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73-11-07: 73-11-07 SIAI-MARCHETTI: Amdt. 39-1647. Applies to SIAI Marchetti, Model S.205 airplanes, Serial Nos. 001 through 003, 101 through 399, 4-101 through 4-165, 4-167 through 4- 215, 4-227, 4-232 through 4-252, 4-254, 4-267, 4-268, 4-270, 4-271, 4-273, 4-274, 4-282, 4-285, 5-302, 5-303, 5-406; and Model S.208 airplanes, Serial Nos. 001 through 003, 1-03 through 1-15, 2-16 through 2-22, 2-47 through 2-50, 369, 3-100, 4-51, 4-231, 4-233, and 4-256 through 4-258. Compliance is required as indicated unless already accomplished. To detect frayed or improperly aligned flap and aileron control cables at the passage of the cables from the fuselage to the wings, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, inspect the flap and aileron control cables in the area of passage from the fuselage to the wings for fraying or contact with the metallic cup, P/N 205-1-156-11, in accordance with SIAI Marchetti Service Bulletin No. 205B31 dated January 14, 1972, or FAA-approved equivalent. (b) If frayed flap or aileron control cables or contact between the control cables and the metallic cup, P/N 205-1-156-11, are found during the inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, replace any frayed cables and rework the metallic cup, P/N 205-1-156-11, in accordance with SIAI Marchetti Service Bulletin No. 205B31 dated January 14, 1972, or FAA-approved equivalent. This amendment becomes effective June 22, 1973.
2005-13-01: The FAA is superseding an existing airworthiness directive (AD) for Hoffmann Propeller GmbH & Co KG Models HO-V343 and HO-V343K propellers. That AD currently requires initial and repetitive visual inspections of propeller blades for blade shake and blade nut preload. That AD also requires initial and repetitive eddy current inspections of blade hubs for damage and cracks. This AD requires an ultrasonic inspection of the propeller hub and an eddy current inspection of the propeller hub if any cracks are discovered during ultrasonic inspection. Additionally, this AD requires sending a hub inspection report to the manufacturer. This AD also requires replacement of the propeller if any signs of blade shake, cracks, or other damage to the propeller hub outside serviceable limits are detected during the inspections. This AD results from the discovery of a propeller blade separation due to a possible hub failure. We are issuing this AD to prevent propeller hub failure and blade separation due to an unknown root cause, leading to damage and possible loss of control of the airplane.
67-14-07: 67-14-07 PIPER: Amdt. 39-375 Part 39 Federal Register April 20, 1967. Applies to Model PA-25-235 Airplanes, Serial Numbers 25-2000 to 25-4171 Inclusive. Compliance required as indicated. To prevent further failures of engine exhaust system components, accomplish the following: (a) Initial Inspection. Unless already accomplished, conduct the following inspections within the next 50 hours' time in service after the effective date of this AD on aircraft with 150 or more hours total time. On aircraft with less than 150 hours' total time, conduct the following inspection before an accumulation of 200 hours' total time unless already accomplished. (1) Inspect the entire exhaust system for signs of cracks, burn-throughs, weld separations, failed internal baffles, etc. Remove the muffler assembly by disconnecting air ducts, stacks, shrouds, etc., as necessary to permit a thorough visual inspection of exterior and interior surfaces with a probe light and mirror. The cabin air heat shroud must also be removed from the muffler. (2) In addition to the exhaust inspection, accomplish the following: (i) Inspect the lower ignition harness for deteriorated insulation. (ii) Inspect the lower engine mount in the area near the exhaust stack for blistered or burned paint and rust. (iii) Inspect the rubber engine mount bushings for deterioration and loss of resilience. (iv) Inspect all flexible air and heat ducting for deterioration and burning. Parts bound damaged or deteriorated as described above must be replaced or repaired before further flight. Extreme care must be exercised when re-installing the exhaust system components to prevent distortion of preloading any parts. (b) Recurrent Inspections. With 50 hours' time in service from the initial inspection and every 50 hours' time in service thereafter, repeat the initial exhaust system inspection described in (a)(1) except that the muffler neednot be removed from the aircraft provided visual inspection with probe light and mirror are made through the muffler tail pipe outlet and one end of the muffler at the stack connection. (c) Compliance Time Adjustments. (1) The inspection time intervals may be adjusted up to a maximum of 15 hours to coincide with aircraft annual or 100 hour scheduled inspections. (2) Inspections, repairs or alterations must be accomplished by authorized individuals or repair facilities. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 91.173. (d) The recurrent inspections of the exhaust systems as required in (b) may be discontinued upon installation of the new improved muffler and exhaust stack clamps included in muffler installation kit, Piper Part No. 753-753. (Piper Service Bulletin No. 241 covers this same subject.) This directive effective May 20, 1967.
2015-14-05: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) JT8D-217C and JT8D-219 turbofan engines. This AD was prompted by reports of cracking in the low-pressure turbine (LPT) shaft. This AD requires removing affected LPT shafts from service using a drawdown plan. We are issuing this AD to prevent failure of the LPT shaft, which could lead to an uncontained engine failure and damage to the airplane.
