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91-05-13: 91-05-13 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6910. Docket No. 90-NM-243-AD. Applicability: de Havilland Model DHC-7 series airplanes, Serial Numbers 3 through 36, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible malfunction of the wing flight spoilers, accomplish the following: A. Within 180 days after the effective date of this AD, replace the outboard (Modification Nos. 7/1927 and 7/1951) and inboard (Modification Nos. 7/1928 and 7/1952), right and left wing flight spoilers spigot fittings, in accordance with the Accomplishment Instructions in de Havilland Service Bulletins 7-27-25, Revision B, and 7-27-26, Revision B, both dated January 28, 1983. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be submitted directly to the Manager, New York ACO, ANE-170, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, New York ACO, ANE-170. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1YK, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. Thisamendment (39-6910, AD 91-05-13) becomes effective on March 29, 1991.
95-12-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires installation of a reinforcement modification on the structure of the left- and right-hand cowls of the thrust reversers. This amendment is prompted by the results of a full-scale fatigue test, conducted by the manufacturer, which indicated that fatigue cracks can occur between the 3 and 9 o'clock thrust reverser beams and the forward frame/"J"-ring. The actions specified in this AD are intended to prevent loss of the use of the thrust reversers as a result of the problems associated with fatigue cracking in their cowling structure.
2011-15-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During maintenance, it has been discovered that at the installation of the fixation brackets for rudder spring tabs and trim tabs an incorrect installation of the fixation brackets may have occurred. * * * If the orientation of the fixation bracket is reversed or upside down the screws may not reach into the helicoil thread to a sufficient depth. An incorrect installation, if not detected and corrected, could lead to an in-flight failure of the fixation brackets for rudder spring tabs and trim tabs resulting in and reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on theseproducts.
96-21-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing 767 series airplanes, that currently requires inspections and various follow-on actions to detect cracking and corrosion of the aft trunnion of the outer cylinder of the main landing gear (MLG). That action also provides for the optional termination of the inspections by repairing the outer cylinder and installing new aft trunnion bushings. That AD was prompted by reports of failure of several MLG due to fracture of the aft trunnion outer cylinder. This amendment requires operators to implement the previously optional terminating action. The actions specified by this AD are intended to prevent the collapse of the MLG due to stress corrosion cracking of the aft trunnion of the outer cylinder.
47-10-25: 47-10-25 LOCKHEED: (Was Mandatory Note 28 of AD-763-3.) Applies to All Model 49 Serials Incorporating Eclipse Type 1193, Model 1, Style A Generators on Which the Serial Numbers Are Not Followed by the Letter "M". Compliance required prior to March 1, 1947. Replace the 12 mounting head-to-yoke bolts in each generator with new 1/4-inch bolts (P/N 63937 referred to in Eclipse-Pioneer Bulletin No. 70). (LAC Service Bulletin 49/SB-64 covers this same subject.)
2004-13-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319 and A320 series airplanes, that requires repetitive detailed inspections to detect cracks in the keel beam side panels, and repair if necessary. Accomplishment of the repair ends the repetitive inspections for that repaired area. This action is necessary to detect and correct fatigue cracks on the side panels of the keel beams, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2011-14-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * Following a query from an operator, investigations revealed that some MSN [manufacturer serial number], for which Airbus modification 40391 was indicated as fully embodied inside the Aircraft Inspection Report (AIR), did not have Modification Proposal (MP-S10437) which is part of this modification embodied in production. As a result, ALI [Airworthiness Limitation Item] task 533105-01- 02 has not been performed on the MSN listed in the applicability section of this AD, which constitutes an unsafe condition. * * * * * The unsafe condition is fatigue cracking of the internal structure of the fuselage, which could adversely affect the structural integrity of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-22-04: 76-22-04 MITSUBISHI HEAVY INDUSTRIES, LIMITED: Amendment 39-2757. Applies to Model MU-2B-30 airplanes with serial numbers 502 through 547 and Model MU-2B- 35 airplanes with serial numbers 501 and 548 through 615, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the binding of the main landing gear forward door emergency operating cables and subsequent inability to manually extend the landing gear, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the main landing gear forward door emergency operating cables in accordance with the instructions section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975 or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA Pacific-Asia Region, Honolulu, Hawaii. (b) If, during an inspection required by paragraph (a) of this AD, the cable actuating force is found to exceed 88 lbs, the cable rewinding requires unusually heavy force, the cable rewinding is rough, or the inner cable coating is scraped, replace the cable with another cable of the same part number in accordance with the replacement section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii, and thereafter continue to comply with paragraphs (a) and (b) of this AD. (c) The repetitive inspections required by this AD may be discontinued upon the installation of the newly designed cables, P/N 030A-38558-41 left hand and P/N 030A-38558-51 right hand in accordance with the replacement section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. This amendment becomes effective November 15, 1976.
