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91-08-04: 91-08-04 AVIATECH INC.: Amendment 39-6925. Docket No. 90-ANE-14. Applicability: Aviatech Inc., TSO-C39a Pilot and Co-Pilot seats Model 394 series as follows: Affected Pilot and Co-Pilot seats Part Numbers (P/N), 394 (000) 01,-02, -03, -04, -05, -06, and 394-(001) -01, -02, -03, -04,-05, -06, installed on, but not limited to, Boeing of Canada, Ltd., deHavilland Division, Model DHC-8. Compliance: Required within the next 90 days after the effective date of this AD, unless already accomplished. To prevent the pilot and co-pilot shoulder harness from becoming excessively worn and frayed, which could result in failure of the shoulder harness, accomplish the following: (a) Inspect the pilot and co-pilot seats to determine if any of the above P/Ns are inscribed on the FAA - TSO-C39a tag. (b) Modify all seats with any of the above P/Ns by incorporating the Aviatech Inc. Kit No. 394-25-002, which requires installing new backrest cushion-covers and a roller-guide for the shoulder harness, in accordance with Aviatech Service Bulletin No. 2, Model 394, Revision A, dated March 1, 1990 (Paragraph 2, Accomplishment Instructions). (c) Special flight permits may be issued in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine & Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The modifications and installation procedures shall be done in accordance with the following Aviatech Service Bulletin (SB): DOCUMENT NO. PAGE NO. ISSUE/REVISION DATE Aviatech Inc. 1, 2, 4, 8, 10 Rev. A March 1, 1990 SB No. 2 3, 5, 6, 7, 9, 11 Original June 29, 1989 The 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 Aviatech Inc., 2400 Guenette Street, St. Laurent, Quebec, Canada H4R 2H2. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-6925, AD 91-08-04) becomes effective on May 6, 1991. AVIATECH 1
77-08-04: 77-08-04 BEECH: Amendment 39-2875. Applies to Models 58P and 58PA (Serial Numbers TJ-46 thru TJ-74, TJ-76, TJ-78 thru TJ-80, TJ-82 thru TJ-85, TJ-88 and TJ-89) and Models 58TC and 58TCA (Serial Numbers TK-7 thru TK-18, TK-20, TK-21, TK-25, TK-27, TK-30, TK-32, TK-34, TK-37 and TK-38) airplanes certified in all categories. Compliance: Required as indicated, unless already accomplished. To assure that the correct bolts are installed in the engine mount fittings, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: A. Inspect, and if necessary, replace the engine mount fitting bolts in accordance with the following procedures: 1. Remove the access covers just aft of the engine firewall on the upper and lower inboard and outboard sides of both right and left engine nacelles to gain access to the engine mount fittings (four per engine). 2. Visually inspect the two attach bolts in each fitting (eight bolts for each engine) to determine that NAS bolts are installed. NAS bolts may be identified by a concave indentation on the bolt head and NAS stamped on the bolt head. 3. If NAS bolts are installed, reinstall the access covers and proceed to Paragraph A.6. below. If NAS bolts are not installed, proceed with Paragraphs A.4. thru A.6. below. 4. Using engine hoist and sling as noted in the engine removal section of the applicable Beech Maintenance Manual, lift the engine weight off of the engine mount fittings. 5. Remove any of the engine mount fitting bolts that are not NAS bolts (remove and replace one bolt at a time). Discard the bolts and self-locking nuts removed and install new NAS1104-7 or NAS1104-7M bolts using new AN960-416L washers and new MS21042-4 self-locking nuts. Torque bolts to 50 to 70 inch pounds. Reinstall access covers and proceed to Paragraph A.6. 6. Make proper entry in the aircraft maintenance records that are to be transferred with the aircraft showing compliance with this AD. B. Compliance time for this AD may be extended up to 10 hours to a maximum of 110 hours to allow compliance with this AD at previously scheduled maintenance periods. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D. Beechcraft Service Instructions No. 0875-038 covers the subject matter of this AD. This amendment becomes effective May 26, 1977.
