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2012-15-07: We are adopting a new airworthiness directive (AD) for Glasflugel Models Standard Libelle-201B, Club Libelle 205, Mosquito, and Kestrel gliders. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 corrosion damage to the elevator control rod that could lead to failure of the elevator control rod, possibly resulting in loss of control of the glider. We are issuing this AD to require actions to address the unsafe condition on these products.
74-02-02: 74-02-02 SL INDUSTRIES, INC: Amendment 39-1770. Applies to all Models B-1 and B-1A airplanes, certificated in all categories, and originally manufactured by either CallAir, Intermountain Company, Aero Commander or North American Rockwell Corporation. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the front wing spar, accomplish the following: (a) Inspect both front wing spars by the following procedures: (1) Remove the P/N 16161 wing leading edge panels between the wing-body junction and the MLG shock strut by drilling out the necessary rivets. (2) Remove the wing fairing covering the front spar attach bolt. (3) Hoist the wing and jack the landing gear to relieve the load on the front spar attach bolt and remove the front spar attach bolt. (4) Remove the P/N 16045-1 and -2 spar fittings by removal of (10) AN4 bolts attaching fittings to thespar web. (5) Visually and with dye penetrant methods, inspect the spar web in the area of the P/N 16045-1 and -2 fittings for cracks. Give particular attention to the upper and lower fastener locations in the pattern of (10) fasteners attaching the P/N 16045-1 and -2 fittings to the spar web. Inspect these holes for elongation beyond .254 inches. (6) Visually inspect the inboard 24 inches of the spar web for corrosion. (b) Repair discrepancies found during the inspections of paragraph (a) as follows: (1) For cracks or elongated fastener holes in the spar web, replace the damaged spar with a new spar. (2) For corrosion on the spar web, repair as follows: (i) Remove corrosion in accordance with AC 43.13-1. (ii) If corrosion is less than 10% of spar web thickness locally and reduces the spar web cross-section area by less than 2%, treat the corroded spar web area with two coats of zinc chromate primer in accordance with MIL-P-6889 or MIL-P-8585A. (iii) If corrosion exceeds 10% of local spar web thickness or 2% of spar web cross- section area, replace the spar or repair with a repair approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. (c) Reinstall the 16045-1 and -2 spar fittings. (d) Install the 16246 and 16247 spar fittings in accordance with Service Bulletin A- 15. (e) Reinstall the wing fairings and leading edge panels removed during paragraph (a) inspections. NOTE: (SL Industries Service Bulletin A-24 covers this same subject.) 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 General Manager, SL Industries, Inc., 7020 West Wilshire, Oklahoma City, Oklahoma 73132. These documents may also beexamined at the office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas and at FAA headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective January 18, 1974.
75-22-16: 75-22-16 GLASFLUGEL: Amendment 39-2406. Applies to the following gliders, certificated in all categories: 1. Standard Libelle and Standard Libelle 201B; 2. Club Libelle 205, serial numbers 107 and below; and 3. H301 Libelle and H301B Libelle serial numbers 2 and subsequent equipped with an elevator actuator bracket having welded assembly guides. Compliance is required as indicated. To detect cracks in the welded seam of the elevator assembly guide on the elevator actuator bracket and distortion of the elevator assembly guide and to prevent possible loss of elevator control, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD unless already accomplished, visually inspect - (i) The elevator assembly guide for distortion: and (ii) The welded seam of the elevator assembly guide, using a 5 power magnifier, for cracks. (b) If, during the inspection required by paragraph (a) of this AD, a crack or distortion of the elevator assembly guide is found, before further flight, comply with paragraph (d). (c) If, during the inspection required by paragraph (a) of this AD, a crack or distortion of the elevator assembly guide is not found, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, comply with paragraph (d). (d) When compliance is required by paragraph (b) or (c), replace the elevator actuator bracket with a serviceable elevator actuator bracket reinforced with two sheet metal strips in accordance with paragraph 4 of the "Method" section of Glasflugel Technical Note No. 201-20, 205-6, 206-1, 301-30 dated July 11, 1975, or an FAA-approved equivalent. This amendment becomes effective November 4, 1975.
