Results
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.
2005-20-19: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model ATP airplanes. This AD requires one-time inspections for corrosion of the engine sub-frame tubes in zone 1 and of the engine attachment struts in zone 5, and corrective action if necessary. This AD results from reports of reduced thickness in localized areas of the engine sub-frame tubes due to corrosion, and reports that corrosion may also exist in the engine attachment struts in zone 5. We are issuing this AD to prevent failure of the engine sub- frame tubes or the engine attachment struts, which could result in separation of an engine from the airplane.
94-09-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes, that currently requires repetitive inspections of the aft bulkhead to detect cracks, and repair, if necessary. This amendment requires expansion of the inspection area and modication of the aft pressure bulkhead, which terminates the inspection requirements. This amendment is prompted by a tear down inspection conducted by the manufacturer, which revealed fatigue cracking in additional areas of the aft pressure bulkhead. The actions specified by this AD are intended to prevent potential loss of cabin pressurization.
2005-20-07: The FAA adopts a new airworthiness directive (AD) for certain Airbus Model A330-300 series airplanes. This AD requires reinforcing the structure of the center fuselage by installing external stiffeners (butt straps) at frame (FR) 53.3 on the fuselage skin between left-hand and right-hand stringer 13, and related investigative actions. This AD results from a report that, during fatigue tests of the fuselage, cracks initiated and grew at the circumferential joint of FR53.3. We are issuing this AD to prevent fatigue cracking of the fuselage, which could result in reduced structural integrity of the fuselage.
91-23-03: 91-23-03 AVIONS MUDRY & CIE: Amendment 39-8072. Docket No. 91-CE-58-AD. Applicability: Model CAP10B Airplanes (serial numbers 01 through 208), 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 prevent engine stoppage caused by air entering the inverted flight valve, accomplish the following: (a) Modify the fuel system in accordance with paragraph 2. ASSEMBLY INSTRUCTIONS of Avions Mudry & Cie Service Bulletin CAP10B No. 13, dated May 14, 1991. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (d) The modifications required by this AD shall be done in accordance with Avions Mudry & Cie Service Bulletin CAP10B No. 13, dated May 14, 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 Avions Mudry & Cie, B.P. 214, 27300 Bernay, France. 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, 1100 L Street, NW; Room 8401, Washington, DC. This amendment (39-8072, AD 91-23-03) becomes effective on December 10, 1991.
94-16-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A340-211 and -311 series airplanes. This action requires modifying the bonding leads on the fuel quantity indicating (FQI) probes or the temperature sensor, on the fuel low pressure inlet pipe next to the compensator, and on the jet pump. This amendment is prompted by results of a quality survey, which revealed that there may be insufficient clearance between several bonding leads and certain FQI system probes or the temperature sensor, and between the bonding leads and the FQI probes and the compensator. The actions specified in this AD are intended to eliminate such insufficient clearance, which could lead to electrical arcing and a resultant fire in the event of a lightning strike.
2005-20-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and 767-300 series airplanes. This AD requires performing a general visual inspection to determine the part number of the I-beams of the center overhead stowage bin modules to identify I-beams having 9.0g (gravitational acceleration) tie rods attached and to determine the configuration of the center overhead stowage bin modules. For certain center overhead stowage bin modules, this AD requires installing support straps. This AD results from tests conducted by the airplane manufacturer. We are issuing this AD to prevent failure of the attachment of the 9.0g tie rods to the center overhead stowage bin modules. This failure could result in collapse of those stowage bin modules, and consequent injury to passengers and crew and interference with their ability to evacuate the airplane in an emergency.
47-32-02: 47-32-02 BELL: (Was Mandatory Note 2 of AD-1H-1.) Applies Only to Model 47B Serial Numbers 2 Through 6 and 8 Through 28. Compliance required not later than next 25-hour inspection after September 15, 1947. The correct amount of fixed ballast for the Model 47B helicopters, as listed in Bell Service Bulletin 47C27, dated June 25, 1947, should be installed in accordance with the instructions also contained in that Bulletin. Compliance is required in order that the correct center of gravity range may be maintained.
47-32-12: 47-32-12 BELL: (Was Mandatory Note 12 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required not later than the next 25-hour inspection after September 15, 1947. In order to provide more strength in the lateral cycle control system, the disc links should be replaced with forward and aft links, 47-725-047. (Bell Service Bulletin 47C35 dated June 18, 1947, also covers this same subject.)