2005-20-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus transport category airplanes, identified above. This AD requires an inspection to determine if a certain lower pin (p-pin) of the retraction actuator of the main landing gear (MLG) is installed. If the affected p-pin is installed, this AD requires a one-time inspection of the p-pin for correct grease hole position and cracking; repetitive daily inspections for pin migration; and eventual replacement of all p- pins with new p-pins. For any p-pin that is cracked or shows pin migration, this AD requires immediate replacement with a new p-pin. Replacing the p-pin with one that is correctly manufactured (i.e., that has the correct grease hole position) is terminating action for the repetitive inspections. This AD results from a report that a cracked p- pin was found when the MLG was removed for overhaul. We are issuing this AD to prevent failure of the p-pin, which could result in degradation of the MLG structural integrity and possible hazardous landing.
2002-07-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -200C series airplanes, that requires repetitive inspections to find cracking of certain fuselage lap joint areas, and repair of any cracking found. This amendment also requires eventual modification of those areas, which constitutes terminating action for the repetitive inspections. This action is necessary to find and fix cracking of certain fuselage lap joint areas, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
98-06-22: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that currently requires measurement of the force required to move the interior control handle of the emergency exit doors, and various follow-on corrective actions, if necessary. This amendment adds repetitive functional tests to measure the force necessary to move the interior control handle of the emergency exit doors; and requires adjusting an emergency exit door or replacing the bearing of the door lifting mechanism, if necessary. This amendment is prompted by reports of seizure of a bearing and increased door handle forces that were outside the limits of the required hand forces due to seizure of two teflon line bearings on the lifting shaft. The actions specified by this AD are intended to prevent impeding passenger evacuation during an emergency due to difficulty in lifting the interior control handle that is used to open the emergency exit door.
59-09-04: 59-09-04 VERTOL: Applies to all Models 44A, B, and C Helicopters. Compliance required as indicated, but no later than May 15, 1959. (1) A failure of the low velocity fan disc assembly, P/N 42P6422, has recently been experienced in a Vertol 44 helicopter. The failure originated as a crack at the blade retaining bolt hole in the disc flange forward face, progressing radially into the flange and disc radius and continuing circumferentially in the radius area for 14 to 16 inches. This portion of the fan disc, containing six fan blades, then separated from the fan and was thrown through the left-hand side of the fuselage. (2) To preclude recurrence of said failures, fan disc assemblies, P/N 42P6422, must be retired at 400 hours' time. (3) It is permissible to operate the fan to 500 hours, providing the following requirements are complied with at, or before, 400 hours' time: a. Remove spinner, P/N 42P6420. b. Visually inspect the disc flange in the blade retaining bolt hole area for evidence of cracks. c. Reassemble, adding AN 960-416 washers under the 32 nuts in place of removed spinner. (The spinner must not be reinstalled, to facilitate future inspections.) d. Inspect the above-mentioned areas for evidence of cracks every four (4) flight-hours. e. Any evidence of cracks will be cause for immediate retirement of the fan disc assembly. Fans removed from service because of cracks will be destroyed or mutilated so as to preclude the possibility of their being returned to service. (Vertol Service Department Technical Memorandum No. 1901 covers this same subject.)
96-07-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires an inspection to verify the proper position of "door open" placards on the inside of the main entrance door, and replacement with new placards appropriately positioned, if necessary. This amendment is prompted by a report that the "door open" placards on the inside of the main entrance door, as currently installed, may not be visible to passengers or flightcrew when the door handle is in the open position. The actions specified by this AD are intended to ensure that certain placards on the inside of the main entrance door are clearly visible and perform their intended function in the event of an emergency evacuation.
2017-08-06: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90 turbofan engines. This AD was prompted by a report of an engine and airplane fire. This AD requires replacing affected fuel/oil lube/servo coolers (``main fuel oil heat exchangers'') with a part eligible for installation. We are issuing this AD to correct the unsafe condition on these products.
