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2011-10-09: We are superseding an existing airworthiness directive (AD) for Cessna Aircraft Company (Cessna) 150, 152, 170, 172, 175, 177, 180, 182, 185, 188, 190, 195, 206, 207, 210, T303, 336, and 337 series airplanes. That AD currently requires repetitive inspections and replacement of parts, if necessary, \n\n((Page 27866)) \n\nof the seat rail and seat rail holes; seat pin engagement; seat rollers, washers, and axle bolts or bushings; wall thickness of roller housing and the tang; and lock pin springs. This new AD requires retaining all of the actions from the previous AD and adding steps to the inspection procedures in the previous AD. This AD was prompted by added steps to the inspection procedures, added revised figures, and clarification of some of the existing steps. We are issuing this AD to prevent seat slippage or the seat roller housing from departing the seat rail, which may consequently cause the pilot/copilot to be unable to reach all the controls. This failure could leadto the pilot/copilot losing control of the airplane.
2011-10-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Since 2004, more than 30 reports have been received of in-flight loss of a rear passenger door on Diamond aeroplanes, the majority of which were DA 40. In additional, at least 18 doors have been replaced because of damage found on the hinge. Diamond Aircraft Industries conducted analyses and structural tests to determine the root cause of the door opening in flight. The conclusions were that the primary locking mechanism provided adequate strength to react to the loads in flight. It was also determined that the root cause was the crew not properly securing the rear passenger door by the main locking mechanism, prior to flight. Damage to the hinges has been caused primarily by external loads (wind gust conditions) while the aeroplane was parked. All DA 40 and DA 42 aeroplanes have a system installed that provides a warning if the main door latch is not fully closed and a secondary safety latch (with retaining bracket) design feature. The initial intended design function of the latch was to hold the rear passenger door in the ``near closed'' position while on the ground, protecting the door from wind gusts. However, the original retaining bracket Part Number (P/N) DA4-5200-00-69 might not hold the door in this ``near closed'' position while in flight. * * * This condition, if not corrected, could result in the rear passenger door opening and departing the aeroplane in flight. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-15-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain propeller blades, identified by serial number, installed on Hartzell Propeller Inc. HC-B3TN, HC- B5MP, HC-E4A, and HC-D4N series propellers. This action requires, within specified hours time in service after the effective date of this AD, a one-time fluorescent dye penetrant inspection of a twelve-inch long area on both the face and camber sides of propeller blade shanks for forging flaws or cracks, and replacement of defective propeller blades with serviceable parts. In addition, this action requires this inspection prior to further flight for propellers that experience sudden or unusual vibration. This amendment is prompted by a report of an inflight propeller blade separation. The actions specified in this AD are intended to prevent propeller blade separation caused by propeller blade shank cracks emanating from forging flaws, which could result in loss of control of the aircraft.
96-15-03: This amendment supersedes an existing Airworthiness Directive (AD), applicable to Sikorsky Aircraft Model S-76B helicopters, that requires an inspection of the drive shaft for cracks or loose balance weights. This amendment also supersedes a Priority Letter AD that currently requires repetitive inspections for cracks in the driveshaft in helicopters with certain engine drive shaft assemblies (drive shafts) installed. This amendment is prompted by a report of a fatigue crack found in a drive shaft that was caused by fretting of a balance weight rivet washer. The actions specified by this AD are intended to prevent failure of the drive shaft, loss of power to the rotor system, and a subsequent forced landing of the helicopter.
83-14-03: 83-14-03 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 4683. Applies to Models P68 and P68B (all serial numbers (SN) up to 128, excluding SNs 40, 112, 125, 126 and 127) airplanes certificated in any category. Compliance: Required within the next 100 hours after the effective date of this Airworthiness Directive (AD), unless already accomplished. To prevent failure of the fin rear spar, accomplish the following: a) Install fin spar reinforcement in accordance with Partenavia Costruzioni Aeronautiche S.p.A. Service Bulletin (SB) No. 34, Rev. 1, dated February 15, 1978, and Drawing No. R.0007, dated December 23, 1977. b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on August 19, 1983.
