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71-13-03: 71-13-03 HAWKER SIDDELEY AVIATION: Amdt. 39-1230 as amended by Amendment 39-1259. Applies to Model DH-114 "Heron" airplanes. Compliance is required as indicated. To prevent possible failure of the Dunlop compressed air bottles used in the emergency landing gear extension system and emergency braking system, accomplish the following on or before August 31, 1971. (a) For all airplanes, inspect the air bottle (P/N AH.7360 or AC.11038) used in either of the emergency landing gear extension system air bottle assemblies (P/N AC.11768) located under the pilot's seat: If the air bottle was manufactured before January 1, 1959, replace the air bottle assembly with a serviceable assembly of the same part number which incorporates an air bottle (P/N AH.7360 or AC.11038) manufactured on or after January 1, 1959. The date of manufacture is etched on the collar of the bottle. (b) For airplanes which have incorporated Modification 281 (Emergency Braking System), inspect the airbottle (P/N AC.10685 or AC.11038) used in the emergency braking system air bottle assembly (P/N ACM.16784) located on the left forward face of the crew cabin sloping bulkhead. If the air bottle was manufactured before January 1, 1959, replace the air bottle assembly with a serviceable assembly of the same part number which incorporates an air bottle (P/N AC.10685 or AC.11038) manufactured on or after January 1, 1959. The date of manufacture is etched on the collar of the air bottle. (Hawker Siddeley Technical News Sheet, Series: Heron (114), No. S.6, Issue 2, covers this subject.) Amendment 39-1230 became effective July 30, 1971. This Amendment 39-1259 becomes effective July 31, 1971.
82-12-02 R1: 82-12-02 R1 BRITISH AEROSPACE (HAWKER SIDDELEY): Amendment 39-4392 as amended by Amendment 39-5058. Applies to British Aerospace Model HS/BH/DH 125 up to and including series 700 airplanes certificated in all categories except those airplanes incorporating Modification 252772. To prevent structural failure of the flap, accomplish the following within the next 100 hours time in service after the effective date of this AD or before the accumulation of 600 hours time in service on the airplane, whichever is later, unless already accomplished. 1. Visually inspect the flap outboard hinge nose ribs for cracks in accordance with the instructions in paragraph 2A of British Aerospace, Aircraft Group, 125 Service Bulletin (SB) No. 57-58, Revision 3, dated September 1, 1983. a. If no cracks are found, no further action is necessary. b. If cracks are found during the inspection required by paragraph 1, above, which do not exceed the criteria in paragraph 2A(5) of the service bulletin, reinspect at intervals not exceeding 40 hours time in service from the last inspection until a permanent repair is incorporated. c. If cracks are found during the inspection required by paragraph 1 or during the repetitive inspection required by paragraph 1.b, above, which exceed the criteria in paragraph 2A(5) of the service bulletin, replace the flap with a serviceable flap or contact the manufacturer for instructions to make a permanent repair before further flight. 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 Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated hereinand made a part hereof pursuant to 5 U.S.C. 552(a)(1). Amendment 39-4392 became effective June 8, 1982. This amendment becomes effective June 17, 1985.
2009-17-05: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. TPE331-10 and TPE331-11 series turboprop engines. This AD requires removing certain first stage turbine disks from service. This AD results from a report of an uncontained failure of a first stage turbine disk that had a metallurgical defect. We are issuing this AD to prevent uncontained failure of the first stage turbine disk and damage to the airplane.
