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2014-17-51: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires inspecting the inboard flap fasteners of the hinge-box forward fitting at Wing Station (WS) 76.50 and WS 127.25 to determine the orientation and condition of the fasteners, as applicable, and replacement or repetitive inspections of the fasteners if necessary. This AD also provides for optional terminating action for the requirements of the AD. This AD was prompted by reports of fractured fastener heads on the inboard flap hinge-box forward fitting at WS 76.50 due to incorrect installation. We are issuing this AD to detect and correct [[Page 64089]] incorrectly oriented or fractured fasteners, which could result in premature failure of the fasteners attaching the inboard flap hinge-box forward fitting. Failure of the fasteners could lead to the detachment of the flap hinge box and the flap surface, and consequent loss of control of the airplane.
53-23-03: 53-23-03 REPUBLIC: Applies to All Model RC-3 Aircraft. Compliance required within the next 25 hours of operation but not later than December 1, 1953, and thereafter at each 25-hour period of operation or every 6 months, whichever occurs first. Cases of severe corrosion of the right and left upper and lower lift strut fittings, fuselage wing lift strut fittings and wing lift strut fittings have been reported. Since the strength of these fittings are of primary importance to the safe operation of the airplane, the following inspections should be made and corrective action taken. Fitting 17W22002 is located on the upper end of the lift strut and fitting 17W22003 is located on the lower end of the lift strut. Fitting 17F11013 is located in the fuselage and is attached to fitting 17W22003. Fitting 17W22004 is located in the wing and is attached to fitting 17W22002. Inspect thoroughly and test the fitting with a pointed instrument to determine whether corrosion is present. One 1 1/4-inch diameter inspection hole should be cut in the upper and one in the lower surface of the wing in accordance with Republic Aviation Service Bulletin No. 25, Supplement No. 2, in order to accomplish the inspection of the portion of the fitting 17W22004 which lies inside the wing skin. This inspection will require the aid of a light as well as a sharp-pointed instrument. The holes should be covered with United Carr Fastener Corp. Plug Button No. 51021, Seabee spare parts item No. 1379, or equivalent. A fitting may appear satisfactory but actually may be corroded under the surface. Such corrosion which may be intergranular in nature may actually result in a much greater loss of strength than would be indicated by the loss of metal from the surface. If the fitting has only slight surface corrosion, the corrosion should be carefully removed and the fitting should be suitably treated against further corrosion. Fittings which have deteriorated beyond slight surface corrosion should be replaced. (Republic Aviation Service Bulletin No. 25, including Supplements Nos. 1 and 2, covers this same subject in detail.) This supersedes AD 50-30-01. NOTE: This AD also applies to Model UC-1 aircraft (see note 3 on TCDS A6EA.)
2014-20-12: We are superseding Airworthiness Directive (AD) 75-20-06 for certain Alexandria Aircraft LLC (type certificate previously held by Bellanca Aircraft Corp., Viking Aviation, Inc., and Bellanca, Inc.) Models 14-19-3A, 17-30, 17-30A, 17-31, 17-31A, 17-31ATC, and 17-31TC airplanes. AD 75-20-06 required repetitively inspecting the aft fuselage structure near the top of the vertical side tubing, which connects the horizontal stabilizer carry-through to the upper fuselage longeron, for cracks and installing the manufacturer's service repair kit as a terminating action for the repetitive inspections to repair any cracks found. Since we issued AD 75-20-06, we have determined that installing the service kit has not prevented cracks from occurring. We have also determined that all affected airplane serial numbers should be included in the Applicability section. This AD requires continued repetitive inspections of the aft fuselage structure near the top of the vertical side tubing for cracks and making all necessary replacements of cracked parts. This AD also adds additional serial number airplanes to the Applicability section. We are issuing this AD to correct the unsafe condition on these products.
55-26-01: 55-26-01 DOUGLAS: Applies to A-26 Aircraft Having Rear Fuselage Fuel Tank Installation. To be accomplished prior to actuation of fuselage fuel tank. Because of an explosion in the air and loss of aircraft, instructions were issued October 12, 1955, to deactivate the rear fuselage fuel tank on the above aircraft until further notice. If the following modification, or its equivalent, is accomplished this fuel tank may be reactivated: 1. Provide fume tight closure and sealing of bulkheads at Stations 332 and 369. This should include tight fitting grommets or fairleads around control cables, or other members passing through bulkhead. 2. Remove all electrical equipment and oxygen tanks, if installed, from the tank compartment. Relocate elsewhere in the airplane as required. 3. Provide insulation around any electrical terminals in tank bay. 4. Provide adequate ventilation airscoop on top or side of tank compartment and exit vent on bottom. Provide drain holes in bottom of compartment to assure complete fuel drainage. 5. Ascertain that fuel tank, filler, cap, scupper, drain, and attaching lines and fittings are airworthy.