97-14-03: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires installation of a newly designed rudder-limiting device and yaw damper system. This amendment is prompted by a report indicating that a full rudder input, either commanded or uncommanded, could result in a rapid roll upset; and by reports of malfunctions of the yaw damper system. The actions specified by this AD are intended to prevent excessive rudder authority and consequent reduced controllability of the airplane; and malfunctions of the yaw damper system, which could result in sudden uncommanded yawing of the airplane and consequent injury to passengers and crewmembers.
2005-13-07: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Co.) TFE731-2 and -3 series turbofan engines with certain part numbers (P/Ns) and serial numbers (SNs) of low pressure (LP) 1st and 2nd stage turbine rotor discs initially installed. This AD requires replacement of those LP 1st and 2nd stage turbine rotor discs. This AD results from a report of an uncontained failure of an LP 2nd stage turbine rotor disc that resulted in an in-flight engine shutdown. We are issuing this AD to prevent LP turbine rotor disk separation, which could result in an uncontained engine failure and damage to the airplane.
74-20-05: 74-20-05 BELL: Amendment 39-1965. Applies to Bell Model 212 helicopters, serial numbers 30501 through 30593, certificated in all categories. Compliance required within the next 100 hours' time in service after the effective date of the A.D., unless already accomplished. To prevent possible failure of the synchronized elevator ribs with resulting loss of the elevator, modify the right and left elevators as specified in Part III of Bell Helicopter Company Service Bulletin No. 212-01-74-2 dated March 27, 1974, or later FAA approved revision. 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, and at 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 Regional Office in Fort Worth, Texas. This amendment becomes effective October 21, 1974.
74-16-05: 74-16-05 SIKORSKY AIRCRAFT: Amendment 39-1910 is amended by Amendment 39-2033. Applies to S-64A, S-64E, and S-56 helicopters certificated in all categories. Compliance required as indicated. To prevent fatigue failures of the main rotor head spindle lock nut, accomplish the following: (a) Before the accumulation of 750 hours time in service on a main rotor head spindle lock nut, P/N S1510-23031-0, or within the next 25 hours time in service after the effective date of this AD, whichever occurs later, replace the affected lock nut with a serviceable part of the same part number and thereafter repeat replacement at intervals not to exceed 750 hours time in service. (b) Before the accumulation of 10,500 hours time in service on a main rotor head spindle lock nut, P/N S1510-23031-1, or within the next 25 hours time in service after the effective date of this AD, whichever occurs later, replace the affected lock nut with a serviceable part of the same part number and thereafter repeat replacement at intervals not to exceed 10,500 hours time in service. Amendment 39-1910 became effective August 15, 1974. This amendment 39-2033 becomes effective December 12, 1974.
51-15-02: 51-15-02 FRANKLIN: Applies to All Franklin 6A4-165-B3 Engines Serially Numbered 33046 and Below Incorporating Original Crankcase (Left Half No. 18305; Right Half No. 18306). These Two Parts Form Crankcase Assembly, P/N 18553. The Number of Each Crankcase Half is Located on Each Casting Below the Number 1 and 6 Cylinder Location. To be accomplished by July 15, 1951. Effective on and after this date, all applicable crankcases with 500 hours of operation since new or 250 hours since last overhaul should be inspected as follows: Remove crankcase cover and visually inspect the webbing near the main journal area for cracks. (1) Crankcases found to be free of cracks should be inspected at 250-hour intervals thereafter. In the event that the conditions described in (2) and (3) are detected, the provisions of (2) and (3) will apply. (2) Crankcases found with (a) surface indications, hairline cracks, or small wall cracks and (b) cracks starting at main bearing stud hole on the opposite side from main bearing support, may be operated further at the option of the owner. Such crankcases should be inspected at 50-hour intervals thereafter to determine progress of cracks. (3) Crankcases found fractured or with cracks that have progressed to the extent that they enter the main bearing supports (usually from back near (a) main bearing stud hole and (b) drilled oil hole) indicate that a complete break soon will occur. Such crankcases should be replaced with the reinforced crankcase assembly, P/N 18925, at which time no further inspection is required. Crankcase assembly P/N 18925 may be identified by casting No. 18905 appearing below No. 1 cylinder location and casting No. 18906 appearing below No. 6 cylinder location. (Franklin Service News No. 10 also covers this subject.)
2005-13-03: The FAA is adopting a new airworthiness directive (AD) for certain AvCraft Dornier Model 328-100 and -300 airplanes. This AD requires operators to install colored identification strips on the pulley brackets, fairlead bracket assemblies, operational assemblies, and flight control cables. This AD is prompted by a report that the flight control systems do not have elements that are distinctively identified. We are issuing this AD to prevent the incorrect re-assembly of the flight control system during maintenance, which could result in reduced controllability of the airplane.