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48-01-03: 48-01-03 REPUBLIC: Applies to Model RC-3 Aircraft. Compliance required by February 1, 1948, and at each 25-hour inspection until bushing is installed. Inspect elevator trim tab for excessive play by holding control rod and measuring vertical movement of trailing edge. If play exceeds 1/8 inch, ream clevis pin hole in horn and press in a 1/4 inch O.D. cadmium plated steel bushing. If wear has reduced edge distance below 5/32 inch, a new horn with steel bushing should be installed. (Republic Seabee Service Bulletin No. 20 dated October 10, 1947, and Supplement No. 1 thereto dated November 10, 1947, contain detailed information on this subject.)
46-05-01: 46-05-01\tBOEING: (Was Mandatory Note 4 of AD-558-1 and Mandatory Note 4 of AD 524- 1.) Applies to Model 247 Aircraft. \n\tCompliance required not later than next major overhaul. \n\tReplace the elbow located between the engine fuel pump discharge port and the fuel discharge line with a steel elbow of the type AN 822-10 or an equivalent steel elbow to suit the particular pump and discharge line installation. Also, ascertain that there is adequate clearance between the elbow and adjacent engine parts. \n\t(Boeing Service Bulletin No. 3 of D-6134 dated December 17, 1945, covers this same subject.)
2005-20-30: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 series airplanes. That AD currently requires repetitive inspections to detect cracks in various areas of the fuselage internal structure, and repair if necessary. This new AD requires repetitive inspections of additional areas of the fuselage internal structure, and related investigative/ corrective actions if necessary. This new AD also removes certain requirements from the existing AD. This AD results from fatigue testing of the fuselage structure of a Boeing Model 747SR series airplane. We are issuing this AD to prevent the loss of the structural integrity of the fuselage, which could result in rapid depressurization of the airplane. \n\n\nDATES: Effective November 16, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003, as of November 16, 2005. \n\n\tOn June 27,2002 (67 FR 36081, May 23, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. \n\n\tOn June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53-2349, dated June 27, 1991.
47-12-02: 47-12-02 DOUGLAS: (Was Mandatory Note 15 of AD-762-7.) Applies Only to DC-4 and C-54 Series Airplanes Equipped With Pratt & Whitney R-2000-11 Engines. \n\n\tTo be accomplished not later than July 15, 1947. \n\n\tA considerable number of center main bearing failures have occurred in the R-2000-11 engine. These failures include roller bearing P/N 24966 and plain bearing P/N 97387 and 97387B. \n\n\tTo remedy this unsatisfactory condition as soon as possible, the following shall be accomplished: \n\n\tRemove from service at the first opportunity, but in no case later than July 15, 1947, all plain type center main bearings of the above part numbers. Install either the superinspected roller bearing (same part number as above) or incorporate the 2SD13-G or equivalent type main components of the power section crankcase, details of which can be obtained from Pratt & Whitney instructions dated January 15, 1947 and entitled "Power Section Service Fix for R-2000-7 and R-2000-11 Engines". Superinspected roller bearings may be procured through Pratt & Whitney or bearings in stock may become eligible if they are disassembled, inspected, and the inner race magnafluxed. \n\n\tIn cases where operating specifications do not so provide, main oil screen (on right side of rear accessory housing) checks will be accomplished at each routine inspection or at least at every 75 hours of operation to detect failure of bearing. This precautionary inspection must be conducted immediately and also after change to the superinspected roller bearing. However, this precautionary inspection is waived after complete modification has been accomplished to the 2SD13-G or equivalent type components in view of the greatly improved reliability and durability which these components have demonstrated in comparable service.