92-27-14: 92-27-14 AIRBUS INDUSTRIE: Amendment 39-8449. Docket No. 92-NM-100-AD. Supersedes AD 90-11-51 R1, Amendment 39-6635. Applicability: Model A320 series airplanes; equipped with Garrett Auxiliary Power Unit (APU) GTCP36-300[A], Part No. 3800278-2, excluding serial numbers P-453, P-454, and R-477 and subsequent; and APU's modified in accordance with Garrett Service Bulletin GTCP36-49- 6525, any revision; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent potential damage to the fuselage and flight controls, and subsequent reduced controllability of the airplane, accomplish the following: (a) Within 72 hours (clock hours, not flight hours) after July 2, 1990 (the effective date of AD 90-11-51 R1, Amendment 39-6635), accomplish the procedures specified in paragraphs (a)(1) and (a)(2) of this AD: (1) Revise the Limitations Section in the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM Limitations Section. "Operation of the APU on the ground is prohibited, and operation of the APU during flight is prohibited, except during an emergency." (2) Install a placard next to the APU start switch in the cockpit to state: "Operation of the APU on the ground is prohibited, and operation of the APU during flight is prohibited, except during an emergency." (b) Within 30 days after July 2, 1990 (the effective date of AD 90-11-51 R1, Amendment 39-6635), install an external secondary turbine containment shield assembly, Part Number 3615644-1, in accordance with Garrett Alert Service Bulletin GTCP36-49-A5973, dated May 17, 1990; or Revision 1, dated May 22, 1990. Installation of this containment shield assembly constitutes terminating action for the requirements of paragraph (a) of this AD. (c) Within 24 months after the effective date of this AD, remove the external secondary turbine containment shield assembly, Part No. 3615644-1, and install a new external secondary turbine containment shield assembly, Part Numbers 3615898-1 and 3615899-1, in accordance with Garrett Service Bulletin GTCP36-49-6549, dated February 28, 1992. Installation of this containment shield assembly constitutes terminating action for the requirements of paragraphs (a) and (b) of this AD. (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 Manager, 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 installation and replacement shall be done in accordance with the following Garrett service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page GTCP36-49-A5973, Revision 1, May 22, 1990 1, 3, 5, 7-8, 11-12 2, 4, 6, 9-10, 13-14 1 Original May 22, 1990 May 17, 1990 GTCP36-49-A5973, May 17, 1990 1-6, 9-14 7-8 Original (removed) May 17, 1990 GTCP36-49-6549, February 28, 1992 1-16 Original February 28, 1992 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 Garrett Airline Services Division, Technical Publications, Department 65-70,P.O. Box 52170, Phoenix, AZ 85072-2170. 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 February 8, 1993.
