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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.
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.
96-21-07: This amendment adopts a new airworthiness directive (AD), applicable to all Shorts Model SD3-30, -60, and -SHERPA series airplanes, that requires a visual inspection to detect signs of exfoliation corrosion on the brackets of the flap hydraulic units, and rework or replacement of corroded brackets. This amendment is prompted by a report that exfoliation corrosion was found on the brackets of the flap hydraulic units. The actions specified by this AD are intended to prevent such corrosion, and consequent reduced structural integrity of the brackets of the flap hydraulic units, which could result in the loss of the flap control and consequent reduced controllability of the airplane.
71-16-07: 71-16-07 MORANE SAULNIER: Amendment 39-1257. Applies to Morane Saulnier Model MS.894A airplanes. Compliance is required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent failure of the carburetor heating system, replace the Nylstop nut that secures the carburetor heating shutter on its axle with an ELBE H.100 or Simmonds 4 PHT 280 steel nut in accordance with SOCATA-Service Bulletin No. 82-1 (GR. 75-04), dated November 1970, or an FAA-approved equivalent. This amendment becomes effective August 4, 1971.
2011-14-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a general visual inspection to determine the routing of the wire bundles in the number two and number three engine pylons near the leading edge, and related investigative and corrective actions if necessary. For certain airplanes, this AD also requires certain concurrent actions. This AD was prompted by a report of a fuel leak from the main fuel feed tube at the number two engine pylon. We are issuing this AD to detect and correct chafing of the main fuel feed tube and the alternating current motor-driven hydraulic pump wire bundle, which could lead to arcing from the exposed wire to the fuel feed tube, and could result in a fire or explosion.
96-21-03: This amendment adopts a new airworthiness directive (AD) that applies to The New Piper Aircraft, Inc. (Piper) PA31, PA31P, PA31T, and PA42 series airplanes. This action requires inspecting for cracks beneath and in the area of the inboard aileron hinge bracket on the aileron spar and rib using dye penetrant methods, replacing any cracked aileron spar or rib, and replacing the inboard aileron hinge bracket with a hinge bracket of improved design. Several reports of cracks in the vicinity of the inboard aileron hinge bracket, aileron spar, and aileron rib prompted this proposed action. The actions specified by the proposed AD are intended to prevent structural failure of the aileron caused by cracks in the area of the inboard aileron hinge bracket, which, if not detected and corrected, could result in loss of control of the airplane.
86-19-04: 86-19-04 DEHAVILLAND: Amendment 39-5398. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To ensure detection of heat-damaged wing upper surface structure behind the engine, and protection against wet starts of the engine resulting in external combustion of fuel, accomplish the following: A. Within three months after the effective date of this AD, perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs as necessary, of the upper wing skin behind each engine nacelle, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted immediately to DeHavilland Aircraft Company of Canada for processing. B. For airplanes on which the mid fuel tank access cover located aftof an outboard nacelle has been replaced, within three months after the effective date of this AD, perform an internal conductivity survey of the wing structure in this area and make repairs, as necessary, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Following an internal conductivity survey, the removed fuel tank access covers must be inspected before replacement to ensure serviceability, and repaired, if necessary. Details of any damage discovered and data obtained from conductivity surveys must be transmitted immediately to DeHavilland Aircraft Company of Canada for processing. C. Within 1 year after the effective date of this AD, accomplish DeHavilland Modification No. 7/2414 - "Wing-Upper Skin Structure - Special Inspection and Installation of Heat Shields," described in DeHavilland Service Bulletin No. 7-57-25. The external conductivity survey and, as necessary, the internal conductivity survey detailed in paragraph A., above, must be accomplished immediately prior to installation of Modification 7/2414. For airplanes, serial numbers 1 through 27, Modification Nos. 7/2377 and 7/2378 - "Fuel Tank Access Panel Replacement," described in DeHavilland Service Bulletin No. 7-57-17, must be accomplished prior to the incorporation of Modification No. 7/2414. D. An alternate means of compliance, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by 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 DeHavilland Aircraft Company of Canada, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This Amendment becomes effective September 26, 1986.
91-14-07: 91-14-07 SAAB-SCANIA: Amendment 39-7048. Docket No. 91-NM-48-AD. Applicability: Certain Model SAAB 340B series airplanes, as listed in SAAB Service Bulletin 340-52-013, Revision 1, dated December 18, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of the forward toilet service door during flight, and subsequent damage to the propeller, wing, or empennage, accomplish the following: A. Within 500 hours time-in-service after the effective date of this AD, perform a one-time inspection for correct installation of the hinge pin, in accordance with SAAB Service Bulletin 340-52-013, Revision 1, December 18, 1990, and accomplish the following: 1. If the hinge pin is installed correctly, prior to further flight, replace the latches and reinforce the forward toilet service door in accordance with the service bulletin. 2. If the hinge pin is installed incorrectly, prior to further flight, replace the latches, reinforce the forward toilet service doors, remove the hinge pin, and repair and reinstall the hinge pin, in accordance with the service bulletin. B. An alternative method 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, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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. D. The inspection, repair, replacement, and reinforcement requirements shall be done in accordance with SAAB Service Bulletin 340-52-013, Revision 1, dated December 18, 1990. 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 SAAB-Scania AB, Product Support, S- 581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7048, AD 91-14-07) becomes effective on August 6, 1991.
2011-13-01: 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: An investigation into the loss of a TRU during landing has revealed that this incident was preceded by the detachment of the TRUs fixed structure front ring rivet lines on the rear flange. It was concluded that the loss of rivet lines was directly associated with a previous translating cowl gearbox stubshaft fracture and the subsequent repair of the fixed structure to Engine Manual repair No. FRS5887. This repair instructs the replacement of the damaged section of the structure but does not require the rivets adjacent to the repair to be replaced although latest analysis has shown that the rivets may have weakened as a result of a translating cowl gearboxstubshaft failure. We are issuing this AD to prevent failure of the attachment rivets resulting in loss of engine structural integrity, which may result in release of the thrust reverser unit from the engine.
84-08-02 R1: 84-08-02 R1 CESSNA: Amendment 39-4981. Applies to Cessna Model 650 airplanes S/N 650- 0001 thru 650-0035 certificated in all categories. To prevent possible engine flameout, accomplish the following unless already accomplished. A. Prior to the next flight fabricate a placard which reads as follows: "INDICATED FUEL LESS THAN 200 POUNDS PER WING FUEL TANK IS UNUSABLE" and operate the airplane in accordance with this limitation. This placard should be fabricated of .032-inch minimum thickness aluminum or plastic material with minimum 1/8-inch high stamped or engraved letters. Install the placard on the instrument panel immediately above the engine instruments centered above the fuel quantity indicator. B. Insert a copy of this airworthiness directive (AD) in the Airplane Flight Manual Section II adjacent to page 2-9. Retain this AD in the Flight Manual until superseded. C. Upon accomplishment of Cessna Service Bulletin SB 650-28-8 (fuel tank inspection) and determination that total trapped and unusable fuel weight is 85 pounds or less, the above required placard and flight manual insertion may be removed and an airplane log book entry denoting AD compliance made. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, FAA Aircraft Certification Office, Wichita, Kansas. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Citation Marketing Division, Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment becomes effective January 28, 1985. It was effective earlier to all recipients of airmail letter AD T84-08-02, dated April 17, 1984.