Results
83-23-04: 83-23-04 GENERAL DYNAMICS (Convair): Amendment 39-4772. Applies to General Dynamics (Convair) Models 240-27 converted from T-29B and 240-52 converted from T29D aircraft for civil passenger or cargo use by Hamilton Aviation Company STC SA4025WE or SA4026WE, certificated in all categories. Compliance is required within 30 days or 100 hours time in service, whichever occurs first, after the effective date of this AD, unless already accomplished. To prevent undetected failure of the door open warning system, accomplish the following: A. Install the secondary lock warning switch on the main entrance door and connect it in series with the other two main entrance door open warning switches in accordance with Hamilton Aviation Company Drawing 3623015, Revision D, or Convair Drawing No. 240- 0067361, Change G of Sheet 2, dated 9/18/53. B. Reconfigure the 28 volts DC and ground circuits associated with the aft cargo door open warning switch, the door open warning relay, the lower forward compartment door open warning switch, and the main entry door warning switches in accordance with Hamilton Aviation Company Drawing No. 3623015, Revision D, or Convair Drawing No. 240-0067361, Change G of Sheet 2, dated 9/18/53. C. Perform a functional check of door open warning system as follows: 1. Inspect and check main entrance door (MED) primary lock door open warning switch. 2. Inspect and check MED secondary lock door open warning switch. 3. Check all door open warning light circuitry for proper operation. 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 Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, Hawthorne, California. All persons affected by this directive who have not already received these documents may obtain copies upon request to General Dynamics, Convair Division, P.O. Box 80877, San Diego, California 92138, Attn: Larry Hayes, Manager, Product Support; and Hamilton Aviation Company, Attn: Gordon Hamilton, P.O. Box 11746, Tucson, Arizona 85734. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This amendment becomes effective November 28, 1983.
2005-15-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -200CB series airplanes. This AD requires inspecting to determine the part number of the upper link forward fuse pins of the engine struts and replacing the fuse pins as necessary. This AD is prompted by a report indicating that, due to an incorrect listing in the illustrated parts catalog, persons performing maintenance on the engine strut(s) could have installed an incorrect upper link forward fuse pin. We are issuing this AD to prevent a ruptured wing box, due to the engine not separating safely during certain emergency landing conditions, which could lead to a fuel spill and consequent fire.
83-14-04: 83-14-04 CESSNA: Amendment 39-4684. Applies to all Model 172RG airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To reduce the possibility of carbon monoxide contamination entering the cabin area, accomplish the following: a) Within the next 25 hours time-in-service after the effective date of this AD. 1) Modify the cabin heater shroud in accordance with Cessna Service Letter SE83-13 dated May 27, 1983. Additionally, prior to reinstallation of the cabin heater shroud, visually inspect the flanges on the outer diameter of the ends of the muffler for cracks and repair or replace any cracked components. 2) Within 50 hours time-in-service after the modification required by paragraph a)1) of this AD and each 50 hours time-in-service thereafter, visually inspect the shroud for security and proper location and the flanges on the outer diameter of the ends of the muffler for cracks and prior to further flight, repair or replace any cracked components. Removal of the shroud for this inspection is not required. 3) Reinspect any repaired component within 25 hours time-in-service after the repair and, if defective, repair or replace. If no defects are found, continue inspection of this component in accordance with paragraph a)2) of this AD. b) As an alternative to complying with paragraph a) of this AD, deactivate the cabin heat system by removing the cabin heat control cable from the control arm on the cabin heat valve located on the firewall at the right upper side of the engine compartment. Ensure that the valve spring mechanism is functioning and that the cabin heat valve is spring loaded to the closed position or safety wire the valve to the closed position. c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. This amendment supersedes AD 81-05-05 R1, Amendments 39-4075 and 39-4332. This Amendment 39-4684 becomes effective on July 20, 1983.