2005-20-04: The FAA is adopting a new airworthiness directive (AD) for Teledyne Continental Motors (TCM) GTSIO-520 series reciprocating engines. This AD requires initial and repetitive visual inspections of the starter adapter assembly and crankshaft gear. This AD also requires unscheduled visual inspections of the starter adapter assembly and crankshaft gear due to a rough-running engine. This AD also requires replacement of the starter adapter shaft gear needle bearing with a certain bushing. Also, this AD requires installation of a certain TCM service kit at the next engine overhaul, or at the next starter adapter replacement, whichever occurs first. This AD results from six service difficulty reports and one fatal accident report received related to failed starter adapter assemblies. We are issuing this AD to prevent failure of the starter adapter assembly and or crankshaft gear, resulting in failure of the engine and possible forced landing.
98-06-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0070 and Mark 0100 series airplanes, that requires replacement of the operating handles of the overwing emergency exits with improved handles that have self- illumination. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to ensure that the operating handles of the overwing emergency exits are clearly visible during an emergency evacuation.
96-23-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model 4101 airplanes. This action requires a one-time test to verify if the disconnect lock of the aileron disconnect control system functions properly, and follow-on actions, if necessary. This amendment is prompted by a report that a disconnect unit of the aileron control system was found to be jammed and unserviceable. The actions specified in this AD are intended to detect and correct such jamming, which could result in reduced controllability of the airplane.
96-04-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires replacement of the relays in the forward electronics rack of the braking system of the landing gear with new relays. This amendment is prompted by reports of loss of the systems of the braking/steering control unit (BSCU) on these airplanes due to electrical overvoltage of the relays. The actions specified by this AD are intended to prevent such electrical overvoltage of the relays, which could result in the loss of the BSCU systems, and subsequent loss of the antiskid functions and nose wheel steering of the airplane.
51-09-03: 51-09-03 TAYLORCRAFT: Applies to All Series Aircraft Below Serial Number 13001 Incorporating a Pushpull Type Fuel Shutoff Control. Compliance required not later than June 1, 1951. To prevent accidental operation of the fuel shutoff valve during flight, a safety device must be installed on this control. The device is to prevent inadvertent operation of the fuel shutoff valve by requiring a definite and positive movement by the pilot before the control can be operated. Taylorcraft P/N B12-947-3 or equivalent is considered satisfactory. P/N B12-947 which was previously installed in some Taylorcraft airplanes must be replaced by this improved part. (Taylorcraft Service Bulletin No. 66 dated December 6, 1950, covers this same subject.) This supersedes AD 47-13-01.
2005-19-27: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 series airplanes. This AD requires inspecting to determine the serial numbers and flight cycles of the fuel jettison valves and removing certain valves as applicable. This AD also requires doing a one-time inspection for cracks of the remaining jettison valves and removing any cracked valves. This AD also requires modifying the diameters of the six attachment holes in the wing bottom skin panel before installing a new or serviceable jettison valve. This AD results from reports of fuel leaks in the fuel jettison system located on the wings. We are issuing this AD to prevent fuel leaks from the fuel jettison outlets, which could result in fuel vapors coming into contact with ignition sources, and consequent fire or explosion.
98-06-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-350B, BA, B1, B2, and D helicopters, and Model AS 355E, F, F1, F2, and N helicopters. This action requires replacing certain tailboom attachment bolts located above the cargo compartment floor. This amendment is prompted by two reports of attachment bolts strength properties not meeting design specifications during manufacture. The actions specified in this AD are intended to identify and remove the weaker bolts and to prevent the separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.