2010-07-06: 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: There has been an incident during a production flight test where the proximity-sensor electronic unit (PSEU) failed. This resulted in unannunciated loss of: Wheel brakes below 10 knots; Thrust reverser; Nose wheel steering; and Auto-deployment of the multi-function spoilers. A similar condition, if not corrected, may result in reduced controllability of the aircraft upon landing and possible overrun of the runway. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
93-02-04: 93-02-04 DE HAVILLAND: Amendment 39-8486. Docket No. 91-CE-48-AD. Supersedes AD 77-03-07, Amendment 39-3100. Applicability: Model DHC-6-1/100/200/300 airplanes (serial numbers 2 through 494, 497 through 503, 505, and 507), certificated in any category, that have not incorporated Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland Service Bulletin (SB) 6/348, which incorporates the following pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent failure of the elevator support assembly, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS), unless already accomplished within the last 175 hours TIS, and thereafter at intervals not to exceed 200 hours TIS until Modification No. 6/1594 is incorporated as specified in paragraph (b) of this AD, accomplish the following: (1) Visually inspect the floor structure channel members, part numbers C6FS1229-37 and C6FS1229-31, for cracks in the area around the lower pivot bearing housing in accordance with the instructions in Part A of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace any cracked components in accordance with Part B or C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. (2) Visually inspect the top and bottom flanges of the hydraulic hand pump fitting, part number C6FSM1293-27, for cracks immediately behind the front bolt boss in accordance with Part A of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace in accordance with Part B or C of the instructions in de Havilland SB No. 6/348. (3) If the replacement requirements of paragraphs (a)(1) and (a)(2) of this AD are accomplished in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348, then the inspection requirements of this AD are no longer required. (b) Within the next 2,400 hours TIS, unless already accomplished as specified in paragraph (a)(3) of this AD, incorporate Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 6/348. This modification is considered terminating action for the inspection requirements of this AD. (c) 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. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (e) The inspections and modification required by this AD shall be done in accordance with de Havilland Service Bulletin 6/348, which consists of the following effective pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 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 de Havilland, Inc., 123 Garratt Boulevard, Downsview, Ontario M3K 1Y5 Canada. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-8486) supersedes AD 77-03-07, Amendment 39-3100. (g) This amendment becomes effective on March 19, 1993.
68-03-03: 68-03-03 LOCKHEED: Amendment 39-550. Applies to Model 382 and 382B series airplanes, Serial Numbers 3946 and 4101 through 4146. Compliance required as indicated. To detect and repair chordwise cracks in the wing lower surface and in the adjacent stringers at Wing Stations 181 Left and 181 Right accomplish the following: 1. For airplanes with 2,000 or more hours' time in service on the effective date of this AD, inspect in accordance with Paragraph 3., below, within the next 150 hours' time in service unless accomplished within 450 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 600 hours. 2. For those airplanes with less than 2,000 hours' time in service on the effective date of this AD, inspect in accordance with Paragraph 3. prior to the accumulation of 2,150 hours' time in service and thereafter at intervals not to exceed 600 hours' time in service from the last inspection. 3. Inspect P/N 370554-3 (lowersurface panel number 1), P/N 370555-3 (lower surface panel number 2), and P/N 370556-3 (lower surface panel number 3) at Wing Stations 181 Left and 181 Right at the end fastener holes which are common to the outboard ends of the reinforcing beams running spanwise beneath P/N 370557-5 (stringer number 15), P/N 370560-7 (stringer number 16), P/N 370560-7 (stringer number 20) and P/N 370557-5 (stringer number 21). Inspect an area four inches spanwise by seven inches chordwise surrounding each fastener hole. Inspect the surface of each stringer which is adjacent to a wing lower surface panel crack over a spanwise length of two inches to each side of the wing surface crack. Inspection shall be by dye penetrant method in accordance with Lockheed Alert Service Bulletin A382-026 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 4. Except as provided in subparagraphs