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94-13-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes. This action requires modification of the electrical connections in a certain relay panel. This amendment is prompted by a report that, as a result of a previous modification, certain electrical wires with a positive voltage were connected to an electrical connector that is also wired to the liftdumper system, which could negatively affect the liftdumper system. The actions specified in this AD are intended to ensure protection against uncommanded deployment of the liftdumper.
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95-13-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires inspections to determine the gap of the seat track joints at frame 64, and correction of discrepancies. This amendment also requires eventual modification of the seat tracks on all affected airplanes, which terminates the requirement of repetitively removing or repositioning the seats. This amendment is prompted by in-service inspection reports, which have revealed that a gap between the forward and aft seat track at frame 64 could exceed the tolerance limit due to a method used on the assembly line to control the position of the seat track. The actions specified by this AD are intended to ensure that the gap of the seat track joints do not exceed the tolerance limit and subsequently lead to separation of the passenger seats from the seat track under emergency landing conditions.
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50-06-02: 50-06-02 BOEING: Applies to All Model 75 Series Aircraft.
Compliance required at each annual inspection. For military aircraft, compliance also required prior to original certification.
Remove the center section gas tank and inspect both front and rear spars for cracks, checks and warping. Defective spars should be replaced or repaired in accordance with CAM 18. Ascertain that all drain holes are open.
Repeated removal of the tank at each annual inspection is not necessary, if after accomplishment of the items mentioned above, the gap between the gas tank and the upper surface of the center section is sealed by doping on grade A fabric tape, or equivalent sealing means, to prevent moisture entering the tank compartment.
This supersedes AD 45-51-01.
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46-44-05: 46-44-05 CESSNA: (Was Mandatory Note 5 of AD-768-4.) Applies Only to 120 and 140 Aircraft Serial Numbers 8001 to 8517, Inclusive.
Compliance required prior to January 1, 1947.
Replace each of the four internal wrenching bolts which attach the engine to the engine mount with an AN 6 bolt and a special offset washer. AN 6-47 bolts should be used at the upper fittings and AN 6-35 bolts at the lower fittings. The special washer is made of 4130 steel 7/8 inch in diameter and 1/4 inch in thickness with a through hole 0.377 inch in diameter and the O.D. machined to a 0.600-inch diameter a depth of 1/8 inch. The 0.600 inch-diameter offset fits into the aft end of the attachment fitting and the head of the replacement bolt bears directly on the special washer. Also, an AN 960-616 washer should be added between the nut and the AN 970-6 washer at the front face of the rubber bushing. This change is made to prevent the bolts from pulling through the 1 1/2-inch diameter x 0.049-inch plate welded to the front of each fitting.
(Cessna Service Letter No. 18 covers this same subject.)
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47-07-03: 47-07-03 FAIRCHILD: (Was Service Note 4 of AD-724-2.) Applies to M-62 Series Aircraft.
Prior to original certification and at each periodic inspection thereafter, and as otherwise noted, make the following inspections:
(1) Inspect the wing center section bottom surface for cracks. This inspection should be made after each severe landing. Cracks extending into the spar flange area indicate cracked spar flanges and should be investigated very thoroughly.
(2) Inspect the butt ends of the spars to assure that the butt plates are in place and properly attached.
(3) Inspect the strap hinge fittings for looseness. Clearance between the spar webs and hinge plates is not critical as long as the plates are bolted tight to the bushings if the bushings protrude. If bushings are loose, replace.
(4) Inspect the plywood spar webs for checks or cracks. This inspection should always be made after any damage to the landing gear. Cracks other than those parallel to the face grain generally indicate serious damage to the spar web.
(5) Inspect the trailing edge of the wing center section and outer panel over flap area for deterioration due to accumulated moisture.
(6) Inspect the forward face of front spar and belly skin at engine cutout in wing center section for oil soaking and skin separation.
