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60-13-04: 60-13-04 SIKORSKY: Amdt. 171 Part 507 Federal Register June 24, 1960. Applies to All Models S-51 and S-55 Helicopters. Compliance required by August 15, 1960. A fatigue failure of the RE5M7 shank rod end bearing has occurred in the S-55 main rotor upper controls. This rod had a hollow shank rather than a solid shank and is not an approved part. Preliminary investigation indicates that the hollow shank part has been installed in S-51 and S-55 helicopters because of improper identification. To ensure removal of this part from service, the following must be accomplished: Unless already accomplished, remove the following rod assemblies and inspect for RE5M7 rod end bearings with hollow shanks and S510085 pivots with hollow shanks, as noted (S510085 pivots are altered RE5M7 rod ends.) (a) Model S-51 main rotor assembly, P/N S510000. (1) P/N S510333 (Alternate P/N S510140) rod assembly contains one RE5M7 rod end. (2) P/N S510082 rod assembly contains one RE5M7 rod end and one P/N S510085 pivot. (b) Model S-51 main rotor assembly, P/N S10-10-1100. (1) P/N S510333 rod assembly contains one RE5M7 rod end. (c) Model S-55 servo unit assembly, P/N S14-40-5000. (1) P/N S14-40-5024 control arm contains one RE5M7 rod end. Remove all hollow shank units and replace with solid shank units.
2014-04-06: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. Arrius 2B1, 2B1A, 2B2, and 2K1 turboshaft engines. This AD requires initial and repetitive inspections of the hydro-mechanical metering unit (HMU) high pressure pump drive gear shaft splines, cleaning and inspections of the sleeve assembly splines, and replacement of the HMU if it fails inspection. This AD was prompted by in-flight shutdowns caused by interrupted fuel supply at the HMU. We are issuing this AD to prevent in-flight shutdown and damage to the engine.
65-01-02: 65-01-02\tBOEING: Amdt. 39-16 Part 39 Federal Register December 24, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tFlight tests have disclosed that speed brake actuation during fuel jettisoning causes fuel to impinge on the horizontal stabilizer. To correct this condition, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, unless already accomplished: \n\n\t\t(1)\tInstall a placard on the fuel dump chute panel in the cockpit that reads, "Do not dump fuel with the speed brakes extended." \n\n\t\t(2)\tAmend the limitations section of the FAA approved Airplane Flight Manual by adding the following two statements under fuel dumping limitations: \n\n\t\t\t(i)\t"Do not dump fuel with speed brakes extended." \n\n\t\t\t(ii)\t"NOTE: Do not use full and rapid aileron control while dumping fuel." \n\n\t(b)\tEquivalent wording, subject to prior approval by the Chief, Aircraft Engineering Division, FAA Western Region, may be used in lieu of that specified in this AD. \n\n\tThis directive effective January 23, 1965.
80-24-01: 80-24-01 ROBINSON HELICOPTER: Amendment 39-3975. Applies to Model R-22 helicopters serial numbers 0002 through 0082 certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible loss of the tailcone resulting from supporting framework tube or tube weldment fractures, accomplish the following: (a) Unless accomplished within the previous 90 hours' time in service, in accordance with the methods of Robinson Helicopter Company Service Bulletin B-4 dated September 19, 1980, hereinafter referred to as SB B-4, prior to the accumulation of 100 hours' time in service or within 10 hours time in service from the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service since the last such inspection, dye penetrant inspect the tubes and weldments for cracks per methods of, and in the areas identified as items 1 through 4 of the figure of SB B-4. (b) If no cracks are found the rotorcraft may be returned to service provided that, on reassembly, the hardware as discussed in paragraphs 7 and 8 of the section of SB B-4 entitled "Removal of the A 023 Tailcone Assembly" is replaced with the following identical new parts: NAS - 679-A4 NUT (5 each) NAS 1304-22 Bolt (4 each) NAS 1304-3 Bolt (1 each) PAL NUTS (5 each) (c) If cracks are detected as a result of the inspections of paragraph (a) of this AD, prior to further flight notify the Chief, Aircraft Engineering Division, FAA Western Region for instructions and disposition of the part. Exact location and extent of crack must be made available to the FAA. (d) 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 required by this AD. (e) 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 November 24, 1980.
2014-03-11: We are adopting a new airworthiness directive (AD) for Bell Model 204B helicopters with a certain cable assembly installed. This AD requires inspecting the tail rotor (T/R) cable assembly for an incorrectly machined body. This AD is prompted by a report from Bell that a defective body on the cable prevents the barrel assembly from fully engaging in the body cavity. These actions are intended to prevent disengagement of the cable from the barrel, failure of the T/R pitch control, and subsequent loss of control of the helicopter.