70-20-02: 70-20-02 MORANE SAULNIER: Amdt. 39-1083. Applies to Moels MS. 880B, MS.885, and MS.894A airplanes. To maintain correct alignment of the airspeed limit markings on the cover glass of the airspeed indicator with the face of the dial, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, align the cover glass and mark its correct position in accordance with Socata Service Bulletin No. 73 dated March 1970, or later SGAC- approved issue or an FAA-approved equivalent. This amendment becomes effective October 26, 1970.
2012-14-11: We are adopting a new airworthiness directive (AD) for Arrow Falcon Exporters, Inc. (AFE), Rotorcraft Development Corporation (RDC), and San Joaquin Helicopters (SJH) Model OH-58A, OH-58A+, and OH-58C helicopters to require inspecting the main rotor mast (mast) for a crack. This AD is prompted by two reported failures of the mast from corrosion-initiated fatigue cracking. The actions specified by this AD are intended to prevent failure of the mast and subsequent loss of control of the helicopter.
75-12-08: 75-12-08 MICHAEL D. ADAMS and The Balloon Works Hot Air Balloons: Amendment 39-2228 as amended by Amendment 39-2587. Applies to Rego 7553S series throttle or trigger valves installed on all models of Michael D. Adams and The Balloon Works Hot Air Balloons certificated in all categories. Compliance required as indicated below after the effective date of this AD unless already accomplished. To prevent failures of the "O" ring on the valve stem; valve seat washer loosening or valve actuating handle rollpin becoming dislodged, accomplish the following or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. Within the next 25 hours time in service, accomplish: Paragraph a, b, c and d. Paragraph "a" is to be accomplished thereafter at each 100 hours time in service or at each annual inspection, whichever comes first. a. Remove the valve actuating lever rollpin P/N 7553S-8 from actuating lever. (Be carefulto remove any burrs in the stem area around the rollpin hole before removing the valve stem P/N 7553S-1 from the bonnet P/N 7553-5.) Replace the "O" ring stem seal with a new Rego "O" ring P/N 1421-7. Lubricate the new "O" ring with a suitable lubricant before reassembly. b. Check the torque of the valve seat retaining screw to 10 to 12 in-lbs in the loosening direction. If it turns, the screw must be removed, cleaned of lubricant and reinstalled using MIL-S 22473 high strength thread locking compound, such as two ton epoxy by Devcon or Loctite 271 or equivalent. Recheck torque after thread locking compound has cured. CAUTION: Do not permit the thread locking compound to adhere to the rubber seating surface. c. Reinstall valve actuating lever on the valve body with rollpin, P/N 7553S-8. Install a number six machine screw and stop nut or a 3/32 inch stainless steel cotter pin or .040 inch diameter safety wire through the hole in the rollpin, holding the actuating handle to the valve body and secure. d. Appropriate maintenance records must be kept in accordance with FAR 91.173. Amendment 39-2228 became effective June 6, 1975. This Amendment 39-2587 becomes effective April 30, 1976.
71-06-08: 71-06-08 CLEVELAND AIRCRAFT PRODUCTS: Amendment 39-1173 as amended by Amendment 39-1221. Applies to Cleveland Aircraft Products, Division of Van Sickle Industries, 6.00-6 wheel/brake assembly, P/N 3080C/37-200A. Compliance required as indicated. To prevent failure of the brake, due to separation of the brake disc assembly, P/N 164-32, at the weld area, accomplish the following: (a) Within the next 25 hours in service, after the effective date of this AD, or within 50 hours since the last brake inspection conducted pursuant to this paragraph, whichever comes later, unless the alteration of paragraph (c)(1) has been accomplished, perform the following inspection: Remove wheel assembly, P/N 3080C from the aircraft and inspect the brake disc assembly, P/N 164-32, for cracks in the weld attaching the disc to the cup, using a 10-power glass or other FAA-approved equivalent means. If any cracks or other obvious defects are found, replace the disc assembly as indicatedin paragraph (c). (b) Until the alteration of paragraph (c)(1) is accomplished, repeat the procedure of paragraph (a) each 50 hours in service after the last inspection. (c) At next brake overhaul or brake disc replacement, (1) Replace brake disc, P/N 164-32, with one-piece brake disc, P/N 164-32F, in accordance with Cleveland Service Bulletin No. ESB 7000-2, Rev. (A) 251-2, dated 15 January 1971, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, Jamaica, New York, or (2) If disc, P/N 164-32F, is not available at the time replacement is necessary, replace with disc, P/N 164-32, manufactured subsequent to 23 May 1969. (This wheel and brake assembly installed on Piper PA-23-250 airplanes among others.) Upon submission of substantiating data through an FAA Maintenance Inspector, by an owner or operator, the Chief, Engineering and Manufacturing Branch, may permit compliance at an established inspection periodof the owner or operator. Amendment 39-1173 was effective March 19, 1971. This Amendment 39-1221 is effective June 8, 1971.
