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73-11-06: 73-11-06 MAULE: Amdt. 39-1646. Applies to Models M-4-180 and M-4-220 certificated in all categories as indicated below. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive. To prevent possible engine overheat during climb and to obtain a correct cylinder head temperature reading accomplish the following or an equivalent approved by Chief, Engineering and Manufacturing Branch, Southern Region: 1. For Model M-4-220C serial numbers 2135C through 2175C and 2177C: Install Maule slug P/N 6002B-3 in the No. 4 cylinder head thermocouple hole in accordance with Maule Service Letter No. 25. The slug is to be installed prior to relocation of cylinder head sender unit. 2. For Model M-4-180C serial numbers 3001C through 3006C; Model M-4-220S, Serial Number 2001S; Model M-4-220C; Serial Numbers 2001C through 2126C, 2129C through 2175C, and 2177C: Relocate the cylinder head temperature sender to the No. 4 cylinder head in accordance with Maule Service Letter No. 24. 3. For Model M-4-180C, Serial Numbers 3002C through 3006C, and Model M-4-220C Serial Numbers 2053C through 2126C, 2129C through 2175C and 2177C: Install engine top baffle, Maule P/N 5031X-3, in accordance with Maule Service Letter No. 26. This amendment becomes effective May 29, 1973.
2012-08-06: We are superseding an existing airworthiness directive (AD) for certain Univair Aircraft Corporation Models (ERCO) 415-C, 415-CD, 415-D, E, G; (Forney) F-1 and F-1A; (Alon) A-2 and A2-A; and (Mooney) M10 airplanes. That AD currently requires an inspection of the aileron balance assembly and ailerons for cracks and excessive looseness of associated parts with the required repair or replacement of defective parts as necessary. This new AD would add airplanes to the Applicability section; require inspections of the ailerons, aileron balance assembly, and aileron rigging for looseness or wear, require repair or replacement of parts as necessary; and require a report of the inspection results. This new AD was prompted by a report of a Univair Aircraft Corporation Model ERCO 415-D Ercoupe that crashed after an in-flight [[Page 52206]] breakup due to possible aileron flutter. We are issuing this AD to correct the unsafe condition on these products.
2012-22-10: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that certain wing-to-fuselage attachment nuts do not conform to the certification design requirements for dual locking features. This AD requires repetitive inspections to determine that cotter pins are installed at affected wing-to-fuselage attachment joints and replacement if necessary. We are issuing this AD to prevent loss of wing-to-fuselage attachment joints, which could result in the loss of the wing. [[Page 67268]]
74-08-12: 74-08-12 BELL: Amendment 39-1815. Applies to Model 206A and 206B helicopters, serial numbers 1 through 944, certificated in all categories. Compliance required within 50 hours time in service after the effective date of this A.D., unless already accomplished within the last 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. To detect loose rivets in the tail boom skin splice from Station 300 to Station 341 on the left-hand side of the boom and cracked tail boom skin in the same area, accomplish the following: (a) Inspect visually the rivets for looseness or working in the skin splice and inspect the tail boom skin for cracks using a three power or higher magnifying glass. (b) Replace loose rivets with AN470AD5-2 or CR2249-5-2 or equivalent rivets before further flight. (c) Replace cracked tail booms before further flight with a serviceable tail boom in accordance with Section VIII of the Model 206A/B Maintenance and Overhaul Instructions or repair cracked tail booms in accordance with FAA or FAA DER approved repair data. (d) The repetitive inspections are still applicable for the noted helicopters after replacement of loose rivets or repair of cracked booms. (Bell Helicopter Co. Service Bulletin No. 206-01-73-4, Revision B, dated October 16, 1973 pertains to this subject.) This amendment becomes effective May 14, 1974.
2012-22-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model MD-90-30 airplanes. This AD was prompted by reports of cracks of the wing rear spar lower cap at the outboard flap, inboard drive hinge at station Xrs=164.000. This AD requires repetitive eddy current high frequency (ETHF) inspections for cracking on the aft side of the left and right wing rear spar lower caps at station Xrs=164.000, further ETHF inspections if cracks are found, and repair if necessary; and repetitive post-repair inspections, and repair if necessary. We are issuing this AD to detect and correct cracking of the left and right rear spar lower caps, which could result in fuel leaks and damage to the wing skin or other structure, and consequent loss of the structural integrity of the wing.