(These inspections and methods of repair are covered in greater detail in Fairchild Service Bulletin 47-62-1 dated January 24, 1947. Owners may obtain copies from Fairchild Personal Planes Division of Fairchild Engine and Airplane Corp., Hagerstown, Md.)
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47-21-02: 47-21-02 FAIRCHILD: (Was Mandatory Note 8 of AD-707-2 and Mandatory Note 5 of AD-706-1.) Applies to 24R-46 and -46S, and 24W-46 and -46S Aircraft.
Compliance required prior to July 1, 1947.
Replace the landing light fuse with one of 20-ampere capacity.
(Fairchild Service Bulletin 47-24-1 dated January 8, 1947, covers this same subject.)
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47-43-05: 47-43-05 CESSNA: (Was Service Note 3 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 13780, Inclusive.
Inspection required upon each 100 hours of operation until reinforcing channels are installed at all hinge fittings.
Inspect for fatigue cracks in the elevator spar web at the hinges. These cracks start either at the rivets or at an edge of the fitting and progress around the fitting until the elevator breaks loose from the hinge fitting. If cracks less than 1/2 inch in length are found a reinforcing channel, Cessna P/N 0434151 at the outboard hinge or 0434152 at the inboard hinge, should be installed on the aft side of the spar with the flanges riveted between the spar flanges and the skin with two AN 455AD3 rivets per flange. Four AN 442AD4 rivets should be used to attach each fitting to the spar web and reinforcing channel. If any cracks are longer than 1/2 inch the spar should be replaced and the reinforcing channels added.
(Cessna Service Letter No. 46 dated July 31, 1947, covers this same subject.)
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47-51-05: 47-51-05 CURTISS-WRIGHT Applies to Model C-46 Series Aircraft Equipped with Aileron Horn Assembly, Curtiss-Wright P/N 20-050-5715.
Compliance required within 100 hours' time in service after the effective date of this amendment unless already accomplished.
The aileron horns part 20-050-5715 have failed due to cracking of the horn between the attaching bolt holes and the outer edge. Inspection should be made to determine if this part has been replaced by P/N SK-10213. If not, part 20-050-5715 which is a casting should be replaced by a machined horn manufactured from 24ST material in accordance with Curtiss-Wright Drawing No. SK-10213.
(Army Technical Order 01-25L-102 also covers this same subject.)
Revised December 28, 1964.
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50-25-01: 50-25-01\tSTINSON: Applies to All Model 108 Series Aircraft.\n\tCompliance required not later than September 1, 1950.\n\tReports have been received of fuel seepage into the space between the inner cabin trim and the outer fabric covering of the fuselage. This results in soaking of insulating material in the cabin wall. The source of the fuel can be spillage during filling of tanks, thermal expansion of fuel in full tanks, or tank leakage. This fuel runs to the under surface of the wing, adhering to the lower curved surface of the trailing edge of the wing at the flap well, thence inboard to the fuselage and across the rear window. Since the window seal is often not perfectly tight the fuel may then enter the cabin wall.\n\tTo preclude the fire hazard of fuel soaked insulation within the cabin wall due to these causes, a drip strip similar to that shown in Figure 1 should be installed on the underside of each wing. This drip strip will prevent fuel from flowing from the wing to the fuselage.\n\t(Piper Service Bulletin No. 115, dated March 31, 1950, covers this same subject.)
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94-23-05: This amendment adopts a new airworthiness directive (AD) that is applicable to AlliedSignal Inc., (formerly Garrett Engine Division) TFE731-3A-200G and -3AR-200G model turbofan engines. This action requires removing from service certain low pressure turbine (LPT) disks, imposing an hourly life limit on the first stage and second stage LPT disks, performing a dimensional inspection of second stage LPT disks at repetitive intervals, and incorporating honeycomb material in the second stage LPT nozzle air seal. This amendment is prompted by reports of LPT disk web separations. The actions specified in this AD are intended to prevent LPT disk web separations, which can result in an uncontained engine failure and damage to the aircraft.
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