92-21-01: 92-21-01 BRITISH AEROSPACE: Amendment 39-8381. Docket No. 92-NM-51-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes; as listed in British Aerospace BAe 146 Inspection Service Bulletin SB 28-18, dated March 12, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fuel seepage into a passenger compartment, in the event of a wing center section fuel tank leak, which could result in fire or explosion, accomplish the following: (a) Within 6 months after the effective date of this AD, perform a visual inspection of the polymer coating applied to frames 26 and 29 in the center section of the wing, to detect voids and excessive thickness of the polymer coating that will not permit a visual inspection of the underlying structure, in accordance with British Aerospace BAe 146 Inspection Service Bulletin SB 28-18, dated March 12, 1991. (b) If no voids are found and if the polymer coating is of sufficient thickness so as to allow a visual inspection of underlying structure, no further action is necessary. (c) If any voids are found, or if the polymer coating is found to be excessively thick: Within 12 months after the completion of the inspection required by paragraph (a) of this AD, perform a visual inspection of the polymer coating applied to the wing center section fuel tank and to frames 26 and 29, to detect additional voids or excessive thickness, in accordance with British Aerospace BAe 146 Inspection Service Bulletin SB 28-18, dated March 12, 1991. (1) Prior to further flight, repair all voids detected, in accordance with paragraph 2.B.(3) of the Service Bulletin. (2) Prior to further flight, repair all excessively thick polymer coating areas detected, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (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 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 inspections shall be done in accordance with British Aerospace BAe 146 Inspection Service Bulletin SB 28-18, dated March 12, 1991. 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 obtainedfrom British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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 November 24, 1992.
93-22-10: 93-22-10 AEROSPATIALE: Amendment 39-8734. Docket 93-NM-17-AD. Supersedes AD 90-26-52, Amendment 39-6880, which superseded Telegraphic AD T90-24-51, issued on November 16, 1990. Applicability: All Model ATR42 and ATR72 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. NOTE 1: Paragraph (b) of this AD restates the requirement for repetitive inspections contained in paragraph b. of AD 90-26-52. The first inspection required by this AD must be performed within the specified repetitive inspection interval after the last inspection performed in accordance with paragraph b. of AD 90-26-52. NOTE 2: Paragraphs (a), (c), and (d) of this AD restate the requirements of paragraphs a., c., and d. of AD 90-26-52. As allowed by the phrase, "unless accomplished previously," if the requirements of paragraphs a., c., and d. of AD 90-26-52 have been accomplished previously, this AD does not require that they be repeated. To prevent severely reduced controllability of the airplane, accomplish the following: (a) Within 48 hours after February 19, 1991 (the effective date of AD 90-26-52, Amendment 39-6880), accomplish the following: (1) Add the following to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) and notify all crew members. This may be accomplished by inserting a copy of this AD in the AFM. "Use of roll trim in excess of plus or minus one unit (one dot) with the autopilot engaged is prohibited except for an engine failure condition." (2) Install a warning placard in the cockpit in full view of the pilot and co-pilot, which states: "WARNING - DO NOT EXCEED PLUS OR MINUS ONE UNIT (ONE DOT) OF ROLL TRIM WITH THE AUTOPILOT ENGAGED EXCEPT FOR AN ENGINE FAILURE CONDITION." (b) Prior to the accumulation of 1,000 total hours time-in-service on the airplane, or within 50 hours time-in-service after February 19, 1991 (the effective date of AD 90-26-52, Amendment 39-6880), whichever occurs later, and thereafter at intervals not to exceed 1,000 hours time-in-service, accomplish the following: (1) Open all inspection plates in the wing which provide access to the aileron control system; perform a detailed inspection of the aileron control system in accordance with the manufacturer's Maintenance Manual and verify that there is freedom of movement without binding; and, for the Model ATR42, verify, in accordance with Aerospatiale Service Bulletin ATR42-27- 0022, Revision 1, dated April 14, 1988, that there is no free play in excess of tolerances specified in the service bulletin. (2) Perform a detailed visual inspection of all bearings of the aileron control system located in the wings for proper operation and the absence of physical defects. (3) If any discrepancy is found, prior to further flight, repair or replace any defective part with a serviceable part, or otherwise correct the discrepancy, in accordance with the manufacturer's Maintenance Manual. (c) For airplanes on which the rudder and/or elevator tab rods have been replaced in accordance with Aerospatiale Service Bulletin