62-26-03: 62-26-03 LOCKHEED: Amdt. 512 Part 507 Federal Register December 6, 1962. Applies to All Models 49, 149, 649, 649A, 749, 749A, and 1049-54 Series Aircraft Incorporating Main Landing Gear Crossheads, P/N 307866 or P/N 288982 Which Have Accumulated 10,000 or More Hours' Time in Service. Compliance required as indicated. To detect fatigue cracking in the 0.25-inch radii adjacent to the one-inch diameter bearing surfaces on main landing gear crossheads, the failure of which would prevent normal extension and retraction of the main landing gear, the following shall be accomplished: (a) Within the next 700 hours' time in service after the effective date of this AD, unless already accomplished within the last 1,800 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 2,500 hours' time in service from the last inspection, inspect all crossheads as follows: The crosshead shall be removed from the aircraft and inspected by themagnetic particle method or FAA approved equivalent for cracks in the 0.25-inch radii adjacent to the one-inch diameter bearing surfaces. All cracked crossheads shall be replaced with sound ones before the aircraft is returned to service. Crosshead replacement for 1049-54 aircraft shall be P/N 307866 only. Crosshead replacement for 49, 149, 649, 649A, 749, and 749A aircraft shall be either P/N 307866 or P/N 288982. (b) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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 such operator. (Lockheed Field Service Letter FS/251565L, dated March 31, 1961, covers this same subject.) This directive effective January 7, 1963.
81-01-02 R1: 81-01-02 R1 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3999 as amended by Amendment 39-4147. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24A and up), certificated in all categories, which are equipped with fuel selector cables U2000 LAS-2-( ) and U2000 LA-2-( ); i.e., the U2000L series. Compliance required as indicated. To prevent failure of the fuel tank selector valves or the fuel shut-off valves to operate, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished, inspect the cable sleeves on the fuel tank selector valve and fuel shut-off valve. If they are incorrectly crimped, cracked, or loose, before further flight, repair No. ANMD- 28-11 (hereinafter referred to as the Service Bulletin) dated August 21, 1980, or an FAA-approved equivalent. (b) Cable sleeves on the fuel tank selector cable which have been repaired in accordance with GAF Nomad Alert Service Bulletin No. ANMD-28-11, dated August 21, 1980, or an FAA-approved equivalent, must be visually inspected prior to the first flight of each day in accordance with paragraph 4 of the service bulletin, and replaced prior to the accumulation of 200 hours time in service from the time of repair. (c) If an equivalent is used in complying with paragraph (a) of this AD, that equivalent must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received the Service Bulletin from the manufacturer may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne 3207 Vic., Australia. These documents may be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, or Rules Docket, Room 916, FAA, 800 Independence Ave., S.W., Washington, DC20591. Amendment 39-3999 became effective January 5, 1981. This amendment 39-4147 becomes effective June 22, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T81-01-02 R1, issued January 16, 1981, which contained this amendment.
83-20-02: 83-20-02 BRITISH AEROSPACE: Amendment 39-4735. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories. To prevent failure of the No. 1 left and right side fuselage mounted flap beam on aircraft that have not incorporated Modification No. PM5805, accomplish the following unless previously accomplished: A. Inspect and repair or replace, as necessary, the forward and aft spigots of the No. 1 flap beam in accordance with paragraph 2, Accomplishment Instructions, of British Aerospace Alert Service Bulletin No. 53-A-PM5805, Issue 2, dated May 4, 1982, per the following schedule: 1. For aircraft which have accumulated 27,000 or more landings on the effective date of the AD, compliance is required prior to the accumulation of 30,000 landings, or within the next 1,000 landings, whichever occurs later. 2. For aircraft which have accumulated less than 27,000 landings on the effective date of the AD, compliance is required prior to the accumulation of 18,000 landings, or within the next 3,000 landings, whichever occurs later. B. Repeat the actions of paragraph A., above, at intervals not to exceed 6,000 landings. C. Incorporation of modification PM5805 terminates the repetitive inspection requirement of paragraph B., above. D. For the purpose of this AD, and when approved by an FAA maintenance inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. F. 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. This amendment becomes effective November 3,1983.
2007-03-17 R1: We are revising an existing airworthiness directive (AD) for the products listed above. 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: This Airworthiness Directive (AD) was prompted by reports of loose rivets on frames C18 BIS and C19, which could result in a reduced structural integrity of the tail area. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective September 9, 2009. On September 9, 2009, the Director of the Federal Register approved the incorporation by reference of SOCATA TBM Aircraft Mandatory Service Bulletin SB 70-129, AMENDMENT 1, dated February 2009, listed in this AD. As of March 15, 2007 (72 FR 5923, February 8, 2007), the Director of the Federal Register approved the incorporationby reference of SOCATA TBM Aircraft Mandatory Service Bulletin SB 70-129, dated June 2005, listed in this AD.