75-26-01: 75-26-01 BRITTEN NORMAN, LTD: Amendment 39-2453. Applies to BN-2A airplanes, all series, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the rudder top, center, and bottom hinge brackets with consequent loss of rudder control, accomplish the following: (a) This paragraph applies to BN-2A airplanes that have not been altered in accordance with both Britten Norman Modifications NB/M/705 and NB/M/777. (1) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, inspect the rudder top, center, and bottom hinge structures for cracks in accordance with Part A and Part B of the section entitled "Inspection" of Britten Norman Service Bulletin No. BN-2/SB.76, Issue 4, dated February 4, 1975, or an FAA-approved equivalent. (2) Repeat the inspection required by sub-paragraph (a)(1) of this AD at intervals not to exceed 100hours' time in service from the last inspection until the action required by sub-paragraph (a)(4) of this AD is accomplished, at which time the inspection interval may be increased to 500 hours. (3) If cracks are found in any of the bearing mounting plates as a result of the initial inspection required by sub-paragraph (a)(1) of this AD or any of the 100 hour repetitive inspections required by sub-paragraph (a)(2) of this AD, before further flight, either - (i) Replace the cracked mounting plates with new or serviceable plates of the same part number, or FAA-approved equivalent parts, and continue to inspect in accordance with the provisions of sub-paragraph (a)(2) of this AD; or (ii) Alter the rudder hinge areas in accordance with Part A and Part B of the section entitled "Rectification" of Britten Norman Service Bulletin No. BN-2/SB.76, Issue 4, dated February 4, 1975, or an FAA-approved equivalent, following which inspect the hinge structure at intervals not toexceed 500 hours' time in service from the last inspection. (4) Within 500 hours' time in service after the accomplishment of the inspection required by sub-paragraph (a)(1) of this AD, alter the rudder hinge areas in accordance with Part A and Part B of the Section entitled "Rectification" of Britten Norman Service Bulletin No. BN-2/SB.76, Issue 4, dated February 4, 1975, or an FAA-approved equivalent. (b) This paragraph applies to BN-2A airplanes that have been altered in accordance with both Britten Norman Modifications NB/M/705 and NB/M/777. (1) Within 500 hours' time in service after the accomplishment of both modifications NB/M/705 and NB/M/777, or within 25 hours' time in service after the effective date this AD, whichever occurs later, inspect the rudder top, center, and bottom hinge structures for cracks in accordance with Part A and Part B of the section entitled "Inspection" of Britten Norman Service Bulletin No. BN-2/SB.76, Issue 4, dated February 4, 1975,or an FAA-approved equivalent. (2) Repeat the inspection required by sub-paragraph (b)(1) of this AD at intervals not to exceed 500 hours time in service from the last inspection. (3) If cracks are found in any of the bearing mounting plates as a result of the inspections required by sub-paragraphs (b)(1) or (b)(2) of this AD, before further flight, replace the cracked mounting plates with new or serviceable plates of the same part number or FAA-approved equivalent parts and continue to inspect the rudder hinge structures at intervals not to exceed 500 hours' time in service from the last inspection. This amendment becomes effective December 23, 1975.
2005-15-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. This AD requires installing insulator and cable ties to the electrical cables of the S routes at the gaps in the raceway in the wing trailing edge and the wing tip and wing root areas. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent injection of high voltage current into the low voltage wiring that passes through the fuel tanks, which could result in a possible fuel tank explosion.
88-05-07: 88-05-07 BOEING: Amendment 39-5867. Applies to Model 747 series airplanes, as listed in Boeing Service Bulletin 747-49-2051, dated November 5, 1987, certificated in any category. \n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for a fire due to fuel leaking from the auxiliary power unit (APU) drain system, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, and at intervals not to exceed 30 days thereafter, inspect the APU fuel supply line for fuel leaks, in accordance with Boeing Model 747 Maintenance Manual Section 28-25-00, page 601, dated August 25, 1987, or later FAA-approved revision. If leakage is detected, repair in accordance with the Maintenance Manual, before further flight. \n\n\tB.\tModification of the APU fuel line drain system, fuel pump drain, and turbine drain assembly, in accordance with Boeing Service Bulletin 747-49-2051, dated November 5, 1987, or later FAA-approvedrevision, constitutes terminating action for the repetitive inspection requirement of paragraph A., above. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 25, 1988.