82-11-03 R1: 82-11-03 R1 BRITISH AEROSPACE: Amendment 39-4383 as amended by Amendment 39- 4470. Applies to Model HS-125 Series 700 and all variants serial numbers 25/7001, 7007, 7010, 7013, 7020, 7022, 7025, 7028, 7031, and 7034, 7037, 7040, 7046; NA 0201 - NA 0240 inclusive certificated in all categories. Compliance required within the next 100 hours time in service after the effective date of this AD. To prevent improper operation of the elevator pitch trim switch located in the control column handwheel, accomplish the following unless already accomplished. 1. Remount the elevator pitch trim switch in accordance with the accomplishment instructions of British Aerospace Service Bulletin HS-125 27-124 (2705) dated January 1, 1979. 2. 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. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). Amendment 39-4383 became effective May 31, 1982. This amendment 39-4470 becomes effective October 12, 1982.
79-02-01: 79-02-01 ENSTROM HELICOPTERS: Amendment 39-3390. Applies to Enstrom Model F-28C and 280C helicopters certificated in all categories. Compliance required as indicated, unless previously accomplished. In order to prevent damage to the turbocharger and possible engine power loss accomplish the following: \n\n\tWithin 50 hours time in service after the effective date of this AD, accomplish the following: \n\n\tA.\tInspect the Rajay turbocharger. If the turbocharger serial number is 70484 or greater, proceed with step B. If the turbocharger serial number is less than 70484 accomplish the following: \n\n\t\t1.\tRemove the turbocharger from the helicopter in accordance with the Enstrom Maintenance Manual. \n\n\t\t2.\tUsing a 5/32 Allen wrench, remove the six counter-sunk cap screws that secure the compressor housing to the bearing housing assembly. If necessary, gently tap the compressor housing with a plastic hammer to loosen it from the bearing housing assembly. \n\n\t\t3.\tTorque the three bearing housing flange attachment screws on the turbocharger to 90 + 10 inch-pounds. "Stake" the screws in place in accordance with the sketch and notes which follow this AD. \n\n\t\t4.\tReinstall the compressor housing by placing the turbocharger on the compressor housing using a new gasket, Rajay P/N TC6-44. Secure with six cap screws and tighten evenly and alternately to 90 + 10 inch-pounds. \n\n\t\t5.\tReinstall the turbocharger in the helicopter in accordance with the Enstrom Maintenance Manual.\n\n\tB.\tRemove the induction system air inlet filter in accordance with the Enstrom Maintenance Manual. \n\n\tC.\tRemove the AN815-6D union which attaches the fuel nozzle air vent installation to the induction system air inlet filter container. Save the AN924-6D nut which was holding the union in place, for reinstallation, in accordance with step D. \n\n\tD.\tInstall an AN832-6D union, in place of the AN815-6D union, so that the AN924-6D nut is outside of the filter container. \n\n\tE.\tAttach the fuelnozzle air vent line to the AN832-6D union. \n\n\tF.\tReplace the air filter in accordance with the Enstrom Maintenance Manual. \n\n\tEquivalent methods of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. \n\n\tThis amendment becomes effective January 17, 1979.
2014-02-08: We are adopting a new airworthiness directive (AD) for certain Agusta Model A109C, A109E, A109S, A109K2, and AW109SP helicopters. This AD requires inspecting the lock wires securing the tail rotor (T/R) duplex bearing locking nut (locking nut) to determine whether any lock wires are missing or damaged. This AD was prompted by reports of loosening T/R locking nuts. The actions of this AD are intended to prevent failure of the T/R and subsequent loss of control of the helicopter.
2010-21-11: 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: A specific batch of nose landing gear (NLG) and NLG door selector valves, part number (P/N) 601R75146-1 (Kaiser Fluid Technologies P/N 750006000), may have had their end caps incorrectly lock-wired and/or incorrectly torqued during assembly. This condition can lead to the end cap backing off, with consequent damage to a seal and internal leakage within the valve. Subsequently, if electrical power is transferred or removed from the aircraft before the NLG safety pin is installed, any pressure, including residual pressure, in the No. 3 hydraulic system can result in an uncommanded NLG retraction and/or uncommanded opening of the NLG doors. There have beensix cases reported on CL[-]600- 2B19 aircraft, one of which resulted in the collapse of the NLG at the departure gate. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
80-11-07: 80-11-07 ROBINSON HELICOPTER COMPANY: Amendment 39-3834. Applies to Model R22 series helicopters certificated in all categories. Compliance is required as indicated. To prevent main rotor blade structural failure, accomplish the following: (a) Prior to further flight remove from service all main rotor blades Serial numbers 1 through 91 and replace with like serviceable part. (b) Mark all blades Serial numbers 1 through 91 "UNAIRWORTHY" on the blade upper surface at the approximate mid-span with lettering at least 2 inches high and, using a metal stamp, mark "UNAIRWORTHY" on data plate. This supersedes Amendment 39-3751, (45 FR 26032), AD 80-08-08. This amendment becomes effective July 14, 1980, and was effective earlier for all recipients of the telegram T80WE25 dated May 20, 1980.