ATR42-27-0046, dated June 11, 1990, or ATR42-27-0049, dated September 14, 1990 (for Model ATR42 series airplanes); or Aerospatiale Service Bulletin ATR72-27-1008, dated June 11, 1990, or ATR72-27-1012, dated October 29, 1990 (for Model ATR72 series airplanes); accomplish the following: (1) If either of the conditions specified in paragraph (c)(1)(i) or (c)(1)(ii) of this AD apply, within 15 days after February 19, 1991 (the effective date of AD 90-26-52, Amendment 39-6880), perform a flight check in accordance with Paragraph C. of Aerospatiale Service Bulletin ATR42-27-0050 (for Model ATR42 series airplanes) or ATR72-27-1013 (for Model ATR72 series airplanes), both dated November 22, 1990. The flight check must not be performed during commercial flight. (i) If, as a result of the flightcheck required by telegraphic AD T90-24-51 (issued November 16, 1990), the trim settings were determined to be outside the acceptable values specified in the telegraphic AD; or (ii) If that flight check has not been accomplished as of February 19, 1991 (the effective date of AD 90-26-52, Amendment 39-6880). (2) If one or more of the trim indications are out of tolerance, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (3) If the flight check required by paragraph C. of telegraphic AD T90-24-51 has been performed, and the trim settings were within the acceptable values specified in that telegraphic AD, no further action is required by this paragraph. (d) For airplanes on which the rudder tab rods have been replaced in accordance with Aerospatiale Service Bulletin ATR42-27-0046, dated June 11, 1990, or ATR42-27-0049, dated September 14, 1990 (for Model ATR42series airplanes); or replaced in accordance with Aerospatiale Service Bulletin ATR72-27-1008, dated June 11, 1990, or ATR72-27-1012, dated October 29, 1990 (for Model ATR72 series airplanes); accomplish the following: (1) Within 7 days after February 19, 1991 (the effective date of AD 90-26- 52, Amendment 39-6880), perform a ground inspection to detect incorrect rudder and trim tab settings, in accordance with Aerospatiale Service Bulletins ATR42-27-0051 (for Model ATR42 series airplanes) or AT72-27-1014 (for Model ATR72 series airplanes), both dated November 22, 1990. (2) If any discrepancy is found, prior to further flight, repair or replace the defective part in accordance with the applicable service bulletin. (e) Within 24 months after the effective date of this AD, accomplish the following: (1) Replace the automatic flight control system (AFCS) computer with a new AFCS computer in accordance with Aerospatiale Service Bulletin ATR42-22-0015, Revision 1, dated March 6, 1992, or Revision 2, dated July 29, 1993 (for Model ATR42 series airplanes); or Aerospatiale Service Bulletin ATR72-22-1004, Revision 1, dated March 6, 1992 (for Model ATR72 series airplanes); and (2) Modify the wiring in accordance with Aerospatiale Service Bulletin ATR42-27-0058, Revision 1, dated February 27, 1992, or Revision 2, dated July 5, 1993 (for Model ATR42 series airplanes); or Aerospatiale Service Bulletin ATR72-27-1019, Revision 1, dated March 20, 1992 (for Model ATR72 series airplanes). (f) Following accomplishment of the replacement of the AFCS computer and the modification of the wiring, required by paragraph (e) of this AD, the changes to the flight manual and the placard required by paragraph (a) of this AD may be removed. (g) 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 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (h) 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. (i) The verification, flight check, ground inspection, replacement, and modification shall be accomplished in accordance with the following applicable Aerospatiale service bulletins, which contain the indicated list of effective pages: Service Bulletin and Issue Date Page Number Revision Level Indicated on Page Date Indicated on Page ATR42-27-0022, Revision 1, April 14, 1988 1 2-13 1 (Original) April 14, 1988January 12, 1988 ATR42-27-0050, November 22, 1990 1-5 (Original) November 22, 1990 ATR72-27-1013, November 22, 1990 1-5 (Original) November 22, 1990 ATR42-27-0051, November 22, 1990 1-6 (Original) November 22, 1990 AT72-27-1014, November 22, 1990 1-6 (Original) November 22, 1990 ATR42-22-0015, Revision 1, March 6, 1992 1-4 5-9 1 (Original) March 6, 1992 October 10, 1991 ATR42-22-0015, Revision 2, July 29, 1993 1-3 4 5-9 2 1 (Original) July 29, 1993 March 6, 1992 October 10, 1991 ATR72-22-1004, Revision 1, March 6, 1992 1-2 3-8 1 (Original) March 6, 1992 October 10, 1991 ATR42-27-0058, Revision 1, February 27, 1992 1-5, 14, 16-20, 39-42, 49-56, 60 6-13, 15, 21-38, 43-48, 57-59 1 (Original) February 27, 1992 November 4, 1991 ATR42-27-0058, Revision 2, July 5, 1993 1, 3, 7, 11-12, 34-35, 37-42, 49-50, 2, 4-5, 14, 16-20, 51-56, 60 6, 8-10, 13, 15, 21-33, 36,43-48, 57-59 2 1 (Original) July 5, 1993 February 27, 1992 November 4, 1991 ATR72-27-1019, Revision 1, March 20, 1992 1-4, 6, 11-14, 23-29 5, 7-10, 15-22 1 (Original) March 20, 1992 November 4, 1991 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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. (j) This amendment becomes effective on December 22, 1993.