2016-17-08: We are superseding Airworthiness Directive (AD) 2016-07-24 for all Textron Aviation, Inc. Models 310 through 310R, E310H, E310J, T310P through T310R, 310J-1, 320 through 320F, 320-1, 335, 340, 340A, 401 through 401B, 402 through 402C, 411, 411A, 414, 414A, and 421 through 421C airplanes (type certificates 3A10, 3A25, and A7CE previously held by Cessna Aircraft Company). AD 2016-07-24 required replacement and repetitive inspections of the hardware securing the elevator trim tab push-pull rod. This AD retains the actions for AD 2016-07-24 but revises the repetitive inspection intervals and allows for a longer bolt for the attachment of the elevator trim tab actuator rod end to the push-pull tube connection and/or for the elevator trim tab horn end to the push-pull tube connection. This AD was prompted by comments indicating difficulties with bolt installation and requesting a revision to repetitive inspection intervals to coincide with established inspection intervals. We are issuing this AD to prevent jamming of the elevator trim tab in a position outside the normal limits of travel due to the loss of the attachment hardware connecting the elevator trim tab actuator to the elevator trim tab push-pull rod, which could result in loss of control.
74-13-05: 74-13-05 AVCO LYCOMING: Amendment 39-1876. Applies to all IGO-540 series engines except IGO- 540 series engines with serials Nos. 311-49 and subsequent; and to all IGSO-540 series engines except IGSO-540 series engines with serials Nos. 2558-50 through 2563-50, 2565-50 through 2582-50, 2584-50 through 2589-50, 2591-50 through 2602-50, 2606-50 through 2631-50, 2637-50, 2640-50, 2647-50 through 2652-50, 2657-50 through 2692-50, 2694-50 through 2713-50, 2718-50 through 2727-50, 2730-50 through 2750-50, 2752-50 and subsequent; and except all IGO and IGSO-540 series engines overhauled (also known as remanufactured) by Lycoming after October 29, 1970. Compliance required as indicated after the effective date of this AD, unless already accomplished. To prevent failures of connecting rod assemblies P/N 72606, P/N 73174, and P/N 75548, accomplish the following: (a) Engines with connecting rod assemblies that have accumulated 400 hours or more in service since new or overhaul must have the connecting rod assemblies replaced with new connecting rod assembly, P/N 77450, within the next 50 hours in service. (b) Engines that have connecting rod assemblies with less than 400 hours in service since new or overhauled must have the connecting rod assemblies replaced with new connecting rod assembly, P/N 77450, within the next 100 hours in service. (c) Upon request, with substantiating data submitted through an FAA maintenance inspector, the compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. NOTE. Lycoming Service Bulletin No. 351A covers this subject. This amendment is effective June 21, 1974.
2005-15-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-1A11 (CL-600), Model CL-600-2A12 (CL- 601), and Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) airplanes. This AD requires operators to assign serial numbers or part numbers to certain landing gear parts and to establish the number of landings on the parts, if necessary. This AD also requires operators to revise the Airworthiness Limitations section of the Instructions for Continued Airworthiness to reflect the new life limits of the landing gear parts. This AD is prompted by reports that landing gear parts that have safe-life limits but do not have serial numbers or part numbers can be removed from one landing gear and re-installed on another, making tracking difficult. We are issuing this AD to prevent life-limited landing gear parts from being used beyond their safe-life limits, which could lead to collapse of the landing gear.
