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2005-20-31: The FAA is rescinding an existing airworthiness directive (AD) that applies to Honeywell FMS one million word (1M or 700K) data bases (9104 cycle or earlier) as installed in, but not limited to McDonnell Douglas Model MD-11 and MD-11F airplanes, Boeing Model 747-400 series airplanes, and Boeing Model 757 and 767 airplanes. That AD requires a revision to the FAA-approved Airplane Flight Manual (AFM) and installation of a placard to prohibit the use of Nondirectional Beacon (NDB) approaches for landing. That AD was prompted by an anomaly in the Honeywell FMS one million word (1M or 700K) data bases (9104 cycle or earlier). We issued that AD to prevent an airplane deviating from the published approach to the runway, which could lead to premature ground contact before reaching the runway. Since we issued that AD, we have determined that the Honeywell FMS one million word (1M or 700K) databases (9104 cycle or earlier) no longer exist on any of the affected airplanes.
84-01-03 R1: 84-01-03 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4787 as amended by Amendment 39-5534. Applies to Models SA315, SE3160, SA316, and SA319 series helicopters, certificated in all categories, that are equipped with main gearbox "A" frame support assemblies, P/N 315A21.04.000, 315A21.05.000, 3160S22.04.000, and 000.1, or 3160S22.05.000, and 000.1. Compliance required as indicated, unless already accomplished. To prevent possible in-flight failure of an "A" frame due to fatigue cracks in either lower eye end-fitting, accomplish the following: (a) For Model SA315 series helicopters, comply with Lama SA315 Service Bulletin No. 01.18, Revision A, within 50 hours' time in service after the effective date of this AD. This bulletin established a finite service life for certain identified original and repaired "A" frame assemblies and permits only one-time replacement/repair of an eye end-fitting on each "A" frame assembly. Replacing a repair eye end-fitting with another repair eye end-fitting is prohibited. NOTE: The service bulletin establishes a 3,200-hour service life limit for certain original and repaired "A" frames and a 1,600-hour service life limit for certain other original and repaired "A" frames. (b) For Models SE3160, SA316, and SA319 series helicopters, comply with Alouette SB No. 01.49, Revision 1, dated May 30, 1986, within 50 hours' time in service after the effective date of this AD amendment. This bulletin establishes a finite service life for certain identified original and repaired "A" frame assemblies for these helicopters and permits only one-time replacement/repair of an eye end-fitting on each "A" frame assembly. Replacing a repair eye end-fitting with another repair eye end-fitting is prohibited. NOTE: Revision A of the service bulletin establishes for the Model SE3160 an 11,000- hour service life limit for certain original and repaired "A" frames and a 5,500-hour service life limit for certain other original and repaired "A" frames. Revision 1, dated May 30, 1986, instituted on Model SE3160 helicopters an unlimited service life for original "A" frames whose serial number is preceded by letters other than "RO". (Frames with RO serial numbers retain the 11,000-hour and 5,500-hour service life). For Model SE3160 helicopters, a repair eye end-fitting is limited to 5,500 hours service life. For the Models SA316B and C and SA319B helicopters, the service bulletin, Revision A and 1, retains the present 3,200 or 1,600-hour service life limit for certain original and repaired "A" frames and eye end-fittings and establishes a 1,600-hour service life for certain other original and repair eye end-fittings. (c) Aircraft may be flown in accordance with FAR 21.197 and 21.199 to a base where compliance may be accomplished. (d) The Director of the Federal Register approved the incorporation by reference of the manufacturer's specifications and procedures identified and described in this directive pursuant to 5 U.S.C. 552(a)(1). Persons may obtain copies of the service bulletins upon request to Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. The documents may be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. A file on this AD which includes the incorporated material in full is maintained at the regional office in Fort Worth, Texas. These materials are incorporated as they exist on the date of the approval and a notice of a change to the service life limits stated in these documents will be published in the Federal Register. (e) Equivalent means of complying with this AD must be approved by the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. This procedure shall be done in accordance with AerospatialeAlouette SB No. 01.49, Revision 1, dated May 30, 1986. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. Amendment 39-4787 became effective February 21, 1984. This amendment, 39-5534, becomes effective April 25, 1987.
98-09-27: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 768 and 772 series turbofan engines. This action requires initial and repetitive visual inspections of thrust reverser hinge lugs and attachment ribs for cracks, and, if necessary, removal from service and replacement with serviceable parts. This amendment is prompted by aircraft certification testing which revealed that stresses on the thrust reverser hinge were higher than had been anticipated during engine certification. The actions specified in this AD are intended to prevent thrust reverser hinge failure, possibly resulting in liberation of the thrust reverser cowl duct from the engine nacelle, which could result in impact damage to other sections of the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of May 21, 1998. Comments for inclusion in the Rules Docket must be received on or before July 6, 1998.