98-12-11: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Model 3101 airplanes. This AD requires modifying the emergency hydraulic hand-pump by increasing the length of the access aperture. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent difficulty accessing the emergency hydraulic hand-pump because of the current design, which, in the event of a hydraulic system failure, could result in the inability to operate the flaps and landing gear.
94-24-11: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. Model 206A, 206B, 206L, 206L-1, and 206L-3 helicopters, that requires a one-time inspection for cracks in the tail rotor drive shaft hanger bearing support brackets (brackets), and repair or replacement, as necessary. This amendment is prompted by reports of cracks in the bend radius of the brackets. The actions specified by this AD are intended to prevent misalignment of the tail rotor drive shaft, failure of the tail rotor drive shaft system, loss of control of the tail rotor, and subsequent loss of control of the helicopter.
2005-19-25: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires repetitive eddy current inspections for cracks of the countersunk rivet holes in the lower lobe, adjacent to the radio altimeter cutouts; additional inspections, for certain airplanes, for cracks and/or corrosion; and further investigative and corrective action if any crack is found. This AD also provides an optional terminating action for the repetitive inspections. This AD results from reports of cracks in the fuselage skin of the lower lobe. We are issuing this AD to detect and correct fatigue cracks of the countersunk rivet holes, which could result in cracks of the fuselage skin of the lower lobe, and consequent rapid depressurization of the cabin.
47-51-07: 47-51-07 CURTISS-WRIGHT Applies to all C-46 Series aircraft. Compliance required not later than March 1, 1948, and each 1,000 hours of operation thereafter. Inspect the landing gear drag strut support structure inside nacelle to determine if landing gear drag strut No. 20-720-1018 attaching bolts at the 70 percent spar have loosened and if angle assembly 20-720-1024-1 and bulkhead assemblies 20-720-1021-1 and 20-720-1023-6 are loose. All defective parts, loose or sheared attachment rivets should be replaced and loose bolts tightened. To accomplish the above, it is necessary to remove one outer panel or provide an access door in order to gain access to the interior of the center panel. (Curtiss-Wright Service Information Letter No. 735 dated August 20, 1947, covers an acceptable wing panel door installation.)
48-44-02: 48-44-02 CURTISS-WRIGHT Applies to all C-46 Series aircraft. Compliance required at original certification and at every 7,500 hours of operation thereafter, or at the approved airframe overhaul period for air carriers. Check the center wing-to-fuselage attachment bolts, P/N AN 8-23A, AN 8-25A, and AN 8-31A, to determine that they are properly torqued. The proper torque value for these bolts is between 480 to 690 inch-pounds as per Curtiss-Wright Drawing No. 20-230-1000. For access to the 30 percent spar fitting, a 1 1/2-inch diameter hole can be cut in the wing center section lower skin beneath the fitting, just forward of the beam, and far enough inboard so that the resultant opening will be completely covered upon reinstallation of the wing foot fairing. This supersedes AD 47-51-06.
2005-19-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-301, -321, -322, -341, and -342 airplanes; and Model A340-200 and A340-300 series airplanes. This AD requires repetitive inspections for cracks of the inboard lower flange and radius of the left- and right-hand outboard floor beams at frame (FR) 48, and related investigative and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD results from reports that cracks were found during fatigue tests at the attachment between the canted lower flange of the floor beam and the pressure diaphragm in front of FR48 on both left- and right-hand floor beams; and that an additional crack was found in the flange radius of the floor beam. We are issuing this AD to detect and correct such cracking, which could propagate and result in reduced structural integrity of the fuselage.
49-46-01: 49-46-01 DOUGLAS: Applies to All Models DC-4 and DC-6 Aircraft Equipped With Vacuum systems, Incorporating Oil Separators Other Than the Type Mentioned in Item 2.\n\n\tTo be accomplished not later than April 1, 1950.\n\n\tTo guard against the possibility of excessive air temperatures in the vacuum system discharge line, one of the following modifications must be accomplished to this system:\n\n\t1.\tInstall a fusible plug in the side of the vacuum pump discharger port at the right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tim and 32.2 percent cadmium, which has a melting point of 351 degrees F. Figure 2 describes the design of such a plug. The 3/8-inch fusible plug fitting is intended for pumps such as the Model 3P-211 and 3P-485. For smallerpumps such as the 3P-207, and AN 840-6D fitting, incorporating the same modification as shown below, should be used. Incorporation of an overboard drain line clamped to the fusible plug is recommended but is not mandatory.\n\n\n\n\n\tBrass fittings of the same design as the above dural fittings are acceptable. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being out of the adapter as high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it issues from the adapter.\n\n\t2.\tReplace the present oil separator with a new oil separator, Genisco No. 40081 or equivalent. The new separator incorporates a pressure relief valve and can be disassembled for cleaning.\n\n\t(Douglas Service Letter A-129-T-1271/WB-11-Q-4, dated April 1, 1949, covers this same modification.)