2016-17-01: We are superseding airworthiness directive (AD) 2006-18-14 for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 650-15 and Tay 651-54 turbofan engines. AD 2006-18-14 required calculating and re- establishing the cyclic life of stage 1 high-pressure turbine (HPT) disks, part number (P/N) JR32013 and P/N JR33838, and stage 1 low- pressure turbine (LPT) disk, P/N JR32318A. In addition, this AD requires re-calculating the cyclic life, and would impose a reduced cyclic life of stage 1 HPT disk, P/N JR32013. This AD was prompted by RRD review of the cyclic life limit of parts affected by AD 2006-18-14 and the RRD conclusion that the stage 1 HPT disk, P/N JR32013, requires further cyclic life limit reduction. We are issuing this AD to prevent failure of stage 1 HPT disks, P/N JR32013 and P/N JR33838, and stage 1 LPT disk, P/N JR32318A, uncontained disk release and damage to the airplane.
2005-15-11: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires repetitive detailed and specialized inspections to detect fatigue damage in the fuselage, replacement of certain bolt assemblies, and corrective actions if necessary. This AD results from a review of primary airframe fatigue test results and a Maintenance Steering Group 3 (MSG-3) analysis. We are issuing this AD to detect and correct fatigue damage of the fuselage, door, engine nacelle, empennage, and wing structures, which could result in reduced structural integrity of the airplane.
74-24-10: 74-24-10 B.F. GOODRICH ENGINEERED SYSTEMS COMPANY: (formerly B. F. Goodrich Aerospace and Defense Products), A Division of the B. F. Goodrich Company. Amendment 39-2019. Applies only to B. F. Goodrich main wheel assembly P/N 3-1306 manufactured under Technical Standard Order (TSO-C26b) prior to January 1, 1972. It does not apply to 3-1306 wheels manufactured on or after January 1, 1972, nor to the 3-1306-1 main wheel assembly. These wheel assemblies are typically used on, but not limited to, Boeing 727 series aircraft. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent possible failures in the hub area of the inboard wheel half, P/N 10-1202, at the second tire change, but not to exceed 500 hours' time in-service after the effective date of this Airworthiness Directive, perform a one-time inspection of the hub area of the inboard wheel half for forging defects in accordance with the information contained in B. F. Goodrich Service Letter No. 1177 issued January 26, 1972, revised April 11, 1974, or an FAA approved equivalent. \n\n\tWheels which have positive indications of defects may be reworked in accordance with the information contained in the B. F. Goodrich Service Letter or an FAA approved equivalent. \n\n\tThis amendment becomes effective November 27, 1974.
2016-13-15: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a report of improperly drilled bores, located on upper and lower stiffener joints to the Web at a certain frame. This AD requires a one- time inspection of the bores, and repair if necessary. We are issuing this AD to detect and correct an unsatisfactory bore that can adversely affect the structural integrity of the airplane.
74-08-02: 74-08-02 BELL: Amendment 39-1805 as amended by Amendment 39-1873. Applies to Bell Model 47 Series helicopters equipped with Mast Control Stabilizer Bar Assemblies, P/N 47- 140-248, certificated in all categories. Compliance required as indicated. To detect possible failures of a stabilizer bar tube assembly and prevent possible loss of a stabilizer bar tube and weight, accomplish the following inspections: (a) Before the first flight of each day after the effective date of this A.D., check the stabilizer bar tube assembly for looseness and cracks in accordance with the following procedures. (1) Move each stabilizer tube assembly fore and aft in the horizontal plane by hand and visually check the tube assembly for cracks in area extending outboard six inches from the tube retaining nut, P/N 47-140-114-1. (2) If looseness is found between a stabilizer bar tube assembly and the stabilizer bar frame, or if a crack is found in a tube, remove the loose or cracked tube assembly prior to flight and install a replacement tube assembly in accordance with (c)(2) and (c)(3) of this A.D. (3) Looseness between the stabilizer bar frame and main rotor mast is a normal occurrence and is not an indication of a failed tube and is not cause for replacement of the bar tube assembly. (4) The checks in (a)(1) may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this A.D. in the aircraft permanent