60-02-02: 60-02-02\tBOEING: Amdt. 75 Part 507 Federal Register January 15, 1960. Applies to the following 707-100 Series Aircraft Only: Serial Numbers 17586 through 17591, 17609, 17610, 17628 through 17641, 17659 through 17666, 17925, 17926. \n\tCompliance required as indicated. \n\tService experience has shown that it is possible for the inboard aileron balance panel end seals to loosen and restrict movement of the aileron on some Boeing 707 aircraft. Therefore, certain inspection(s) or modification(s) are to be accomplished. \n\tPart I. Within the next 200 hours' time in service and at each 200 hours' time in service thereafter until Part II of this AD is accomplished, conduct the following inspection(s). \n\t(a)\tRemove the inboard aileron balance bay access panels on the wing lower surfaces. \n\t(b)\tInspect the fasteners retaining the felt end seals P/N 5-87140-8 and P/N 3-94377-1 at each end of the balance panel hinge and retorque as necessary. \n\t(c)\tReinstall access panels. \n\tPart II. ThePart I inspections may be discontinued after incorporating the following modification(s). \n\t(a)\tRemove the inboard aileron balance bay access panels on the wing lower surfaces. \n\t(b)\tDelete felt end seals 5-87140-8 and washer BAC-W10P-69S (8 places) and retaining screw NAS 514P-632-8, washer AN 960-6 and nut (16 places). Open holes are satisfactory. \n\t(c)\tDelete felt end seals 3-94377-1 (8 places). \n\t(d)\tInspect and replace any damaged nuts and nut plates from which bolts were removed. \n\t(e)\tDelete spacer washer AN 960D10 (8 places). \n\t(f)\tReassemble using shorter bolts to compensate for parts deleted or modified. \n\t(g)\tCheck for proper operation of inboard ailerons. \n\t(h)\tReinstall access panels. \n\t(Boeing Service Bulletin No. 245 pertains to this same subject.)
2017-13-03: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. This AD requires adding an identification number to life-limited rod ends that do not have a serial number (S/N). The actions of this AD are intended to address an unsafe condition on these products.
2017-13-04: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2 (including configuration C-2e) and MBB-BK 117 D-2 helicopters. This AD requires replacing the main rotor (M/R) blade vibration absorbers. This AD was prompted by a report of strong M/R blade vibrations on a Model MBB-BK 117 C-2 helicopter. The actions of this AD are intended to prevent an unsafe condition on these products.
98-09-19: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes, and Model MD-88 airplanes, that requires modification of certain non-regulating shutoff valves on the engine starter, or installation of a pressure relief valve in the pneumatic supply line to the starter air shutoff valve on engines 1 and 2. This amendment is prompted by reports of uncontained failures of engine starters during flight and maintenance, which resulted from the application of excessive pressure on the engine starter that was associated with the installation of non-regulating shutoff valves on the starter. The actions specified by this AD are intended to prevent such uncontained failures of the engine starters, which could create a fire hazard in the engine nacelle.
61-23-02: 61-23-02 CANADAIR: Amdt. 362 Part 507 Federal Register November 3, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. To preclude failure of the elevator tab tension rods, P/N 28-90031, the life of each rod is limited to 450 hours' time in service. Every 450 hours' time in service, all eight tension rods of the elevator tab system must be replaced with similar parts supplied by Canadair or FAA approved equivalent. For those aircraft with more than 450 hours' time in service on the effective date of this AD, rods must be replaced within the next 25 hours' time in service. When the rods are replaced and detuned in accordance with the procedures in Canadair Service Bulletin No. CL44D4-201 Issue 2, the replacement time is increased to 10,000 hours' time in service. (Canadair Service Bulletins Nos. CL44D4-190, and CL44D4-201 Issue 2 apply to this subject.) This directive effective November 3, 1961. Revised June 23, 1962.