2005-18-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires modification of the splice plate assemblies installed under the floor panels at the forward and aft edges of the cabin aisle. This AD results from reports of cracking of the aluminum splice plates under the floor panels in the cabin aisle. We are issuing this AD to prevent loss of the capability of the cabin floor and seat track structure to support the airplane interior inertia loads under emergency landing conditions. Loss of this support could lead to galley or seat separation from attached restraints, which could result in blocking of the emergency exits and consequent injury to passengers and crew.
49-15-01: 49-15-01 AERONCA: Applies to All Models 11AC, S11AC and 11BC Aircraft. To be accomplished not later than July 1, 1949. In order to prevent the seat belt anchorage from failing during crash landings, it has been found necessary to modify the seat installation as follows: 1. If there is no need for an adjustable seat, the rear sliding lugs on each side of the seat should be bolted to the slide tube using 3/16- or 1/4-inch diameter AN bolts. 2. If the seat is to remain adjustable, two 1/8 7 x 19 steel snare cables looped around each end of the seat frame cross tube and the lower end of the vertical slide fuselage tube located aft of the seat should be installed so that they will be taut with the seat in the most forward position. Any approved type cable clamp may be used for joining the ends of the cable. (Aeronca Helps and Hints No. 42 covers this same subject.) This supersedes AD 49-13-01.
92-15-07: 92-15-07 TEXTRON LYCOMING: Amendment 39-8301. Docket No. 91-ANE-40. Supersedes AD 87-11- 09, Amendment 39-5902. Applicability: Textron Lycoming LTS101 series turboshaft and LTP101 series turboprop engines installed on but not limited to Aerospatiale AS350, Bell 222, and MBB BK117 helicopters; and Piaggio P166-DL3, Airtractor AT302, and Cessna 421 airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent fracture of the integrally cast power turbine (PT) rotor blade, which can result in engine power loss and uncontained engine failure, accomplish the following: (a) Perform a Type I, Method C fluorescent penetrant inspection of Part Number (P/N) 4-141-070-XX and P/N 4-143-010-XX PT rotors installed in engines, in accordance with the procedures in Textron Lycoming Service Bulletin (SB) Number LT 101-72-00-0093, Revision 5, dated January 15, 1990, as follows: (1) Inspect for PT rotor blade cracks within 50 hours time in service (TIS) or 300 PT cycles in service (CIS), whichever occurs first, since accomplishing the last inspection performed in accordance with AD 87-11-09. (2) Thereafter, reinspect for PT rotor blade cracks at intervals not to exceed 50 hours TIS or 300 PT CIS, whichever occurs first, since the last Type I, Method C fluorescent penetrant inspection performed in accordance with paragraph (a) of this AD. (3) Remove from service prior to further flight, cracked PT rotors found during the inspections required by paragraphs (a)(1) and (a)(2) of this AD. Prior to returning to service, replace with a serviceable PT rotor. NOTE: For information on PT rotor cycle and counting methodology consult the latest revision to Textron Lycoming SB No. LT 101-71-00-0002. (b) Perform a Type I, Method D fluorescent penetrant inspection of P/N 4-141-070-XX and P/N 4-143- 010-XX PT rotors prior to installation into a PT module or prior to returning to service, in accordance with Textron Lycoming SB No. LT 101-72-00-0093, Revision 5, dated January 15, 1990. Cracked PT rotors found during this fluorescent penetrant inspection shall not be returned to service and must be replaced with a serviceable PT rotor. (c) For PT rotors P/N 4-141-070-XX and P/N 4-143-010-XX installed in LTS101-650C-3, LTS101- 650C-3A, and LTS101-750C-1 series engines, avoid continuous operation at certain PT operating speeds in accordance with Textron Lycoming SB Number LTS 101C-72-00-0131, dated September 17, 1990, Bell Helicopter Textron Alert SB 222U-90-30, dated December 21, 1990, and Alert SB 22-90-57, dated December 21, 1990, within 20 hours time in service, after effective date of this AD, as follows: (1) Avoid continuous engine operation at 97% to 98.5% power turbine (Np) speed, including autorotation and single engine operation. Operation in this speed range is only permitted for topping checks and when operations in this range are necessary to maintain safe flight. (2) Install a cockpit tachometer decal and add the temporary rotorcraft flight manual supplement in accordance with applicable Bell Helicopter Textron ASB No. 222U-90-30 or Bell Helicopter Textron ASB No. 222-90-57, as applicable. (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, Engine Certification Office, FAA, Engine and Propeller Directorate. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (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 PT rotor inspection and removal criteria, the establishment of the PT rotor speed operation avoidance ranges, rotorcraft modification, and rotorcraft flight manual revisions shall be accomplished in accordance with the following service bulletins: DOCUMENT NO. PAGES ISSUE/REVISION DATE Textron Lycoming SB LT 101-72-00-0093 1-4 Revision 5 1-15-90 including Commercial Service Letter CSL 063 R-1 1-2 Revision 1 5-31-91 Textron Lycoming SB LTS 101C-72-00-0131 1-2 Original 9-17-90 Bell Helicopter Textron Alert SB 222-90-57 1-4 Original 12-21-90 Bell Helicopter Textron Alert SB 222U-90-30 1-4 Original 12-21-90 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 Textron Lycoming, Technical Publications, Department 30V, 550 South Main Street, Stratford, Connecticut 06497, and Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. Copies may beinspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. (g) This amendment becomes effective on September 2, 1992.