51-25-01: 51-25-01 CESSNA: Applies to All Model T-50 Aircraft. Compliance required prior to February 1, 1952, and as noted. To preclude trapping water in the horizontal stabilizer forward of the rear spar which may result in glue line deterioration between laminations, compliance with the following items is necessary: 1. Grommets must be installed sufficiently near the forward face of the rear spar and outboard edge of all ribs to drain any water which may be trapped. All grommets not so located must be relocated accordingly. Marine-type grommets are recommended at least at the inboard ribs. 2. All grommets which are plugged must be opened preferably with a sharp-edged tool and/or relocated in accordance with item 1 above. Special care should be taken to make sure that foreign matter is not allowed to build up on the inside around the drain openings. 3. Where grommets are mislocated, plugged, clogged with dirt or extraneous matter or have not been installed, the rear spar must be inspected for deterioration by cutting small triangular openings at the ribs adjacent to the fuselage and at alternate ribs outboard. If lamination separation is disclosed, a new spar should be installed or the stabilizer replaced with one having drainage provisions in accordance with item 1 above. Upon accomplishment of the above, the grommet openings should be inspected at each 100 hours thereafter to maintain proper drainage. This inspection should include insertion of a bent or curved tool through the grommet openings to ascertain that dirt or other extraneous matter has not built up around the opening to restrict drainage. Where grommets are found clogged, inspection and compliance in accordance with item 3 above should be repeated. This supersedes AD 44-26-01.
2005-19-23: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767 series airplanes. That AD currently requires repetitive inspections to detect discrepancies of the eight aft-most fastener holes in the horizontal tangs of the midspar fitting of the strut, and corrective actions if necessary. That AD also provides an optional terminating action for the repetitive inspections. This new AD adds repetitive inspections for cracks of the closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting, and related investigative and corrective actions if necessary. This AD also reduces the inspection interval of the upper tang of the outboard midspar fitting; and provides an optional terminating action for the repetitive inspections. This AD results from a report of a crack in a closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting; and the discovery of a crack in the lower tang of the midspar fitting under the cracked closeout angle. We are issuing this AD to prevent fatigue cracking in the primary strut structure and reduced structural integrity of the strut, which could result in separation of the strut and engine. \n\nEFFECTIVE DATE: This AD becomes effective October 27, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 767-54A0101, Revision 4, dated February 10, 2005, listed in the AD as of October 27, 2005. \n\n\tOn June 9, 2004 (69 FR 24947, May 5, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-54A0101, Revision 3, dated September 5, 2002. \n\n\tOn May 15, 2001 (66 FR 18523, April 10, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-54A0101, Revision 1, dated February 3, 2000.
98-05-07: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires replacement of the stringer joint pieces at the left side of the fuselage with new, improved parts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the fuselage structure at the stringer joint at station 130 on the left side of the airplane from cracking, which could result in rapid decompression of the airplane at the forward fuselage area.
67-27-06: 67-27-06 ROLLS-ROYCE: Amdt. 39-488 Part 39 Federal Register October 3, 1967. Applies to Dart Model 542-4 and 542-10 engines. Compliance required as indicated, unless already accomplished. To prevent failure of fuel and oil hoses, accomplish the following: (a) For fuel hoses, P/N's RU.21448, RK.38339A, RK.29902, RK.38340A, RU.21447, RK.29900A, RK.38361, RU.21455A, RK.29901A, and oil pressure indicator hose P/N RU.21440A, with 700 or more hours total time in service on the effective date of this AD, within the next 100 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, inspect for cracks and crazing in accordance with Rolls-Royce Alert Service Bulletin Da 73-A49 or later ARB- approved issue, or an FAA-approved equivalent. (b) For fuel hoses, P/N's RU.21448, RK.38339A, RK.29902, RK.38340A, RU.21447, RK.29900A, RK.38361, RU.21455A, RK.29901A, and oil pressure indicator hose P/N RU.21440A, with less than 700 hours' time in service on the effective date of this AD, before the accumulation of 800 hours' time in service and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, inspect for cracks and crazing in accordance with Rolls-Royce Alert Service Bulletin Da 73-A49 or later ARB-approved issue, or an FAA-approved equivalent. (c) If cracking or crazing of the hose is detected during the inspections required by (a) and (b), before further flight, replace with a new assembly. (d) The repetitive inspections required under (a) or (b) for the fuel hoses may be discontinued following the incorporation of ARB-approved Rolls-Royce Modification 1467, or an FAA-approved equivalent. (e) The repetitive inspections required under (a) or (b) for the oil pressure indictor hoses may be discontinued following the incorporation of ARB-approved Rolls-Royce Modification 1453, or an FAA-approved equivalent. Thisamendment effective October 3, 1967.