2005-20-33: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727, 727C, 727-100, and 727-100C series airplanes. This AD requires repetitive inspections of the frame inner chord, outer chord, and web of the forward and aft edge frames of the lower lobe forward cargo door (FCD) cutout, and corrective action if necessary. The actions specified by this AD are intended to detect and correct fatigue cracking of the forward and aft edge frames of the lower lobe FCD cutout, which could result in the loss of the FCD and rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
2005-20-36: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A320-111 airplanes; and Model A320-200, A321-100, and A321-200 series airplanes. This AD requires installing a bonding lead between the low pressure valve and the adjacent pipe assembly in each wing. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent an ignition source for fuel vapor in the wing, which could result in fire or explosion in the adjacent wing fuel tank.
94-05-05 R1: 94-05-05 R1 TELEDYNE CONTINENTAL ENGINES AND ROLLS-ROYCE, PLC: Amendment 39-9490. Docket 92-ANE-32. Revises AD 94-05-05, Amendment 39-8843. Applicability: Teledyne Continental Motors (TCM) Model C75, C85, C90, C125, C145, O-200, O-300, and GO-300 series and Rolls-Royce, plc (R-R) C90, O-200 and O-300 series reciprocating engines, installed on but not limited to American Champion models 7BCM, 7CCM, 7DC, S7DC, S7CCM, 7EC, S7EC, 7FC, 7JC, and 7ECA; Cessna Models 120, 140, 150, 170, 172, 172A-H, and 175; Luscombe Models 8E, 8F, and T-8F; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, M-4T, M-4-210, M-4-210C, M-4-210S, M-4-210T, and M-5-210C; Piper Models PA-18 and PA-19; Reims Aviation SA Models F172D, E, F, G, H, K; F150G, H, J, K, L, M; FA150K, L; FRA150L; Swift Models GC-1A and GC-1B; Univair (Erco) Models 415-D, E, and G; Univair (Forney) Models F-1 and F-1A; Univair (Alon) Model A-2 and Univair (Mooney) Model M-10 aircraft. NOTE: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (d) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent engine power loss and engine failure, accomplish the following: (a) At the next cylinder removal from the engine, or engine overhaul, whichever occurs first, after the effective date of this AD, inspect the cylinder rocker shaft bosses for cracks using one of the following methods, and if cracked replace with a serviceable cylinder: NOTE: Certain cylinder cracks may be repaired by FAA-approved repair stations specifically rated to do those repairs. (1) Fluorescent penetrant inspection, as follows: (i) The penetrant shall be a nontoxic, noncorrosive, highly fluorescent liquid capable of penetrating fine discontinuities and, for aluminum castings, conforming to Aerospace Material Specification (AMS) 3156. If a darkened enclosure is not used for examination, AMS 3157 penetrant shall be used. (ii) The emulsifier shall be composed of suitable oil or oil-like components together with such additives as are necessary to provide a stable, nontoxic, noncorrosive, oil-miscible, oil-emulsifying solution. Emulsifier shall not be used when AMS 3156 is used. (iii) The developer shall be a highly absorbent, nonfluorescent and nontoxic powder, capable of being used dry or a similar powder capable of being suspended in water. When the suspension is used, the powder shall be thoroughly mixed with water to a concentration, unless otherwise permitted, of not less than 0.2 lb per gallon and a uniform distribution maintained by mechanical agitation. (iv) The penetrant, the emulsifier (if used) and the developer shall be checked as often as necessary to maintain proper control. The penetrant shall be discarded if it shows a noticeable loss in penetrating power or marked contamination or when wax begins to form on the sides of the tank and dip basket. (v) A darkness booth or a similar darkness area with a filtered black light shall be provided. The black light shall be at least equal to that produced by a 100 watt mercury vapor projection spot lamp equipped with a filter to transmit wave lengths of between 3200 and 4000 Angstrom units and absorb substantially all visible light. The intensity of the light at normal working distance shall be as specified by the purchaser but in no case shall be lower than 580 micro-watts per square centimeter as measured with an appropriate black light meter. (vi) All parts shall be cleaned and dried in such a manner as to leave them free from grease, oil, soaps, alkalis and other substances which would interfere