maintenance record, see FAR 91.173. (b) Within 10 hours time in service after the effective date of this A.D., unless already accomplished, and thereafter at intervals not to exceed 100 hours from the last inspection, inspect the rod assembly nut, P/N 47-140-119-1, for looseness as follows: (1) Push up the inboard end of each tie rod and nut and determine that they move freely or readily. (2) If the tie rod and nut do not move freely or readily, remove the stabilizer bar assembly before further flight and inspect each tie rod and tube assembly in accordance with the 1200 hour inspection procedures in Section I, of the appropriate Model 47 maintenance and overhaul instruction manual, and (3) Assemble and install a serviceable stabilizer bar assembly as specified in paragraph (c)(2) and (c)(3) of this A.D. (c) Inspect the gap between the face of each nut, P/N 47-140-119-1, and the inboard end of each stabilizer bar tube at intervals not to exceed 1200 hours time in service from the last inspection, after compliance with paragraph (b), in accordance with the following procedures: (1) Remove the mast control stabilizer bar assembly from the helicopter and remove both tube and weight assemblies from the stabilizer bar assembly in accordance with Section III of the appropriate Model 47 maintenance and overhaul instruction manual. (2) Assemble the stabilizer bar weight and taper pin on the tube assembly and adjust the gap, ifnecessary, between the face of each nut, P/N 47-140-119-1, and its mating tube assembly end to measure .0l0 to .024 inches clearance. (3) Assemble and install the mast control stabilizer bar assembly on the helicopter in accordance with Section III of the appropriate Model 47 maintenance and overhaul instruction manual. In addition adjust the stabilizer core bearing as specified in item 1, Bell Helicopter Co. Technical Bulletin No. 47-(04-2)-73-2, or Service Bulletin No. 47-(04-2)-74-1 or later FAA approved revision. (d) Inspect the fore and aft and lateral control power cylinders for proper alignment within 100 hours time in service after compliance with paragraph (b), and thereafter at intervals not to exceed 1200 hours time in service from the last inspection, in accordance with Section VII of the appropriate Model 47 maintenance and overhaul instruction manual. (e) Within 10 hours time in service after the effective date of this A.D. inspect each tube assembly to determine that P/N 47-140-124-1, 47-140-125-1 or 47-140-125-3 is installed. If tube assembly, P/N 204-010-380-1 is installed, replace this tube before further flight in accordance with paragraph (c)(2) and (c)(3) of this A.D. The 204-010-380-1 tube is identified as a one piece swaged tube with a uniform wall thickness (that is, different inside diameters) and machine cut threads. In addition, this tube does not have Bell factory applied serial numbers. 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, andat FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. (Bell Technical Bulletin No. 47-(04-2)-73-2, pertains to this adjustment of the bearing and alignment of power cylinders and Service Bulletin No. 47-(04-2)-73-1 pertains to stabilizer bar tube and tie rod. Service Bulletin No. 47-(04-2)-74-1 also pertains to the adjustment of the bearing.) Amendment 39-1805 became effective May 6, 1974. This Amendment 39-1873 becomes effective June 14, 1974.
80-03-02 R1: 80-03-02 R1 SHORT BROTHERS LTD.: Amendment 39-3679 as amended by Amendment 39-3857. Applies to Model SD3-30 airplanes, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the main landing gear beam sub-assembly, accomplish the following: Prior to the accumulation of 6500 landings or within 25 landings after the effective date of this AD, whichever occurs later, replace the beam sub-assembly, Menasco P/N 17604-5 or 17604- 7, with a new beam sub-assembly, Menasco P/N 17604-15 (Left Hand) and P/N 17604-16 (Right Hand) or Menasco P/N 17604-17 (Left Hand) and P/N 17604-18 (Right Hand) in accordance with Section 10, "Accomplishment Instructions," of Menasco Manufacturing Service Bulletin 32-15, revision 4, dated May 25, 1979, or an equivalent approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium. Upon replacement of the beam sub-assembly, make appropriate logbook entry indicating compliance with the provisions of this AD. NOTE: Short Brothers Ltd. Service Bulletin SD3-32-28, revision 6, dated November 27, 1979, covers this same subject. Amendment 39-3679 became effective February 7, 1980. This Amendment 39-3857 becomes effective August 7, 1980.
