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47-10-25: 47-10-25 LOCKHEED: (Was Mandatory Note 28 of AD-763-3.) Applies to All Model 49 Serials Incorporating Eclipse Type 1193, Model 1, Style A Generators on Which the Serial Numbers Are Not Followed by the Letter "M".
Compliance required prior to March 1, 1947.
Replace the 12 mounting head-to-yoke bolts in each generator with new 1/4-inch bolts (P/N 63937 referred to in Eclipse-Pioneer Bulletin No. 70).
(LAC Service Bulletin 49/SB-64 covers this same subject.)
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2004-13-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319 and A320 series airplanes, that requires repetitive detailed inspections to detect cracks in the keel beam side panels, and repair if necessary. Accomplishment of the repair ends the repetitive inspections for that repaired area. This action is necessary to detect and correct fatigue cracks on the side panels of the keel beams, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
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2011-14-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:
* * * * *
Following a query from an operator, investigations revealed that some MSN [manufacturer serial number], for which Airbus modification 40391 was indicated as fully embodied inside the Aircraft Inspection Report (AIR), did not have Modification Proposal (MP-S10437) which is part of this modification embodied in production.
As a result, ALI [Airworthiness Limitation Item] task 533105-01- 02 has not been performed on the MSN listed in the applicability section of this AD, which constitutes an unsafe condition.
* * * * *
The unsafe condition is fatigue cracking of the internal structure of the fuselage, which could adversely affect the structural integrity of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
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76-22-04: 76-22-04 MITSUBISHI HEAVY INDUSTRIES, LIMITED: Amendment 39-2757. Applies to Model MU-2B-30 airplanes with serial numbers 502 through 547 and Model MU-2B- 35 airplanes with serial numbers 501 and 548 through 615, certificated in all categories.
Compliance is required as indicated, unless already accomplished.
To prevent the binding of the main landing gear forward door emergency operating cables and subsequent inability to manually extend the landing gear, accomplish the following:
(a) Within the next 50 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the main landing gear forward door emergency operating cables in accordance with the instructions section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975 or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA Pacific-Asia Region, Honolulu, Hawaii.
(b) If, during an inspection required by paragraph (a) of this AD, the cable actuating force is found to exceed 88 lbs, the cable rewinding requires unusually heavy force, the cable rewinding is rough, or the inner cable coating is scraped, replace the cable with another cable of the same part number in accordance with the replacement section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii, and thereafter continue to comply with paragraphs (a) and (b) of this AD.
(c) The repetitive inspections required by this AD may be discontinued upon the installation of the newly designed cables, P/N 030A-38558-41 left hand and P/N 030A-38558-51 right hand in accordance with the replacement section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii.
This amendment becomes effective November 15, 1976.
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92-27-14: 92-27-14 AIRBUS INDUSTRIE: Amendment 39-8449. Docket No. 92-NM-100-AD. Supersedes AD 90-11-51 R1, Amendment 39-6635.
Applicability: Model A320 series airplanes; equipped with Garrett Auxiliary Power Unit (APU) GTCP36-300[A], Part No. 3800278-2, excluding serial numbers P-453, P-454, and R-477 and subsequent; and APU's modified in accordance with Garrett Service Bulletin GTCP36-49- 6525, any revision; certificated in any category.
Compliance: Required as indicated, unless accomplished previously.
To prevent potential damage to the fuselage and flight controls, and subsequent reduced controllability of the airplane, accomplish the following:
(a) Within 72 hours (clock hours, not flight hours) after July 2, 1990 (the effective date of AD 90-11-51 R1, Amendment 39-6635), accomplish the procedures specified in paragraphs (a)(1) and (a)(2) of this AD:
(1) Revise the Limitations Section in the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM Limitations Section.
"Operation of the APU on the ground is prohibited, and operation of the APU during flight is prohibited, except during an emergency."
(2) Install a placard next to the APU start switch in the cockpit to state:
"Operation of the APU on the ground is prohibited, and operation of the APU during flight is prohibited, except during an emergency."
(b) Within 30 days after July 2, 1990 (the effective date of AD 90-11-51 R1, Amendment 39-6635), install an external secondary turbine containment shield assembly, Part Number 3615644-1, in accordance with Garrett Alert Service Bulletin GTCP36-49-A5973, dated May 17, 1990; or Revision 1, dated May 22, 1990. Installation of this containment shield assembly constitutes terminating action for the requirements of paragraph (a) of this AD.