97-05-02: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires removal of the upper channel fairings and their shims; and rework of the riveting holes, the aileron sealing canvas (aerodynamic seals), and the protective covers of the trim tab hinge fittings of the aileron and elevator. This amendment is prompted by reports of binding of the aileron due to water freezing between the upper channel fairings and the surface of the leading edge of the aileron. The actions specified by this AD are intended to prevent water from freezing these areas, which could result in binding of the aileron and subsequent reduced controllability of the airplane.
59-22-02: 59-22-02 VICKERS: Applies to All Viscount 810 Series Aircraft Which Do Not Embody Modification FG.1447. Compliance required as indicated. Service experience has shown that a gap of less than 0.25 inch between the end of No. 3 flap and the aileron may, under certain flight conditions, produce a condition where the flap could foul or contact the inboard end of the aileron (port and starboard wings). Within the next 500 flight-hours but not later than December 15, 1959, inspect for adequate clearance between the outboard end of the No. 3 flap at the No. 4 flap beam unit and the inboard end of the aileron on both the right and left sides. This inspection must also be carried out whenever a flap or an aileron is installed. Where the gap is found to be less than 0.25 inch the outboard end of the No. 3 flap must be modified to provide proper clearance. (Vickers-Armstrongs PTL No. 80 (800/810 Series) and Modification FG.1447 cover the same subject.)
56-08-01: 56-08-01 CURTISS: Applies to All Models C632S, C634D and C634S Propellers. Compliance required as indicated. I. Replace low pitch limit switches P/N 110425 at not more than the following intervals: Douglas DC-6 Series Aircraft 3,500 Hours Lockheed 749 Series Aircraft 3,500 Hours Lockheed 1049 Series Aircraft 3,500 Hours Convair 240 Series Aircraft 1,000 Hours (Curtiss Service Bulletin No. 52 dated December 29, 1949, and appropriate service manuals also cover these recommendations.) II. Disassemble and visually inspect low pitch limit switches P/N 154592 at not more than the same intervals. Inspect for proper switch operation and for mechanical and electrical condition. Failure or malfunction other than normal service wear shall be cause for replacement of switch parts or of the assembly. Switches not revealing adverse conditions may be returned to service. This supersedes Section III of AD 53-05-01.
57-09-01: 57-09-01 AERO COMMANDER: Applies to All Model 520 Aircraft, Serial Numbers 31 and Above, and to All Models 560, 560A and 680 Aircraft. Compliance required not later than the next 3 hours of flight or May 15, 1957, whichever occurs first and at 100-hour intervals thereafter. As a result of finding cracks in the aileron bellcrank casting in the vicinity of the aileron push-pull rod attach bolt, the following action is considered necessary unless already accomplished. Inspect, using dye penetrant or fluorescent methods, all aileron bellcrank castings P/N 3510005 on bellcrank assembly P/N 4510004-401 and 402 for cracks in upper or lower lugs to which the aileron push-pull rod attaches. Remove rod to make the inspection, replace all castings found defective and reattach push-pull rod, making certain no clearance exists between casting lugs and rod-end bearing inner race before tightening bolt. Use shim washers to eliminate clearance. The 100-hour reinspection of casing P/N 3510005 may be discontinued upon installation of revised casting under development by Aero Design. (Aero Design Service Bulletin No. 41, dated April 19, 1957, provides a sketch of the part and defines the area to be inspected.) This AD covers the same inspection required by CAA telegraphic instructions dated April 25, 1957.
2013-26-05: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE-FALCON 200 airplanes; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. This AD was prompted by reports of a manufacturing defect in the charge indicator on fire extinguisher bottles. This AD requires repetitive weighing of fire extinguisher bottles having a certain part number, and eventual replacement of those bottles to terminate the repetitive weighing. We are issuing this AD to detect and correct a dormant failure in the fire suppression system, which could result in the inability to put out a fire in an engine, auxiliary power unit, or rear compartment.
70-07-04: 70-07-04 BRITTEN-NORMAN, LTD: Amdt. 39-964. Applies to Models BN-2 and BN-2A airplanes which have not had Modification NB/M/404 incorporated. Compliance is required as indicated. (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the attachment channel brackets on the front face of the tail plane front spar for signs of movement or looseness of the blind bolts in accordance with Britten-Norman Service Bulletin No. BN-2/SB.27, dated February 12, 1970, or later ARB- approved issue,or an FAA-approved equivalent. (b) If signs of movement or looseness of the blind bolts are found during the inspection required by paragraph (a), before further flight repair the tail plane attachments in accordance with Britten-Norman Service Bulletin No. BN-2/SB.27, dated February 12, 1970, or later ARB-approved issue, or an FAA-approved equivalent. This amendment becomes effective March 31, 1970.