2005-15-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, DC- 10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes, that requires performing a functional test of the exterior emergency control handle assemblies of the forward passenger doors, and corrective actions, if necessary. This action is necessary to prevent failure of the forward passenger doors to operate properly in an emergency condition, which could delay an emergency evacuation and possibly result in injury to passengers and flightcrew. This action is intended to address the identified unsafe condition.
97-06-02: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B, 214B-1, and 214ST helicopters, that currently establishes a retirement life of 40,000 high-power events for the lower planetary spider (spider). This amendment changes the method of calculating the retirement life for the spider from high-power events to a maximum accumulated Retirement Index Number (RIN) of 80,000, and makes this RIN applicable to an additional part-numbered spider. This amendment is prompted by fatigue analyses and tests that show certain spiders fail sooner than originally anticipated because of the unanticipated higher number of external load lifts and takeoffs (torque events) performed with those spiders, in addition to the time-in-service (TIS) accrued under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the spider, which could result in failure of the main transmissionand subsequent loss of control of the helicopter.
76-01-10: 76-01-10 MCDONNELL DOUGLAS: Amendment 39-2493. Applies to all Douglas Model DC-10-10, -10F, -30, -30F, and -40 Series airplanes certificated in all categories, incorporating Bertea Corporation P/N 216000-5001 through -5013 inboard elevator actuator assemblies with serial numbers 240 through 500 inclusive. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent jamming of inboard elevator surfaces accomplish the following: \n\n\t(a)\tInspect the inboard elevator actuator manifold assemblies for interference between the internal control linkage and the manifold, and rework, if required, in accordance with Bertea Service Bulletin No. 27-48, Revision 1, dated October 9, 1975, or later FAA-approved revisions, or an equivalent inspection and rework procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (Douglas Service Bulletin No. 27-141, dated October 10, 1975, calls attention to the Bertea service bulletin). \n\n\t(b)\tSpecial flight permits may be issued per FAR's 21.197 and 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\n\tThis amendment becomes effective February 26, 1976.
2016-16-12: We are adopting a new airworthiness directive (AD) for certain Continental Motors, Inc., (CMI) San Antonio (formerly known as Airmotive Engineering Corp. (AEC)), replacement parts manufacturer approval (PMA) cylinder assemblies marketed by Engine Components International Division (ECi). On July 17, 2015, AEC was purchased by CMI and is now operating as ``Continental Motors--San Antonio.'' These cylinder assemblies are used on all CMI model -520 and -550 reciprocating engines, and on all other CMI engine models approved for the use of model -520 and -550 cylinder assemblies, such as the CMI model -470 when modified by supplemental type certificate (STC). This AD was prompted by reports of multiple cylinder head-to-barrel separations and cracked and leaking aluminum cylinder heads. This AD requires removal of the affected cylinder assemblies, including overhauled cylinder assemblies, according to a phased removal schedule. We are issuing this AD to prevent failure of the cylinder assemblies, which could lead to failure of the engine, in-flight shutdown, and loss of control of the airplane.
2016-12-06: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. MAKILA 2A and MAKILA 2A1 turboshaft engines. This AD requires repetitive diffuser inspections and replacement of those diffusers that fail inspection. This AD was prompted by two occurrences of crack initiation on a ferrule of the diffuser. We are issuing this AD to prevent rupture of the ferrule of the diffuser, which could result in engine fire and damage to the helicopter.