with inspection. Vapor degreasing is generally suitable for this purpose. (vii) Parts shall be immersed in the penetrant or shall be sprayed or brushed with the penetrant and shall be allowed to remain immersed in the penetrant or to stand for sufficient time to allow satisfactory penetration into all discontinuities. This time shall, unless otherwise specified, not be less than 5 minutes. The time for immersion or standing will depend upon the character and fineness of the discontinuities, the effectiveness of penetration increasing with time. Parts may be resprayed or re-immersed after standing to increase sensitivity and aid in removal of penetrant. (viii) Parts shall be removed from the penetrant and cleaned thoroughly using a medium which will remove penetrant from the surface of parts; washing with water shall be used when the penetrant is water washable or when an emulsifying agent is applied to surfaces of parts to render the penetrant water washable. When emulsifiers are used, the parts shall be dipped in the emulsifier and removed slowly for draining or shall be sprayed with emulsifier and drained. Unless otherwise specified, the combined dipping and draining time shall be 1 to 5 minutes. When other than water washable penetrants are used, the penetrant shall be removed with a suitable cleaner or a suitable cleaner and lint-free cloths. During cleaning, the parts may be viewed under a suitable black light to ensure removal of the penetrant from the surface of the part. Excessive cleaning which would remove the penetrant from discontinuities shall be avoided. (ix) When a wet developer is used, the developer shall be applied to the parts, immediately after washing, by immersing the parts in the tank containing the water-suspended powder or by spraying or flowing the suspension onto the parts. The suspension shall be suitably agitated either during or immediately prior to application to parts. Immersed parts shall be removed from the wet developer; excess developer shall be allowed to drain off all parts. Special care shall be taken to remove excess developer from pockets, recesses, holes, threads, and corners so that the developer will not mask indications. (x) When a dry developer or no developer is used, the parts shall be dried as thoroughly as possible by exposure to clean air. Drying of parts may be accomplished by evaporation at room temperature or by placing the parts in a circulating warm air oven or in the air stream of a hot air dryer. Excessive drying time or part temperatures higher than 80 C (180 F) should be avoided to prevent evaporation of the penetrant. (xi) When a dry developer is used, the developing powder shall be applied uniformly over the areas of the parts to be inspected by either dusting or powder-box immersion. (xii) After sufficient time has been allowed to develop indications, parts shall be examined under a black light. Examination shall be made in a darkened enclosure unless AMS 3157 penetrant is used, in which case examination may be made under normal shop lighting but shaded from direct sunlight. (xiii) When greater sensitivity is desired, the parts may be heated to 65 -85 C (150 -185 F) before immersion in the penetrant and/or before black light examination. To prevent evaporation, preheated parts shall remain fully immersed in the penetrant until cooled. (xiv) Parts shall be cleaned, as necessary, to remove penetrant and developer. (xv) Interpretationof the indications revealed by this inspection procedure and final disposition of the parts shall be the responsibility of only qualified personnel having experience with fluorescent penetrant inspection. (xvi) Parts having discontinuities (cracks) shall be rejected. (2) Dye penetrant inspection, as follows: NOTE: Military Specification MIL-I-6866 and American Society of Testing Materials specifications ASTM E1417-93 and E165-9 contain additional information on dye penetrant inspection processes. (i) Preparation: clean and dry all parts in such a manner as to leave the surfaces free from grease, oil, soaps, alkalis, and other substances which would interfere with inspection. Vapor degreasing is generally suitable for this purpose. (ii) Penetrant Application Procedure: after preparation, spray or brush the parts with the penetrant, and allow to stand for not less than 5 minutes. The effectiveness of the penetrant increases if left standing for a longer time, as the penetrant will reach finer discontinuities. (iii) Penetrant Cleaning: clean the parts thoroughly using a medium which