79-08-05: 79-08-05 PIPER (TED SMITH): Amendment 39-3449. Applies to Aerostar Model 600, 601, and 601P Airplanes certificated in all categories. Compliance required as indicated. To prevent possible fire or explosion in the area aft of the fire wall in the engine nacelles, accomplish the following: (a) Within 10 hours time in service from the effective date of this AD, prior to engine start for each flight, check the lower engine nacelle cowling and the lower wing surface just outboard of the engine nacelle for wetting or other indications of fuel leakage. The checks required by this AD may be performed by the pilot. NOTE 1. Removal of the engine or nacelle cowling is not required to perform this check. NOTE 2. For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. (b) If fuel stains, discoloration or any other signs of leakage are observed, the source of leakage must be determined and the leak repaired prior to further flight. (c) Within the next ninety (90) days from the effective date of this AD or by the next annual inspection after the effective date of this AD, whichever occurs later, rework the aft nacelle and fire wall area to provide sealing, drainage, and ventilation per Part II of Piper Aerostar Service Bulletin 600-80, dated April 6, 1979. (d) Pre-flight inspections required by (a) may be discontinued after rework per (c) is accomplished. (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 repairs required by this AD. (f) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective May 24, 1979.
98-09-23: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011 series airplanes, that currently requires various modifications and corrective actions to prevent a potential fire hazard caused by heat damage to the flex fuel feed line from an undetected gearbox fire. In lieu of the various modifications and corrective actions, that AD also provides for an optional terminating action (i.e., installation of a vent air tube in the gear compartment and thickened gearbox housings) for another existing AD. For airplanes on which that optional terminating action has been accomplished, this amendment requires accomplishment of the various modifications and corrective actions. This amendment is prompted by a report indicating that, due to bearing failure, an in-flight fire occurred on an airplane on which a thickened gearbox housing was installed. The actions specified by this AD are intended to detect and correct bearing failure, which could lead to a fire in the gearbox.
98-09-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes (formerly known as Beech Aircraft Corporation Model 1900D airplanes). This AD requires inspecting and repairing the radio switching panel relay printed circuit board (PCB) and the nose avionics wire harnesses, and replacing the existing A017 component PCB with a new A017 component PCB that has internal overcurrent protection fuses. Several reported incidents of lost use of the pilot/co-pilot intercom system, VHF communication system, and public address system while in flight prompted this action. The actions specified by this AD are intended to prevent the loss of the pilot and co-pilot intercom, VHF communications, and passenger address system, which could result in loss of all communication during critical phases of flight.
98-09-17: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747-200F and -200C series airplanes. This action requires repetitive inspections or a one-time inspection to detect cracking of certain areas of the upper deck floor beams; and corrective actions, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in the upper chord and web of upper deck floor beams. The actions specified in this AD are intended to prevent such fatigue cracking and the resultant failure of such floor beams. Failure of the floor beam could result in damage to critical flight control cables and wire bundles that pass through the floor beam, and consequent reduced controllability of the airplane; failure of the floor beam also could result in the failure of the adjacent fuselage frames and skin, and consequent rapid decompression of the airplane.
2005-20-29: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 300, 747SP, and 747SR series airplanes. This AD requires repetitive inspections to detect cracks in various areas of the upper deck floor beams, and repair if necessary. This AD results from fatigue testing that revealed severed upper chords of the upper deck floor beams due to fatigue cracking. We are issuing this AD to detect and correct cracking in the upper chords of the upper deck floor beams. Undetected cracking could result in large deflection or deformation of the upper deck floor beams, resulting in damage to wire bundles and control cables for the flight control system, and reduced controllability of the airplane. Multiple adjacent severed floor beams could result in rapid decompression of the airplane. \n\nDATES: This AD becomes effective November 16, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference ofBoeing Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003; and Boeing Alert Service Bulletin 747-53A2452, dated April 3, 2003; as of November 16, 2005. \n\n\tOn June 27, 2002 (67 FR 36081, May 23, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. \n\n\tOn June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53-2349, dated June 27, 1991.
60-06-03: 60-06-03 BRANTLY: Amdt. 112 Part 507 Federal Register March 10, 1960. Applies to all Brantly B-2 helicopters Serial Numbers 1 through 29 with tail rotor guard upper fitting, P/N B2-416-2 installed. Compliance required within the next 10 hours' time in service and at each 10 hours' time in service thereafter. A fatigue crack has been found around the forward end of the weld joining the tail rotor guard to the sheet metal bracket at the upper tail rotor gear box. To preclude the possibility of the tail rotor loss because of entanglement with the tail rotor guard, the following shall be accomplished: (a) Remove paint in the area of the weld joining the upper guard fitting P/N B2-416- 2 and the tail rotor guard P/N B2-416-3 and inspect the weld area for cracks using a dye penetrant method or equivalent. (b) If a crack is found the defective parts must be replaced or repaired prior to further flight. The fitting may be repaired by stop drilling the crack and adding a reinforcing plate of 0.035 inch by 1 inch by 1 inch SAE 4130 steel over the crack, welding all four edges to P/N B2- 416-2. The reinforcing plate may be located under the head of the screw attaching the guard fitting to the tail rotor gear box, provided the plate is drilled for this screw and extends completely under the screw head. (c) When an improved upper fitting as specified in Brantly Service Bulletin No. 1 is incorporated, the provisions of this directive no longer apply.