a. and b., below, prior to further flight repair cracked skin and cracked stringers in accordance with Lockheed Service Bulletin 382-028 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. a. The airplane may be flown in accordance with FAR 21.197 to a base at which the repair can be made. b. Chordwise cracks in the inspection areas designated in Paragraph 3. are not cause for restriction on standard category operations for the conditions described in either (1) or (2), below. (1) At Wing Stations 181 Left and 181 Right, only one lower surface panel contains a single crack which does not exceed two inches in length, and there is no crack in any stringer. (2) At Wing Stations 181 Left and 181 Right, two or more lower surface panels contain cracks, each of which does not exceed 0.70 inch in length including fastener hole, and the sum of individual crack lengths in all panels does not exceed 3.60 inches, andthere are no cracks in any stringer. For airplanes which are operated with such surface panel cracks, inspect in accordance with Paragraph 3, at intervals not to exceed 60 hours' time in service from the last inspection. 5. The inspections required by this AD may be discontinued for those airplanes repaired or reinforced in accordance with Paragraph 4. or in accordance with an equivalent repair or reinforcement approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 6. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. Lockheed-Georgia Alert Service Bulletin A382-026A, dated November 17, 1967, and Service Bulletin 382-028, dated October 26, 1967, cover this same subject. This amendment becomes effective February 10, 1968.
90-10-09: 90-10-09 BOEING: Amendment 39-6593. Docket No. 89-NM-187-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 35A0015, dated July 13, 1989, certificated in any category. \n\n\tCompliance: Required within 360 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure proper operation of the oxygen generator, accomplish the following: \n\n\tA.\tRemove and replace the oxygen generator release cable assemblies in accordance with Boeing Alert Service Bulletin 767-35A0015, dated July 13, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6593, AD 90-10-09) becomes effective on June 12, 1990.
90-11-03: 90-11-03 AEROSPATIALE (FORMERLY SUD AVIATION/SUD-SERVICE): Amendment 39-6604. Docket No. 90-NM-08-AD. Applicability: Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the main landing gear diagonal brace struts and subsequent collapse of the main landing gear, accomplish the following: A. Prior to the accumulation of 25,000 landings, or within 50 landings after the effective date of this AD, whichever occurs later, perform a visual and high frequency eddy current or rototest inspection of the main landing gear framework brace struts in the area of the 5 mm drain hole located 120 mm from the tapered end of Rib 38, in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988. B. If no cracks are found, repeat the inspections required by paragraph A., above, at intervals not to exceed 4,500 landings. C. If cracks found are more than 12 mm in length, prior to further flight, replace brace strut, in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988. Repeat the inspection required by paragraph A., above, at intervals not to exceed 4,500 landings. D. If cracks found are 12 mm or less in length, accomplish the following in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988: 1. Cracks measuring 1 mm or less: a. Ream the drain hole to 8 mm diameter in accordance with paragraph 5.C.(1) of the service bulletin. b. Repeat the inspection required by paragraph A., above, at intervals not to exceed 3,400 flights. 2. Cracks measuring more than 1 mm but less than or equal to 7 mm: a. Drill and ream a 5 mm diameter hole at the end of the cracks in accordance with paragraph 5.C.(2) of the service bulletin. b. Repeat inspection required by paragraph A., above, at intervals not to exceed 550 landings. 3. Cracks measuring more than 7 mm but less than or equal to 12 mm: a. Drill and ream a 5 mm diameter hole at the end of the cracks in accordance with paragraph 5.C.(2) of the service bulletin. b. Repeat the inspection required by paragraph A., above, at intervals not to exceed 25 landings until replacement of brace strut. Upon replacement of brace strut, repeat inspections at intervals not to exceed 4,500 landings. E. If recurring cracks are found during the repetitive inspections required by paragraph D., above, prior to further flight, replace the brace strut, in accordance with Aerospatiale Service Bulletin 32- 122, dated November 10, 1988. Upon the installation of a new brace strut, repeat inspections in accordance with paragraph A., above, at intervals not to exceed 4,500 landings. F. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region,Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6604, AD 90-11-03) becomes effective on June 19, 1990.