2005-15-10: The FAA adopts an airworthiness directive (AD) to supersede AD 2003-11-14, which applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-34-200T, PA-34-220T, PA-44-180, and PA-44-180T airplanes that have a model 91E92-1 or model 91E93-1 combustion heater fuel pump installed. AD 2003-11-14 currently requires you to do a one- time inspection of the combustion heater fuel pumps for fuel leakage. If leakage is found, repair or replace the fuel pump. This AD retains all the actions of AD 2003-11-14 and includes additional serial numbers for the Models PA-34-220T and PA-44-180 airplanes in the applicability section. This AD results from an investigation that concluded that after the issuance of AD 2003-11-14, additional fuel pumps that did not meet the quality control (inspection or design) requirements of the AD had been installed in Models PA-34-220T and PA-44-180 airplanes. We are issuing this AD to correct quality control problems with the heater fuel pump, which couldresult in failure of the heater fuel pump. Such failure could lead to fire or explosion in the cockpit. DATES: This AD becomes effective on August 26, 2005. On June 20, 2003 (68 FR 33356, June 4, 2003), the Director of the Federal Register approved the incorporation by reference of The New Piper Aircraft, Inc. Service Bulletin No. 1127, dated February 26, 2003, and Kelly Aerospace Power Systems Service Information Letter Bulletin No. A-110A, dated March 6, 2003. As of August 26, 2005, the Director of the Federal Register approved the incorporation by reference of the following: --The New Piper Aircraft, Inc. Service Bulletin No. 1127B, dated April 18, 2005; and --Kelly Aerospace Power Systems Service Information Letter Bulletin No. A-110B, dated December 20, 2004. We must receive any comments on this AD by September 26, 2005.
2005-15-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600 series airplanes. This AD requires an inspection for evidence of chafing between the hydraulic flexible hose and the ram air turbine (RAT) hub, and related investigative and corrective actions if necessary. This AD is prompted by reports of holes in the RAT hub cover. We are issuing this AD to prevent a hole in the RAT hub cover. A hole in the RAT hub cover could allow water to enter the RAT governing mechanism, freeze during flight, and jam the governing mechanism. In addition, the metal particles that result from chafing between the hydraulic flexible hose and the RAT could mix with the lubricant grease and degrade the governing mechanism. In an emergency, a jammed or degraded RAT could result in its failure to deploy, loss of hydraulic pressure or electrical power to the airplane, and consequent reduced controllability of the airplane.
75-25-01: 75-25-01 BEECH: Amendment 39-2442. Applies to Model 200 (Serial Numbers BB-2, BB-6 thru BB-76 and BB-78 thru BB-80) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude shorting of the generator output leads at the air conditioner pulley housing and/or the oil line coupling nut, accomplish the following: A) Within the next 10 hours' time in service after the effective date of this AD, unless previously accomplished, visually inspect the generator output leads for chafing or discoloration in the area of the air conditioner compressor pulley housing and oil line coupling nut or for positive clearance of these components, in the engine compartment: 1) If chafing has occurred, prior to further flight, comply with Paragraph B. 2) If chafing has not occurred but positive clearance does not exist between the generator leads and the air conditioner pulley housing and the oil line coupling nut, reinspect every 25 hours' time in service until Paragraph B is accomplished. 3) If positive clearance exists between the generator leads and the air conditioner pulley housing and oil line coupling nut, reinspection is not required. B) Within the next 100 hours' time in service after the effective date of this AD or as required by Paragraph A, modify the generator lead routing in accordance with Beechcraft Service Instruction No. 0768-358/Kit No. 101-3011-1S or later approved revisions. Upon compliance with this Paragraph the inspections in Paragraph A are no longer required. C) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Aircraft may be flown in accordance with FAR 21.197 to a place where the modification can be accomplished, if clearance or insulation is provided between the chafed portions of the generator leads and adjacent components. This amendment becomes effective December 1, 1975, to all persons except those to whom it was made effective earlier by air mail letter issued November 10, 1975.
2016-16-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by reports of fatigue cracks in the station 320 crown frame and in window post number 3. This AD requires repetitive inspections for cracks and missing fasteners of the station 320 crown frame, cracks in the web and flange surfaces of the forward segment of window post number 3, and missing fasteners and cracks of the window upper sill; post-modification inspections for cracks of the window upper sill; a one-time fastener rework; and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct fatigue cracking and missing fasteners of the station 320 crown frame, cracking of the window post number 3, and cracking of the window upper sill, which could result in an in-flight decompression and a loss of structural integrity of the fuselage.