2002-09-04: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron, Inc. (BHTI) Model 205A, 205A-1, 205B, 212, 412, 412EP, and 412CF helicopters, that requires inspecting each affected tail rotor blade forward tip weight retention block (tip block) and the aft tip closure (tip closure) for adhesive bond voids, and removing any tail rotor blade with an excessive void from service. This AD also requires modifying certain tail rotor blades by installing shear pins and tip closure rivets. This amendment is prompted by five occurrences of missing tip blocks or tip closures resulting in minor to substantial damage. The actions specified by this AD are intended to prevent loss of a tip block or tip closure, loss of a tail rotor blade, and subsequent loss of control of the helicopter.
98-05-06: This action confirms the effective date of Airworthiness Directive (AD) 98-05-06, which applies to Pilatus Aircraft Ltd. (Pilatus) Model PC-12 airplanes. AD 98-05-06 requires inspecting the elevator for incorrect rivet lengths and installing new rivets if incorrect rivet lengths are found. This AD also requires inspecting the elevator to assure that an excessive gap (more than .004 inches or .1 millimeters (mm)) does not exist in the rivet shanks, and installing a shim between the rib and skin to fill any excessive gap. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified in this AD are intended to prevent fatigue damage to the elevator, which could result in structural failure and eventual loss of control of the airplane.
60-23-02: 60-23-02 CURTISS-WRIGHT: Amdt. 217 Part 507 Federal Register November 4, 1960. Applies to all C-46 Series aircraft. Compliance required as indicated. As a result of recent inspections of C-46 aircraft, unapproved inspection openings approximately 3 inches by 5 inches have been found in the wing rear spar web at the inboard flap actuator. (a) Prior to further flight visually inspect rear face of rear spar web at flap actuators by extending flap. (b) Cargo aircraft found to have unapproved openings in the rear spar web must have an approved repair accomplished within not more than 25 flight hours. Pending accomplishment of an approved repair the inspection in paragraph (a) must be accomplished after each landing and further flight not authorized if cracks or other damage are found. (c) Passenger aircraft found to have unapproved openings in the rear spar web must have an approved repair accomplished before next flight with passengers. Special flight permits maybe obtained for the purpose of permitting aircraft to be ferried to a base where repairs can be made. This airworthiness directive sent by telegram to all known air carrier operators of Curtiss- Wright C-46 Series aircraft on October 21, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegram of October 21, 1960.
2002-09-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and MD-88 airplanes. This AD requires an inspection to verify proper installation of the support clamp of the alternating current (AC) power relay feeder cables at the aft inboard side of the electrical power center, and corrective actions, if necessary. This action is necessary to prevent the AC power relay feeder cables from chafing against the aft inboard side of the electrical power center due to improper installation, which could result in electrical arcing and damage to adjacent structures, and consequent smoke and/or fire in the electrical power center area. This action is intended to address the identified unsafe condition.