70-12-04: 70-12-04 SIKORSKY ROTORCRAFT: Amdt. 39-997. Applies to S-55, S-55B, S-55C, and S-62A type helicopters certificated in all categories. Compliance required within the next 15 hours in service after the effective date of this AD, unless already accomplished. To prevent failure of the main rotor shaft due to fatigue cracks originating from surface conditions, accomplish the following: (a) Inspect main rotor shaft P/N S14-35-4308-1, -2, -3 or -4, for cracks and surface conditions in accordance with applicable Sikorsky Service Bulletin No. 55B35-3 or 62B35-10 dated 3 April 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Main rotor shafts exhibiting crack indications, or unreworkable surface conditions shall be retired from service prior to further flight and replaced with a shaft which has been inspected in accordance with paragraph (a). (c) Main rotor shafts found with reworkable surface conditions may be reworked in accordance with applicable Sikorsky Service Bulletin No. 55B35-3 or 62B35-10 dated 3 April 1970, or later FAA approved revision, or an equivalent rework procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Should the extent of rework necessitate removal of the shaft from the main gear box, then the replacement shaft must have been inspected in accordance with paragraph (a). (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time specified in this AD if the request contains substantiating data to justify the increase for that operator. This amendment is effective June 17, 1970.
76-02-05: 76-02-05 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2497. Applies to DH-104 "Dove" airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the lefthand engine mounting frame top tube, and consequent tearing away of the engine, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, inspect the top tube of the lefthand engine mounting frame, P/N 4EM.201A, for cracks in accordance with paragraph No. 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. (b) If any cracks are found as a result of an inspection required by this AD, replace the engine mounting frame with a new frame of the same part number or with a serviceable used frame of the same part number which has been inspected in accordance with paragraph (a) ofthis AD, and continue to inspect the replacement frame for cracks at intervals not to exceed 75 hours' time in service since the last inspection. (c) If no cracks are found as a result of an inspection required by this AD, continue to inspect the engine mounting frame top tube at intervals not to exceed 75 hours' time in service from the last inspection in accordance with paragraph 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. This amendment becomes effective January 30, 1976.
2012-21-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and - 900 series airplanes. That AD currently requires installing and testing an updated version of the operational program software (OPS) of the flight control computers (FCCs). This new AD requires an inspection for part numbers of the operational program software of the flight control computers, and corrective actions if necessary. This AD was prompted by reports of undetected erroneous output from a single radio altimeter channel, which resulted in premature autothrottle retard during approach. We are issuing this AD to detect and correct an unsafe condition associated with erroneous output from a radio altimeter channel, which could result in premature autothrottle landing flare retard and the loss of automatic speed control, and consequent loss of control of the airplane.
76-01-04: 76-01-04 MCDONNELL DOUGLAS: Amendment 39-2489. Applies to Model DC-9-30 and -50 Series Airplanes Fuselage Numbers 757, 763, 780 through 795, 797 and 798, certificated in all categories. \n\n\tCompliance required within the next 50 hours' time in service or 5 days whichever comes first after the effective date of this AD, unless already accomplished. \n\n\tTo prevent manually induced longitudinal proposing aggravated by the elevator boost system accomplish the following: \n\n\tRemove the hydraulic bleed stop assembly, P/N 4934616-1, per Douglas Alert Service Bulletin A27-176, dated December 13, 1975, or later FAA-approved revisions, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective on January 15, 1976.
2012-20-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of alternating current (AC) generator failures in-service due to incomplete fusion in the weld joint of the rotor band assembly. This AD requires inspecting the AC generator to determine the part number, and replacing the AC generator if necessary. We are issuing this AD to prevent rotor windings from coming in contact with the generator housing, which could result in debris contaminating and potentially blocking the engine oil scavenge system, leading to loss of oil pressure and an in-flight shutdown of the engine.