2012-14-02: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 767-200 and -300 series airplanes. That AD currently requires replacement of the existing deactivation pin, aft cascade pin bushing, and pin insert on each thrust reverser half with new, improved components. This new AD requires a dye penetrant inspection for cracking of the rivet holes of the bushing plate and repair or replacement, if necessary; and for certain airplanes, replacing the existing bushing with a new bushing and deactivation pin, and installing a new or serviceable stowage bracket for the deactivation pins on all airplanes powered by Pratt & Whitney JT9D series engines. This AD was prompted by reports that certain airplanes require installation of a new bushing and deactivation pin with increased load carrying capability and all airplanes powered by Pratt & Whitney JT9D series engines require installation of a new bracket for stowing the deactivation pin. We are issuing this AD to prevent failure of the thrust reverser deactivation pins, which could fail to prevent a deployment of a deactivated thrust reverser in flight and consequent reduced controllability of the airplane.
75-08-01: 75-08-01 CANADAIR: Amendment 39-2150. Applies to all CL-44D4 and CL-44J airplanes. Compliance required as indicated. 1. Affects the nose landing gear upper and lower toggle pins P/N 28-86128. a. Within the next 300 hours' time in service after the effective date of this AD, unless accomplished within the last 450 hours' time in service, remove the upper and lower nose landing gear toggle pins P/N 28-86128 and inspect for cracks emanating from the ends of the slotted hole located at the center of the pins using Magnaflux (MIL-I-6868) or an FAA- approved equivalent inspection. b. The inspection specified in "a" above shall be repeated at intervals not to exceed 750 hours' time in service from the last inspection. 2. Cracked parts shall be replaced prior to further flight. a. Replacement parts shall be of the same part number or P/N 28-86128-2 or approved equivalent parts. 3. The inspection specified in (1) is not required if: a. P/N 28-86128-2 pins are installed or; b. P/N 28-86128 pins are reworked, in accordance with Canadair Limited Service Information Circular No. 381-CL44 dated October 23, 1974, to P/N 28-86128-2 configuration. 4. The aircraft may be flown in accordance with FAR 21.197 to a base where the inspections or repairs can be performed. 5. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection intervals specified in this AD. Equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 7, 1975.
75-14-04: 75-14-04 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2252 as amended by Amendment 39-2769 is further amended by Amendment 39-2948. Applies to Grumman G-164 S/N 101 through 400, G-164A S/N 401 through 1719, G-164B S/N 1B through 206B, and 208B through 277B, certificated in all categories. 1. Compliance required within 20 hours' time in service after the effective date of this AD, unless already accomplished within the last 80 hours' time in service, and thereafter within 100 hours' time in service from the last inspection. 2. a. For the models G-164 and G-164A inspect the rudder cable P/N A1860- 35, -36 within the cockpit floorboard and chafe strip area for fraying. b. For the Model G-164B inspect the rudder cables P/N A3860-1, -3, within the cockpit floorboard and chafe strip area for fraying. c. Replace any cables that show broken strands. Defective components must be replaced with the same part number or with approved equivalent parts. 3. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval in this AD. 4. Equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 5. Aircraft altered to incorporate the pulley and bracket P/N AN220-1 and A1839- 11 and -12, respectively, or altered in accordance with Grumman American Drawing A3371-1, and -3 "Foot Rail Assembly" are considered to have complied with the AD. (Service Bulletin No. 56B dated October 4, 1976, is concerned with this subject). Amendment 39-2252 was effective July 8, 1975. Amendment 39-2769 was effective November 17, 1976. This amendment 39-2948 is effective July 7, 1977.