(c) Within 24 months after the effective date of this AD, remove the external secondary turbine containment shield assembly, Part No. 3615644-1, and install a new external secondary turbine containment shield assembly, Part Numbers 3615898-1 and 3615899-1, in accordance with Garrett Service Bulletin GTCP36-49-6549, dated February 28, 1992. Installation of this containment shield assembly constitutes terminating action for the requirements of paragraphs (a) and (b) of this AD.
(d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113.
NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Standardization Branch, ANM-113.
(e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.
(f) The installation and replacement shall be done in accordance with the following Garrett service bulletins, which contain the specified effective pages:
Service Bulletin
Referenced and Date
Page Number
Revision Level
Shown on Page
Date
Shown on Page
GTCP36-49-A5973,
Revision 1,
May 22, 1990
1, 3, 5, 7-8,
11-12
2, 4, 6, 9-10,
13-14
1
Original
May 22, 1990
May 17, 1990
GTCP36-49-A5973,
May 17, 1990
1-6, 9-14
7-8
Original
(removed)
May 17, 1990
GTCP36-49-6549,
February 28, 1992
1-16
Original
February 28, 1992
This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Garrett Airline Services Division, Technical Publications, Department 65-70,P.O. Box 52170, Phoenix, AZ 85072-2170. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(g) This amendment becomes effective on February 8, 1993.
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80-19-15: 80-19-15 ISRAEL AIRCRAFT INDUSTRIES (IAI): Amendment 39-4189. Applies to Westwind Model 1124/1124A airplanes, S/N's 239 through 292, except S/N's 241, 252, 257, 261, 264, 265, and 290, certificated in all categories.
Compliance required before further flight, unless already accomplished.
To prevent the upper hot liquid container in the galley from rubbing against the electrical wire bundle and causing a fire which could result in the loss of thrust reversers, flaps, spoilers, and some airplane lights, accomplish the following:
(a) Remove upper hot liquid container in galley aft of fuselage station 112LH side.
(b) Check if electrical wire bundle located behind upper corner of container is free from chafing marks or damaged insulation.
(c) If electrical wire bundle is free from chafing marks or damage, secure all pertinent electrical outlets and install placard prohibiting the installation and use of this hot liquid container until proper routing and protection in accordance with paragraph (e) of this AD is accomplished, and return the aircraft to service.
(d) If electrical wire bundle shows chafing marks or damage, repair per standard aircraft practice and accomplish proper routing and protection in accordance with paragraph (e) of this AD, or install placard required by paragraph (c) of this AD.
(e) The placard installed in accordance with paragraph (c) of this AD may be removed provided proper routing and protection against chafing is accomplished in accordance with Federal Aviation Administration Advisory Circular No. 43-13-1A, Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair, Chapter 11, or equivalent means approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reinstall hot liquid container and visually check for clearance with the wire bundle. Clearance is checked through gap above container. Return aircraft to service.
(f) Report defects found to the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.
This amendment becomes effective August 10, 1981, as to all persons except those persons to whom it was immediately effective by priority letter AD 80-19-15, issued September 11, 1980, which contained this amendment.
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96-21-08: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-30 and SD3-SHERPA series airplanes, that requires inspections of the vertical fin-to-tailplane joint to detect any loose bolts; and, if necessary, inspections to detect elongation of bolt holes, and replacement with new bolts, if necessary. Additionally, this amendment requires inspections of the upper shear angle to detect pulled or loose rivets, and replacement of the shear angle using new rivets, if necessary. This amendment is prompted by reports of loose bolts in the vertical fin-to-tailplane joint and pulled or loose rivets in an upper shear angle. The actions specified by this AD are intended to prevent reduced structural integrity of the vertical fin to tailplane joint due to such discrepancies of the bolts or rivets.
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88-21-04: 88-21-04 PARTENAVIA COSTRUZIONE AERONAUTICHE, S.P.A.: Amendment 39-6026. Applies to P 68 Series (Serial Numbers 1 through 381) airplanes certificated in any category.
Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished.
To preclude pitch instability, accomplish the following:
(a) Remove, visually inspect, and replace or modify as required, the left and right stabilator trim tabs, and, as required modify the stabilator rear spar as described in Paragraph 2 of Partenavia Service Bulletin No. 73, Revision 1, dated July 11, 1988.
