20129): Bellanca Aircraft Corporation; names 1 of 1 models: CH-300 Pacemaker - [TCDS E-281](https://openairdocs.org/tcds/E-281): Continental Aerospace Technologies, Inc.; names 1 of 2 models: O-470-2 ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 92,016 (73,956 by airframe model, 53,006 by engine model) - Makers: Cessna 63,577, Beech 12,469, Cirrus Design 6,812, Textron 1,791, Piper 1,423, Raytheon 779, Bellanca 583, Mooney 570, Ryan 297, Columbia Aircraft Mfg 254 Models with the most aircraft: - [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series): 12,779 aircraft (engine model) - [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series): 9,486 aircraft (engine model) - [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series): 8,790 aircraft (engine model) - [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series): 4,499 aircraft (engine model) - [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series): 4,064 aircraft (engine model) - [Cessna 172M](https://openairdocs.org/model/cessna-172m): 3,573 aircraft (airframe model) - [Cessna 172N](https://openairdocs.org/model/cessna-172n): 3,138 aircraft (airframe model) - [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series): 3,077 aircraft (engine model) - [Continental TSIO-550-K](https://openairdocs.org/engine/continental-tsio-550-k): 2,799 aircraft (engine model) - [Continental IO-550-N](https://openairdocs.org/engine/continental-io-550-n): 2,772 aircraft (engine model) - [Cessna 182P](https://openairdocs.org/model/cessna-182p): 2,099 aircraft (airframe model) - [Cessna 172S](https://openairdocs.org/model/cessna-172s): 1,914 aircraft (airframe model) - [Beech A36](https://openairdocs.org/model/beech-a36): 1,907 aircraft (airframe model) - [Cessna 172](https://openairdocs.org/model/cessna-172): 1,805 aircraft (airframe model) - [Cessna 152](https://openairdocs.org/model/cessna-152): 1,637 aircraft (airframe model) - [Cessna 140](https://openairdocs.org/model/cessna-140): 1,603 aircraft (airframe model) - [Cessna 182Q](https://openairdocs.org/model/cessna-182q): 1,565 aircraft (airframe model) - [Cessna 150L](https://openairdocs.org/model/cessna-150l): 1,447 aircraft (airframe model) - [Cessna 150M](https://openairdocs.org/model/cessna-150m): 1,439 aircraft (airframe model) - [Cessna 170B](https://openairdocs.org/model/cessna-170b): 1,299 aircraft (airframe model) All 389 models: https://openairdocs.org/ad/96-12-22/models.md Every aircraft: https://openairdocs.org/ad/96-12-22/aircraft.md ## Related documents - [Proposed rule 93-CE-54-AD](https://openairdocs.org/proposed/93-CE-54-AD): Supplemental notice of proposed rulemaking (NPRM); Reopening of the comment period, published Jan 22, 1996 Its text cites no advisory circulars or STCs. ## NTSB investigations that cite this AD (2) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB ERA23LA173](https://openairdocs.org/ntsb/ERA23LA173), Mar 5, 2023: Beech P35 (N9777Y), Perry, FL, substantial damage. Probable cause: Maintenance personnel’s incorrect torquing of the oil filter adapter jam nut, resulting in the failure of the adapter threads, a complete loss of oil, and subsequent total loss of engine power. - [NTSB CEN14LA331](https://openairdocs.org/ntsb/CEN14LA331), Jun 27, 2014: Cessna A188 (N8157V), Arlington, TX, substantial damage. Probable cause: The total loss of engine power due to a loose oil filter adapter, which resulted in oil starvation. Contributing to the accident was maintenance personnel’s failure to comply with a Federal Aviation… --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.