83-06-08: 83-06-08 SHORT BROTHERS AND HARLAND LTD.: Amendment 39-4595. Applies to Model SC 7, Series 3 airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent failure of a main landing gear brake flange and subsequent loss of both main and emergency brake systems, accomplish the following: a) Within the next 200 landings after the effective date of this AD for airplanes equipped with brake flange Part No. EH183134 and having 5,000 or more landings in service or for airplanes equipped with brake flange Part No. EH183712 and having 1,000 or more landings in service, perform a dye penetrant inspection of the main landing gear brake flanges as instructed in paragraph 2 of Dowty Rotol Service Bulletin No. 32-10M, Rev. 1, dated February 17, 1982. 1) If no cracks are found, return the airplane to service. 2) If cracks are found, prior to further flight, replace the brake flange with a serviceable unit of the same part number.b) Repeat the inspection of paragraph a) above at 1,000 landing intervals. When the brake flange is replaced, these repeated inspections may be discontinued until the newly installed brake flange has accumulated the total number of landings as prescribed in paragraph a) above. c) Operators who have not kept records of total landings in service may convert airplane hours time-in-service to total landings in service at the rate of two landings per hour. d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. e) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 4, 1983.
79-25-08: 79-25-08 SIKORSKY AIRCRAFT DIVISION: Amendment 39-3635. Applies to all Model S-76A helicopters equipped with Sikorsky Models 76650-09802-101 and 76650-09802-102 hydraulic pumps. Compliance required as indicated, unless previously accomplished. To check the operation of existing installed pumps and to replace all defective pumps, accomplish the following: 1. If a hydraulic pump is known to have operated after fluid had been lost from the system, it is likely that the pump has run dry and it must be replaced prior to further flight. 2. If hydraulic fluid has been lost from a hydraulic reservoir, but the system has not run dry, perform servicing and bleeding procedures in accordance with the S-76A maintenance manual prior to further flight. 3. During each rotor startup, check for hydraulic pressure indication in the green arc range at 60% NR. The check required by the aforementioned sentence may be performed by the pilot. If hydraulic pressure is not in thisrange, conduct trouble shooting procedures and replace any malfunctioning component prior to further flight. 4 (A). Replace all hydraulic pumps, Sikorsky P/Ns 76650-09802-101 and 76650-09802-102, with Sikorsky P/N 76650-09802-103, in accordance with Paragraphs 4(B) and 4(C) below. These approved replacement pumps may also be identified by the suffix "C" after the serial number. (B). For pumps with 250 or more hours time in service on the effective date of this AD, compliance with paragraph 4(A) is required within the next 100 hours time in service. (C). For pumps with less than 250 hours time in service on the effective date of this AD, compliance with Paragraph 4(A) is required before the accumulation of 350 hours time in service. NOTE: Sikorsky Commercial Customer Service Notice 76-16, dated November 14, 1979, applies to this AD. The manufacturer's Customer Service Notice and Maintenance Manual identified and described in this directive are incorporatedherein 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 S-76A Product Manager, Commercial Customer Service Department, Sikorsky Aircraft Division, North Main Street, Stratford, Connecticut 06602. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803 and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective upon publication in the Federal Register, except for recipients of the Emergency AD, dated November 16, 1979, for whom it became effective upon receipt.
2009-15-11: 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: During the landing roll a Corvette aircraft inclined to the Left Hand (LH) side as a result of the uncoupling of the left main landing gear shock absorber upper and lower cylinders, leading the left wheel tire to rub against the left wing under surface and to deflate, and the left wing tip fuel tank to strike the runway surface. The investigation showed that this uncoupling resulted from the loosening of the shock absorber locking system nut and its associated lock washer. * * * * * The unsafe condition is reduced structural integrity of the main landing gear, which could cause the wing tip fuel tank to strike the runway surface and potentially result in a fire. This AD requires actions that are intended to address the unsafe condition described in the MCAI.