2005-19-21: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-202, -223, -243, and -343 airplanes; and certain Model A340-313 airplanes. This AD requires a one-time inspection for discrepancies of the attachment bolts of the windshield central retainer, and corrective actions if necessary. This AD results from a report indicating that, during production, the windshield central retainer may have been installed with attachment bolts that were too short, which prevented the thread of the bolt from fully engaging in the self-locking nut. We are issuing this AD to prevent loosened attachment bolts, which could result in loss of the windshield and consequent reduced structural integrity of the airplane.
98-05-04: This amendment supersedes Airworthiness Directive (AD) 87-18-09, which currently requires inspecting (one-time) the sides of the front and rear wood spars for compression cracks on certain American Champion Aircraft Corp. (ACAC) Model 8GCBC airplanes, and repairing or replacing any wood spar with compression cracks. This AD requires repetitively inspecting the front and rear wood spars for damage, including installing any necessary inspection holes; and repairing or replacing any damaged wood spar. Damage is defined as cracks; compression cracks; longitudinal cracks through the bolt holes or nail holes; or loose or missing nails. This AD results from in-flight wing structural failure on one of the affected airplanes that was in compliance with the one-time inspection requirement of AD 87-18-09, plus 4 other ACAC Model 8GCBC accidents and 11 service difficulty reports (SDR s) of compression cracked spars. The actions specified by this AD are intended to detect compressioncracks and other damage in the wood spar wing, which, if not corrected, could eventually result in in-flight structural failure of the wing with consequent loss of the airplane.
98-05-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Aeromot-Industria Mecanico Metalurgica Ltda. (Aeromot) Models AMT-100 and AMT-200 powered gliders. This AD requires replacing all main landing gear attaching nuts and bolts with ones of improved design. This AD is the result of mandatory continued airworthiness information (MCAI) issued by the airworthiness authority for Brazil. The actions specified by this AD are intended to prevent failure of the main landing gear, which could result in loss of control of the glider during landing operations.
51-10-04: 51-10-04 CESSNA: Applies to Model 190 Aircraft, Serial Numbers 7004 Through 7594. Inspection required not later than May 1, 1951, and every 25 hours of operation thereafter until new cowl mounting ring channels and channel stiffening angles are installed. Due to cracking and failures of the cowl mounting ring channels which, if undetected, may result in the cowl moving forward into the propeller, the cowl mounting channels must be closely inspected for cracks with particular attention being paid to the sections which bear against the cowl mounting lugs. This inspection must be repeated every 25 hours of operation until the presently installed 1010 steel cowl mounting channels are replaced with 4130 steel cowl mounting channels, Cessna P/N 0352161, 0352163, and 0352163-1, and aluminum alloy cowl channel reinforcing angles, Cessna P/N 0352146, 0352147-1, 0352147-2, 0352152-5, and 0352152-6 are installed. In the event that inspection reveals any indication of cracks, the new cowl mounting channels and reinforcing angles must be installed immediately. (Cessna Service Letter No. 13 dated March 29, 1951, covers this same subject.)
2005-19-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A318-100, A319-100, A320-200, A321-100, and A321- 200 series airplanes; and Model A320-111 airplanes. This AD requires modification of the electrical bonding of all structures and systems installed inside the center fuel tank. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent electrical arcing in the center fuel tank due to inadequate bonding, which could result in an explosion of the center fuel tank and consequent loss of the airplane.
2011-01-07: 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 on a 328-100 aeroplane, a crack was found on a trim tab fitting assembly. The cause of the cracking was identified as stress corrosion. This condition, if not corrected, could lead to in-flight failure of the tab fitting, possibly resulting in loss of control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.