64-05-05: 64-05-05 PRATT & WHITNEY: Amdt. 691 Part 507 Federal Register February 27, 1964. Applies to All JT3C-7, JT3C-12, and JT3D Series Turbofan Engines, and JT4A Series Turbojet Engines. Compliance required as indicated. To preclude severe engine damage as the result of the engine fuel control throttle valve packing leakage, accomplish the following on all Hamilton Standard JFC25 engine fuel controls incorporating aluminum throttle valve assemblies. (a) For throttle valve assemblies previously overhaul by the procedure described in (d) or engine fuel controls Serial Numbers 34550 and up, overhaul in accordance with (d) at every engine fuel control overhaul. (b) For throttle valve assemblies previously overhauled with low burnish finish or unknown burnish finish packings P/N's 562026-28 and -29 and with the following new aluminum parts: throttle valve piston, throttle valve rod and throttle valve lower cylinder, overhaul in accordance with (d) as follows: (1) Overhaul throttle valve assemblies with 2,500 or more hours' time in service since last throttle valve assemblies overhaul or since new, within the next 100 hours' time in service after the effective date of this AD and at every engine fuel control overhaul thereafter. (2) Overhaul throttle valve assemblies with less than 2,500 hours' time in service since last throttle valve assembly overhaul or since new, prior to the accumulation of 2,600 hours' time in service since last throttle valve assembly overhaul or since new and at every engine fuel control overhaul thereafter. (c) For throttle valve assemblies previously overhauled with low burnish, unknown burnish finish or high burnish finish packings, P/N's 562026-28 and -29 and any of the following used aluminum parts: throttle valve piston, throttle valve rod and throttle valve lower cylinder, overhaul in accordance with (d) as follows: (1) Overhaul throttle valve assemblies with 1,100 or more hours' time in service since last throttle valve assemblies overhaul, within the next 100 hours' time in service after the effective date of this AD and every engine fuel control overhaul thereafter. (2) Overhaul throttle valve assemblies with less than 1,100 hours' time in service since last throttle valve assembly overhaul prior to the accumulation of 1,200 hours' time in service since last throttle valve assembly overhaul and at every engine fuel control overhaul thereafter. (d) Replace the packings P/N's 562026-28 and -29 with new high burnish finish packings, P/N's 562026-28 and -29. In addition, replace the aluminum throttle valve piston, throttle valve rod, and throttle valve lower cylinder with a new aluminum throttle valve piston, throttle valve rod, and throttle valve lower cylinder. Conduct a complete fuel control calibration after incorporation of the new parts. (e) Upon the request of the operator an FAA maintenance inspector, subject to prior approval of the Chief, Engineering andManufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic messages dated August 5 and 27, and October 30, 1963, to all JT3C-7, JT3C-12, JT3D Series, and JT4A Series operators cover this same subject.) This directive effective February 27, 1964.
98-08-29: This amendment adopts a new airworthiness directive (AD) that applies to certain Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASK 21 sailplanes. This AD requires removing certain pages from the sailplane flight manual and replacing these pages with new pages having different information regarding spin and stall recovery. This action is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent operators from using inaccurate stall and spin recovery information provided in the sailplane flight manual (SFM), which could result in the inability to recover from a spin or stall during flight.
2017-11-10: We are adopting a new airworthiness directive (AD) for all Lycoming TIO-540-AJ1A reciprocating engines. This AD requires initial and repetitive inspections of engine exhaust system weld joints and torque checking the exhaust pipe flange mounting nuts. This AD was prompted by several reports of engine exhaust leaks. We are [[Page 26983]] issuing this AD to correct the unsafe condition on these products.
2017-10-25: We are adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) model Spey 506-14A, Spey 555- 15, Spey 555-15H, Spey 555-15N, and Spey 555-15P turbofan engines. This AD requires reducing the maximum approved life limits for certain high- pressure compressor (HPC) stage 12 rotor disks. We are issuing this AD to correct the unsafe condition on these products.
98-08-24: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military) airplanes, that requires a one-time visual inspection to determine if all corners of the forward lower cargo doorjamb have been previously modified. This amendment also requires low frequency eddy current inspections to detect cracks of the fuselage skin and doubler at all corners of the forward lower cargo doorjamb, various follow-on repetitive inspections, and modification, if necessary. This amendment is prompted by fatigue cracks found in the fuselage skin and doubler at the corners of the forward lower cargo doorjamb. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
98-08-19: This amendment adopts a new airworthiness directive (AD) that applies to all Twin Commander Aircraft Corporation (Twin Commander) 500, 600, and 700 series airplanes. This AD requires installing access holes in both wing leading edges and repetitively inspecting the forward attach brackets and straps for cracks. Reports of cracks in the wing to fuselage attachment brackets and straps, wing station (WS) 24, and fuselage frames prompted this action. The actions specified by this AD are intended to detect cracks at the wing to fuselage attach points, which, if not detected and corrected, could cause structural failure and loss of control of the airplane.
80-12-06: 80-12-06 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3788. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24-42 and up), certificated in all categories. Compliance required as indicated. To ensure fastener integrity and prevent possible loss of structural rigidity and strength of primary airframe structure, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, replace existing AGS-2050 rivets in the wing, rudder, aileron, flap and landing gear pod structures with improved structural rivets in accordance with the instructions contained in GAF Nomad Service Bulletin No. NMD-51-1 dated November 30, 1979, or an FAA- approved equivalent. (b) Aircraft may be flown in accordance with FAR 21.197 and FAR 21.199 to a location where the modification can be accomplished. (c) For purposes of complying with this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request from the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne, 3207 Vic., Australia. These documents may also be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, and Rules Docket, Room 916, FAA, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective June 16, 1980.