I too will finish with this. However, it is important for owners/A&Ps/IAs thoroughly check that the the ADs have actually been complied with and not just "pencil whipped". Many mechanics see "previously complied with" in the log books and never actually look to see where/how it has been complied with. My A&P/IA friend and I when working on "new to him" annuals have found critical ADs that were never actually complied with and had just been "pencil whipped" since they saw "previously complied with" in the log books. We have found this with Cessna 180s, Citabrias, and Maules. Why some of these planes did not fall out of the sky, mystifies us. Learn your plane, TRUST BUT VERIFY!
SUMMARY: Of AD 2004-10-14
The FAA is adopting a new airworthiness directive (AD) that supersedes an existing AD, for Lycoming Engines (formerly Textron Lycoming), direct-drive reciprocating engines (except O-145, O-320H, O-360E, LO-360E, LTO-360E, O-435, and TIO-541 series engines). That AD currently requires inspection of the crankshaft gear installation and rework or replacement of the gears where necessary after a propeller strike, sudden stoppage, at overhaul, or whenever gear train repair is required. This AD requires the same actions but makes the correction that the existing gear retaining bolt and lockplate be removed from service and new hardware installed, and revises the definitions for sudden stoppage and propeller strike. This AD results from a change to the definition of a propeller strike or sudden stoppage. We are issuing this AD to prevent loosening or failure of the crankshaft gear retaining bolt, which may cause sudden engine failure.