80-19-15: 80-19-15 ISRAEL AIRCRAFT INDUSTRIES (IAI): Amendment 39-4189. Applies to Westwind Model 1124/1124A airplanes, S/N's 239 through 292, except S/N's 241, 252, 257, 261, 264, 265, and 290, certificated in all categories. Compliance required before further flight, unless already accomplished. To prevent the upper hot liquid container in the galley from rubbing against the electrical wire bundle and causing a fire which could result in the loss of thrust reversers, flaps, spoilers, and some airplane lights, accomplish the following: (a) Remove upper hot liquid container in galley aft of fuselage station 112LH side. (b) Check if electrical wire bundle located behind upper corner of container is free from chafing marks or damaged insulation. (c) If electrical wire bundle is free from chafing marks or damage, secure all pertinent electrical outlets and install placard prohibiting the installation and use of this hot liquid container until proper routing and protection in accordance with paragraph (e) of this AD is accomplished, and return the aircraft to service. (d) If electrical wire bundle shows chafing marks or damage, repair per standard aircraft practice and accomplish proper routing and protection in accordance with paragraph (e) of this AD, or install placard required by paragraph (c) of this AD. (e) The placard installed in accordance with paragraph (c) of this AD may be removed provided proper routing and protection against chafing is accomplished in accordance with Federal Aviation Administration Advisory Circular No. 43-13-1A, Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair, Chapter 11, or equivalent means approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reinstall hot liquid container and visually check for clearance with the wire bundle. Clearance is checked through gap above container. Return aircraft to service. (f) Report defects found to the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. This amendment becomes effective August 10, 1981, as to all persons except those persons to whom it was immediately effective by priority letter AD 80-19-15, issued September 11, 1980, which contained this amendment.
96-21-08: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-30 and SD3-SHERPA series airplanes, that requires inspections of the vertical fin-to-tailplane joint to detect any loose bolts; and, if necessary, inspections to detect elongation of bolt holes, and replacement with new bolts, if necessary. Additionally, this amendment requires inspections of the upper shear angle to detect pulled or loose rivets, and replacement of the shear angle using new rivets, if necessary. This amendment is prompted by reports of loose bolts in the vertical fin-to-tailplane joint and pulled or loose rivets in an upper shear angle. The actions specified by this AD are intended to prevent reduced structural integrity of the vertical fin to tailplane joint due to such discrepancies of the bolts or rivets.
88-21-04: 88-21-04 PARTENAVIA COSTRUZIONE AERONAUTICHE, S.P.A.: Amendment 39-6026. Applies to P 68 Series (Serial Numbers 1 through 381) airplanes 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 preclude pitch instability, accomplish the following: (a) Remove, visually inspect, and replace or modify as required, the left and right stabilator trim tabs, and, as required modify the stabilator rear spar as described in Paragraph 2 of Partenavia Service Bulletin No. 73, Revision 1, dated July 11, 1988. (b) If the inspection specified in Paragraph (a) of this AD shows damage to either trim tab, prior to further flight inspect for damage and repair, as required, the stabilator, control system, attachments, stops, rigging, and controls. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalentmeans of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Office (AEU-100), c/o American Embassy, B-1000, Brussels, Belgium; telephone 32 2 513.38.30, extension 2710. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Partenavia Costruzione Aeronautiche, S.p.A., 80026 Casoria (NA) Via G. Pascoli No. 7, Italy; telephone (081) 7596311; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-6026, becomes effective on October 27, 1988.
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.
96-18-22: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 96-18-22 which was sent previously to all known U.S. owners and operators of Robinson Helicopter Company (Robinson) Model R44 helicopters by individual letters. This AD requires an inspection of the mating surfaces of the main rotor gearbox (gearbox) components for pitting, elongated bolt holes, or machining grooves, and replacement of the gearbox if elongated bolt holes, machining grooves, or an improper amount of pitting is discovered; and replacement of the 18 bolts and washers that attach the gear to the gear carrier assembly (gear carrier). This amendment is prompted by an inflight failure of the gearbox on a French-registered Model R44 helicopter that resulted in an accident. The actions specified by this AD are intended to prevent loosening of the bolts securing the gear to the gear carrier, which could lead to fatigue failure of the gear carrier within the gearbox, andsubsequent loss of power to the main rotor which could lead to a forced landing.
