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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.
2011-13-05: 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: Several cases of Gas Generator (GG) Turbine Blade rupture occurred in service on ARRIEL 2 twin engine applications and recently one on a single engine helicopter. For the case occurring in flight on a single engine helicopter (ARRIEL 2B1 engine), the pilot performed an emergency autorotation, landing the helicopter without further incident. We are issuing this AD to prevent rupture of a GG turbine blade, which could result in an uncommanded in-flight shutdown and an emergency autorotation landing or accident.
96-20-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that currently requires inspection to determine the number of hours time-in-service on the landing gear control unit, and modification of the cable (electrical wiring circuit) of the landing gear control unit. That AD was prompted by a report of failure of a micro-switch in the landing gear control unit. This amendment requires installation of a new landing gear control unit. This amendment also expands the applicability of the existing AD to include additional airplanes. The actions specified by this AD are intended to prevent uncommanded retraction of a landing gear, which could adversely affect airplane controllability.
96-19-18: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA Groupe AEROSPATIALE (Socata) TBM 700 airplanes. This action requires installing four rivets on the right side of the rudder and drilling drainage holes at the areas of the elevators and rudder. Reports of water accumulating in the areas of the elevators and rudder and a report of a bonding defect between the skin and rudder rear spar on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent the wing skin and the rear spar from becoming unbonded or water accumulating in either the elevators or rudder, which could result in loss of control of the airplane.