(b) If the inspection specified in Paragraph (a) of this AD shows damage to either trim tab, prior to further flight inspect for damage and repair, as required, the stabilator, control system, attachments, stops, rigging, and controls.
(c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished.
(d) An equivalentmeans of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Office (AEU-100), c/o American Embassy, B-1000, Brussels, Belgium; telephone
32 2 513.38.30, extension 2710.
All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Partenavia Costruzione Aeronautiche, S.p.A., 80026 Casoria (NA) Via G. Pascoli No. 7, Italy; telephone (081) 7596311; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106.
This amendment, 39-6026, becomes effective on October 27, 1988.
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49-25-01: 49-25-01 CURTISS-WRIGHT Applies to All Models of C-46 Series airplanes used in passenger operation under provisions of Part 41, 42, or 61 of the Civil Air Regulations as specified in Sections 41.20 and 61.30 and Amendment 42-8.
To be accomplished not later than the dates specified in the above amendments, as revised by Special Civil Air Regulation No. 329, and any subsequent regulations affecting these compliance dates.
When engaged in passenger-carrying operations, all applicable cargo-compartment fire- prevention measures including those concerning controls, wiring, lines, equipment, tie-down and lining materials, etc., must be complied with unless these cargo compartment(s) are not utilized and are placarded accordingly.
(Note: This Airworthiness Directive pertains only to the baggage and cargo-compartment fire-protection aspects of the above Regulation Amendments. Airworthiness Directives 49-19-1 and 49-18-1 have been issued covering fire protection for the powerplant installation and for the cabin-heater installation, respectively.)
(1) Lower Forward Cargo Compartment. When access provisions suitable for ready entrance by a crew member are available for use, the lower forward cargo compartment can be classified in the "B" category and as such must meet the requirements of CAR 4b. (It is recommended that a mask suitable for protecting a crew member from the effects of both smoke and fire-extinguishing agents be provided, since entry into the compartment will be a necessary part of any fire-fighting procedure.)
(Note: That portion of 4b requiring cargo-compartment fire-detection means need not presently be complied with.)
(2) Lower Rear Cargo Compartment. This compartment must be considered a "C" category compartment unless provisions suitable for ready entrance by a crew member are provided. As a "C" category compartment, compliance with CAR 4b must be shown. If the compartment is modified to provide suitable access, compliancewith the requirements of CAR 4b for a "B" category compartment must be demonstrated.
(Note: That portion of 4b requiring cargo-compartment fire-detection means need not presently be complied with.)
(3) It must be demonstrated that hazardous quantities of smoke or extinguishing agent cannot enter crew or passenger compartments as a result of a cargo-compartment fire. If the cargo compartment is determined to be in the "B" category, utilizing portable fire extinguishers, it is not necessary to test for excessive extinguishing agent concentrations. "C" category compartments protected by build-in, remotely operated fire extinguishing systems will necessitate tests to determine that hazardous quantities of the agent cannot enter crew or passenger-occupied areas. Crew and passenger compartment smoke evacuation procedures must be established.
Tests to determine smoke evacuation procedures, and, where necessary, to determine fire-extinguishing-agent concentrations in crew or passenger compartments, should simulate fire conditions as nearly as possible in flight. Where it can be established that the airplane is identical or sufficiently similar to others on which tests have been conducted, it will not be necessary to repeat these tests.
(Note: Carbon-dioxide concentrations in excess of 3 percent by volume in crew compartment are considered hazardous.)
(4) The provisions of Safety Regulation Release No. 259, "Compliance of Equipment and Materials Used in Air-Carrier Aircraft with Fire-Prevention Requirements," must be considered in demonstrating compliance with this directive.
(5) Airplane Flight Manual. Appropriate changes to the Airplane Flight Manual shall be prepared to cover the emergency procedures associated with cargo- and baggage-compartment fire control.
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2011-15-05: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Models B300 and B300C (C-12W) airplanes. This AD was prompted by an error found in the take-off speeds and field lengths published in the FAA-approved airplane flight manual. This AD requires a correction to the published data in the airplane flight manual and the pilot's operating handbook to ensure it corresponds with the published data in the pilot's checklist. This condition, if not corrected, could result in a pilot taking off from shorter runways than required by the airplane if the airplane loses an engine after takeoff decision speed (V1). This could result in the airplane running out of runway before take-off can be accomplished. We are issuing this AD to correct the unsafe condition on these products.
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