will remove penetrant from the surfaces of parts; wash with water when the penetrant is water soluble. When other than water soluble penetrants are used, the penetrant shall be removed with a suitable cleaner. Avoid excessive cleaning which would remove the penetrant from discontinuities. (iv) Drying: dry the parts as thoroughly as possible. Drying of parts may be accomplished by evaporation at room temperature or by placing the parts in a circulating warm air oven or in the air stream of a hot air dryer. Avoid excessive drying time or drying temperatures above 75 C (165 F) to prevent excessive evaporation of the penetrant. If heat is used for drying parts, cool parts to approximately 50 C (120 F) before proceeding to the developing procedure. (v) Developing: apply the developer to the dry parts as lightly and as evenly as possible, using as thin a coating of developer as is possible. A translucent film is adequate. Mix wet developer by agitation immediately prior to applying it. After applying the developer, take care that no penetrant indication is disturbed or obliterated in subsequent handling. (vi) Examination: examine the developed penetrant indications in accordance with the dye penetrant manufacturer's instructions. Examine parts for indications of discontinuities open to the surface. (vii) Final cleaning: clean the parts following the inspection to remove penetrant and developer. NOTE 1: Caution: because of differences among penetrants, take care to ensure that the final cleaner, the penetrant, the penetrant remover, and the developer are suitable for use with each other. NOTE 2: Caution: all penetrant materials should be kept as free from moisture as possible. NOTE 3: Caution: most penetrants, cleaning agents, and developer suspensions are low flash point material; use caution to prevent fires. (3) Etching inspection, as follows: (i) For TCM C75, C85, C90, O-200 and R-R C90 and O-200 series engines, in accordance with paragraph 13-7 of TCM Overhaul Manual Form X-30010, dated January 1984. (ii) For TCM C125, C145, O-300, GO-300 and R-R O-300 series engines, in accordance with paragraphs 5(b)(1), 5(b)(2), and 5(b)(3) of TCM Overhaul Manual Form X-30013, dated June 1982. (b) At the next cylinder removal from the engine, or engine overhaul, whichever occurs first, after the effective date of this AD, dimensionally inspect cylinders for looseness of the rocker shaft in accordance with page 22, paragraph 5, and Table IX of TCM Overhaul Manual Form X-30013, dated June 1982, for TCM C125, C145, O-300, GO-300 and R-R O-300 series engines, and the dimensions table in paragraph 13-8 of TCM Overhaul Manual Form X-30010, dated January 1984, for TCM C75, C85, C90, O-200 and R-R C90 and O-200 series engines; as applicable. (1) Cylinders that do not exhibit dimensional looseness of the rocker shaft beyond the limits specified in the applicable TCM overhaul manual may be returned to service. (2) For cylinders that exhibit dimensional looseness of the rocker shaft, beyond the limits specified in the applicable TCM overhaul manual, accomplish the following: (i) Replace with a serviceable cylinder; or (ii) Install bushings in accordance with the instructions on page 27 of TCM Overhaul Manual, Form X-30013, dated June 1982, for TCM C125, C145, O-300, GO-300 and R-R O-300 series engines; or the instructions on page 85 of TCM Overhaul Manual Form X-30010, dated January 1984, for TCM models C75, C85, C90, O-200 and RR C90 and O-200 series engines, as applicable. (iii) After repairing a cylinder perform an additional inspection of the cylinder rocker shaft bosses for cracks using fluorescent penetrant, dye penetrant, or etching methods, and replace, if necessary, with a serviceable cylinder. (c) Thereafter, at each subsequent cylinderor engine overhaul, reinspect cylinder rocker bosses and rocker shafts in accordance with paragraphs (a) and (b) of this AD. (d) An alternative method of compliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective on February 13, 1996.
98-21-35: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Models A200CT, B200, B200C, B200CT, 200T/B200T, 300, B300, and B300C airplanes. This AD requires replacing the main landing gear left and right actuator clevis assembly. Reports of main landing gear failure on two of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of the actuator clevis assembly in the main landing gear caused by fatigue cracking of the original design part, which could result in loss of control of the airplane during landing operations.