AD 55-18-01

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AD Number:
55-18-01
Document Type:
AD Final Rules
Docket Number:
Unknown
Subject Heading:
CONVAIR Models 240 and 340 Aircraft
Subject:
Solenoid Operated Throttle Locks
Status:
Current
Citation:
This information is not available.
Citation Publish Date:
Effective Date:
Make:
Kelowna Flightcraft R & D Ltd.
Model:
240 Series | 340
Product Type:
Aircraft
Product Subtype:
Large Airplane
Affected AD:
Superseded AD:
Affected By:
Superseded By:
Service/Office:
Office of Primary Responsibility:
CFR Part Reference:
Part 39
Comments:
AIRWORTHINESS DIRECTIVES FINAL RULES: 55-18-01
CITATION:   This information is not available.

PAGE NUMBER:  

DOCKET NUMBER:   Unknown

AMENDMENT:  

AD NUMBER:   55-18-01

SUBJECT HEADING:   CONVAIR Models 240 and 340 Aircraft

ACTION:  

SUMMARY:  

DATES:  

ADDRESSES:  

FOR FURTHER INFORMATION CONTACT:  

SUPPLEMENTARY INFORMATION:  

REGULATORY TEXT:  
55-18-01 CONVAIR: Applies to All Models 240 and 340 Aircraft.

Compliance required as soon as practicable but not later than January 1, 1957.

1. Because of instances of inadvertent propeller reversing due to malfunctioning of the solenoid operated throttle locks and improper operation of throttles at time of touchdown on landing, a more positive means of preventing inadvertent movement of the throttles into the reverse segment of the throttle quadrant must be installed.

2. This modification consists of the installation of a protective device which will require a separate and distinct motion by the flight crew member accomplishing the reversing, in order to place the throttles in the reverse pitch range. It must also provide safeguards against disarming or unlocking of this protective device when the throttle levers are further forward than idle setting or, if it is possible to unlock at a forward power setting; movement of the throttles toward idle from slow cruise or landing gear warning positions shall reengage the lock prior to reaching the idle position.

3. Convair Bulletins Numbers 240-460A and 340-141A covering this modification are an acceptable method of compliance. Alternate designs may be acceptable if the objectives of this directive, as expressed in paragraph 2 have been met. However, because of the many technical considerations involved, all alternate methods of accomplishing this modification should be referred to FAA for engineering evaluation and approval.

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