47-33-05: 47-33-05 BEECH: (Was Service Note 3 of AD-75777-2 and Service Note 1 of AD-765-1.) Applies to AT-11, C18S and D18S Aircraft. C18S and AT-11 Airplanes: Inspection required prior to certification or, if certificated, on next periodic inspection but not later than November 1, 1947, and each 100 hours of operation thereafter. D18S Airplanes (Serial Numbers prior to A-378): Inspection required each 25 hours of normal operation or each 10 hours where the airplane is flown for pilot's transition or instrument training. Inspect the horizontal stabilizer front spar and subspar for cracks at the points of attachment to the fuselage. At each annual inspection remove stabilizer and the stabilizer lower front skin panel and check for evidence of cracks. If cracks are found the center section of the main spar must be revised or replaced with one having the lower flange-web radius cutout approximately 2 inches from either end. Two 0.064-inch dural channels (404-186053) should be installed between the new attachment fittings (437-186095 and 6) and the main spar web. At the main attachment fittings and 0.032-inch dural doubler (404-186052) should be riveted to the lower skin, the main spar, and the center nose rib flanges. The forward part of the upper flanges of each stabilizer-fuselage attaching angle should be cut off as far back as the sixth screw hole. The corresponding 12 holes in the stabilizer should be plugged. A three-screw outboard section of the gang nut on each side of the stabilizer subspar should be removed and the corresponding holes in the No. 13 bulkhead angle plugged. The revision of the stabilizer attachments eliminates the necessity for further inspection for cracks except as made during the normal periodic inspection. (Beech Service Bulletin No. D-18-48 revised April 1, 1948, covers this same subject.)
2005-18-15: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Model Falcon 2000EX airplanes. This AD requires revising the airplane flight manual (AFM) to extend runway length limits for takeoff and landing. This AD also provides for an optional terminating action for the AFM revision. This AD results from an event in which braking efficiency was temporarily lost during landing, but was recovered after the flightcrew fully released and then reapplied the brakes. We are issuing this AD to prevent a runway overrun in the event of loss of braking function, which could result in injury to passengers or flightcrew and damage to the airplane.
48-25-03: 48-25-03 CESSNA: Applies to All 120 and 140 Aircraft. Inspection required each 100 hours of operation. Inspect wing drag wire system for loose or broken drag wires and inspect ribs for damage. Inspection openings should be installed aft of the rear spar just inboard of Rib 5 and just outboard of Rib 10 if not already installed. Drag wires should be rerigged if loose, or replaced if broken, and drag ribs should be repaired or replaced if buckled. No. 6 drag wires in the outer wing panel found broken are to be replaced with No. 8. Buckling of the intermediate rib flanges at the spar cutouts does not render the wing unairworthy; however, reinforcement with Cessna P/N 10004-58 is recommended. If the flanges are cracked the reinforcement should be installed. (Cessna Service Letters 27 and 39 cover this same subject.)
2005-17-17: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arrius 2F turboshaft engines. This AD requires replacing certain O-rings on the check valve piston in the lubrication unit. This AD results from a report of a forced landing of a Eurocopter EC120B helicopter. We are issuing this AD to prevent an uncommanded in-flight shutdown of the engine, which could result in a forced autorotation landing and damage to the helicopter.