72-23-02: 72-23-02 ROLLS ROYCE (1971) LTD: Amendment 39-1547. Applies to Rolls Royce Dart Models 542-4, -4K, -10, -10J, and -10K engines. These engines are installed on, but not necessarily limited to, Convair 340/440 airplanes that have had subject engines installed by modification, and NAMC YS-11 and YS-11A airplanes, all series. (NOTE: Subject Convair 340/440 airplanes are also known as Convair 600 and 640 airplanes.) Compliance is required as indicated. To prevent damage to the rear face of the first stage impeller that could lead to impeller disintegration in service, accomplish the following: (a) Within the next 300 flights after the effective date of this AD, or before the accumulation of 2,000 flights on the compressor since installed new or since last compressor overhaul, as applicable, whichever occurs later, unless already accomplished, modify the oil drain plug, P/N RK.35189, and refit it to the engine in accordance with Rolls Royce Dart Aero Engine Service Bulletin Number DA 72-383, Revision 1, dated November 30, 1971, or an FAA-approved equivalent. Identify the modified drain plug as P/N RK. 46404. (b) Within the next 300 flights after incorporation of the modification specified by paragraph (a), and thereafter at intervals not to exceed 300 flights from the last inspection visually inspect the surfaces of the drain plug, P/N RK.46404, for the presence of aluminum particles. If aluminum particles are found during an inspection required by this paragraph, before further flight comply with paragraph (e). NOTE: During inspections required by paragraph (b) particular attention should be directed to the sealing ring recess. (c) For an engine that is subject to an FAA-approved continuous airworthiness maintenance program that includes periodic inspection for freedom of engine rotation and periodic inspection of the oil filter, comply with the following: (1) At each inspection for freedom of engine rotation, listen for unusualnoises from the compressor area; and (2) At each inspection of the oil filter, visually inspect the filter for traces of fine aluminum dust in the bottom of the filter cap or in suspension in the residual oil in the filter cap. (3) If any unusual noise emanates from the compressor area during an inspection required by subparagraph (c) (1) or if any trace of fine aluminum dust is found during an inspection required by subparagraph (c) (2), before further flight comply with paragraph (e). Change to an approved program that affect either the interval or performance of inspections required by this AD must be approved by the assigned FAA Maintenance Inspector. (d) For engines that are not subject to an FAA-approved continuous airworthiness maintenance program that includes periodic inspection for freedom of engine rotation and periodic inspection of the oil filter comply with the following: (1) At each inspection required by paragraph (b) - (i) Inspect thefirst stage impeller for freedom of rotation by rotating it at least one full turn in each direction, and listen for unusual noises from the compressor area. (ii) Visually inspect the oil filter for traces of fine aluminum dust in the bottom of the filter cap or in suspension in the residual oil in the filter cap. (2) If the first stage impeller does not rotate freely in each direction or if any unusual noise emanates from the compressor area during an inspection required by subparagraph (d)(1)(i), or if any trace of fine aluminum dust is found during an inspection required by subparagraph (d)(1)(ii), before further flight comply with paragraph (e). (e) Remove one combustion chamber and visually inspect the compressor outlet elbow, flame tube, discharge nozzle, H.P. nozzle guide vanes, and H.P. turbine blades for evidence of metal spatter and surface roughness or impact damage due to the passage of a foreign object. If any of these indications are found, before further flight rebuild the engine in accordance with Rolls Royce Dart Aero Engine Service Bulletin Da 72-383, Revision 1, dated November 30, 1971, or an FAA-approved equivalent. (f) For the purpose of complying with this AD, a flight is an operating sequence consisting of an engine start, takeoff operation, landing, and engine shutdown. The number of flights may be determined by actual count or, subject to acceptance by the assigned FAA Maintenance Inspector, may be calculated by dividing the compressor section's time in service by the operator's fleet average time for airplanes equipped with the subject type engines. (g) At the request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East 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 that operator. (h) The repetitive inspections required by this AD may be discontinued on engines that have been rebuilt in accordance with paragraph (e). This amendment supersedes Amendment 39-1381 (37 F.R. 666), AD 72-02-04. This amendment becomes effective October 26, 1972.