96-20-07: This amendment supersedes Airworthiness Directive (AD) 82-07-03, which currently requires repetitively testing (pressure decay) the combustion tube of JanAero Devices B-Series combustion heaters, Models B1500, B2030, B3040, and B4050, that are installed on aircraft, and overhauling any heater that does not pass one of these pressure decay tests. This action retains the pressure decay test and possible heater overhaul requirements of AD 82-07-03; and requires repetitive operational testing of the combustion air pressure switch, and replacing any combustion pressure switch that does not pass one of these tests. Two occurrences of failure of the affected heaters prompted this action. In one case, an explosion resulted and the baggage compartment door was blown off the airplane. In the other case, a fire occurred in the baggage compartment while the airplane was in flight. The actions specified by this AD are intended to prevent an airplane fire or explosion caused by failure of the heater combustion tube assembly or combustion air pressure switch.
74-14-01: 74-14-01 HARTZELL PROPELLERS: Amendment 39-1883 as amended by Amendment 39-1924. Applies to Hartzell T10173H()+(), T10176H()+(), T10178H()-(), and () T10282H()+() hard alloy type blades installed on but not limited to Model HC-B3TN-2( ), HC- B3TN-3( ), HC-B3TN-5( ), HC-B3TN-7( ), HC-B3TF-7( ), HC-B4TN-3( ) and HC-B4TN-5( ) propellers which are used on United Aircraft of Canada Limited PT-6A-( ) and AiResearch TPE 331( )-( ) series engines. These propellers are installed on but not limited to Swearingen SA-226 Series, Short SC-7 Series 3, Aero Commander 690 Series and de Havilland DHC-6 300 type aircraft. Compliance required as indicated, unless already accomplished. Propellers with more than 1000 hours in service, excepting those with replacement blades having less than 1000 hours in service, as of the effective date of this Airworthiness Directive are excluded. Also, the following propellers having the serial numbers listed below are excluded: PROPELLER MODEL - HC-B3TN-2; S/N - AG-275 and above PROPELLER MODEL - HC-B3TN-3; S/N - BU-4624 and above PROPELLER MODEL - HC-B3TN-5: S/N - BV-2210, BV-2213, BV-2214, BV-2216 and above PROPELLER MODEL - HC-B3TN-7: S/N - CV-7 and above PROPELLER MODEL - HC-B3TF-7: S/N - EX-3 and above PROPELLER MODEL - HC-B4TN-3: S/N - EA-255 and above PROPELLER MODEL - HC-B4TN-5: S/N - CD-62 and above To detect blade cracks and prevent possible blade failures, accomplish the following: (a) Propellers with less than 950 hours in service since new as of the effective date of this Airworthiness Directive must be inspected in accordance with Paragraph (e), within the next 50 hours time in service. (b) Propellers with 950 hours in service, but not more than 1000 hours in service as of the effective date of this Airworthiness Directive must be inspected in accordance with Paragraph (e) prior to the accumulation of 1000 hours in service. (c) Propellers whose total hours in service are unknown willbe assumed to have less than 950 hours in service since new and thus must be inspected in accordance with the requirements of Paragraph (a). (d) In the event propellers with more than 1000 hours in service are equipped with replacement blades which have less than 1000 hours in service, such propeller blades must be inspected in accordance with the requirements of Paragraphs (a) or (b), as applicable contingent upon the time in service of the replacement blades. (e) Inspect blades for cracks or defects in accordance with Hartzell Bulletin No. 105 dated May 22, 1974, or later Federal Aviation Administration approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. Replace any cracked or defective blades before further flight with blades to which this Airworthiness Directive does not apply, or have been inspected in accordance with this Airworthiness Directive and found satisfactory. (f) Upon request of the operator a Federal Aviation Administration Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration Great Lakes Region, may adjust the compliance time specified in Paragraph (b), if the request contains substantiating data to justify the adjustment for that operator. Amendment 39-1883 became effective as of July 2, 1974. This Amendment 39-1924 becomes effective August 22, 1974.