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78-05-08 R3: 78-05-08 R3 BOEING: Amendment 39-3155 as amended by Amendment 39-3458 and Amendment 39- 3887 is further amended by Amendment 39-4030. Applies to all Boeing 747 series airplanes which incorporate propellant cartridges manufactured by Olin Corporation in the emergency escape slide inflation system. Accomplish the following:\n \n\tA.\tUnless already accomplished, conduct an initial inspection of each cool gas generator propellant cartridge installed on an airplane in accordance with paragraph E prior to accumulation of 6,000 flight hours or 4 years time installed on an airplane, whichever is sooner. For those cartridges which have accumulated, or will have accumulated before May 1, 1978, more than 6,000 flight hours or 4 years time installed on an airplane, compliance may be delayed but must be accomplished by May 1, 1978. \n\n\tB.\t(1)\tInspect all cool gas generator propellant cartridges installed on airplanes (regardless of flight hours or date installed) in accordance with paragraphE at intervals not to exceed one year. However, if an approved 100 degrees F temperature indicator (Telatemp Corporation, Part Number "Model 747-1-A", or an alternate indicator approved by the Chief, Seattle Area Aircraft Certification Office) was installed on the cool gas generator casing at the time a new cartridge or one that was inspected in accordance with paragraph E was installed, annually inspect the temperature tab. If the tab indicates that 100 degrees F has not been reached, X-ray inspection of the propellant cartridge in accordance with paragraph E is not required. If temperature indication on temperature tabs exceeds 100 degrees F, X-ray inspection of the cartridge in accordance with paragraph E is required. \n\n\t\t(2)\tTelatemp Corporation Part Number Hotspot 100 degrees, and William Wahl Corporation Part Number 210 and Part Number 240 may no longer be installed and used to comply with paragraph B(1) after the effective date of this amendment. Propellant cartridges previously installed in cool gas generators using these temperature indicators to comply with paragraph B(1) must be X-ray inspected per paragraph E prior to May 1, 1981, or within one year since the cartridge was placed into service, or within one year since last X-ray inspection of the cartridge, unless it can be shown that the temperature tabs are functioning properly. Proper functioning may be shown by removing existing temperature tabs and placing them in an oven heated to a temperature between 100 degrees F and 102 degrees F. If the indicator changes color, it may be assumed to be in good condition and the gas generator can be returned to service without X-ray inspection. \n\n\tC.\tAfter the effective date of this AD, all cartridges, prior to installation in a cool gas generator, must be inspected per paragraph E if 180 days have elapsed since the last inspection. Also, after the effective date of this AD, all cartridges, regardless of time elapsed since the last inspection, must be inspected per paragraph E prior to installation in a cool gas generator unless it can be shown that the cartridges have been stored within the temperature limits of +10 degrees F to +90 degrees F. \n\n\tD.\tAfter the effective date of this AD and prior to installation of a cool gas generator on an airplane, inspect each cartridge installed in the generator per paragraph E unless it can be shown that the generator has been stored within the temperature limits of +10 degrees F and +90 degrees F. \n\n\tE.\tInspect in accordance with the inspection procedures of Section III of Boeing Service Bulletin 747-25-2373. Cartridges exceeding the limits of Rocket Research Company (RRC) Service Bulletin 25-015 (RRC SB 0016) dated 5 August 1977, or later FAA approved revisions, are to be removed from service. \n\n\tF.\tAfter May 1, 1979, remove from service all cartridges upon accumulation of 3 years time installed on an airplane. \n\n\tG.\tIf, for any reason, an airplane is parked for more than 10 consecutive days with the cool gas generator installed, or has been parked for this extended period since the date of last cartridge inspection, and the peak atmospheric temperature outside the aircraft exceeds or exceeded 90 degrees F on any 10 or more days during this parked period, the cartridges must be inspected, unless already accomplished, in accordance with paragraph E as follows: \n\n\t\t(1)\tIf the airplane is parked for 20 days or less, the inspection must be made within 15 days following return of the airplane to active flight status; \n\n\t\t(2)\tIf the airplane is parked for more than 20 days, the inspection must be made before further flight or before any escape system tests are performed. \n\n\tAlternate inspections or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office. \n\n\tNOTE: Thermal cycling, at elevated temperatures, of the propellant cartridges installed in cool gas generators can cause excessive swelling and rapid deterioration of the propellant grain. For greater temperature control the cool gas generators should be removed from aircraft which are expected to be parked for extended periods in hot weather. The gas generators should be stored within the temperature limits of +10 degrees F to +90 degrees F. \n\n\tH.\tAircraft requiring immediate inspection may be ferried to a maintenance base in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tThe 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124, and Rocket Research Company, York Center, Redmond, Washington 98052. These documents may also be examinedat FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3155 became effective April 14, 1978. \n\tAmendment 39-3458 became effective May 14, 1979. \n\tAmendment 39-3887 became effective August 28, 1980. \n\tThis amendment 39-4030 becomes effective February 9, 1981.
2010-11-04: The FAA is superseding an existing emergency airworthiness directive (AD) 2009-24-52 that was sent previously to all known U.S. owners and operators of TCM 240, 360, 470, 520, and 550 series reciprocating engines. That AD requires before further flight, replacing certain part number (P/N) hydraulic lifters. This AD results from TCM reporting another occurrence of rapid wear on the face of hydraulic lifters, P/Ns 657913, 657915, and 657916, and from the need to expand the applicability of this AD to include the TCM 346 series reciprocating engines and the R-RM IO-240-A reciprocating engines. We are issuing this AD to prevent excessive hydraulic lifter wear, which can result in loss of engine power and loss of control of the airplane.
87-18-03: 87-18-03 ROBINSON HELICOPTER COMPANY: Amendment 39-5875. Final copy of priority letter AD 87-18-03. Applies to Model R22 series helicopters, certificated in any category, Serial Numbers 0580 through 0644, and helicopters which have had the A258-1 main rotor pitch link assembly, A258-2 fitting, A258-3 link or A258-4 link assembly replaced between August 15, 1986, and May 7, 1987. Compliance required as indicated, unless already accomplished. (a) Prior to further flight after the effective date of this AD, visually inspect main rotor pitch link assembly A258-1 (two per aircraft) as follows: (1) Remove paint and visually inspect the A258-1 pitch link assembly employing a 3X or greater magnifying glass. (2) If a crack is found in the A258-2 upper fitting, replace it with a like serviceable part, prior to further flight. (3) If a crack is found in the A258-3 lower link, replace the A258-1 pitch link assembly with a like serviceable part, prior to further flight. NOTE: The A258-3 lower link and the B163-1 rod end make up the lower end A258-4 link assembly, as shown in Figure 2 of Robinson Helicopter Company Service Bulletin No. 57, dated May 11, 1987. (4) Replace the A258-2 upper fitting in the pitch link assembly using the following steps. NOTE: Reference the procedure given in Part B of Robinson Helicopter Company, Service Bulletin No. 57, dated May 11, 1987. (i) Color code swashplate arms, pitch horns, and both pitch control link rod ends. If matching color marks are lost or length of pitch link assembly changes, a track and balance of the main rotor blades per Section 10.200, Track and Balance, dated May 22, 1987, or Robinson Helicopter Company maintenance manual or an approved equivalent. (ii) Remove pitch links and measure overall length using a caliper or large micrometer. Record length to nearest 0.001 inch. (iii) Disassemble pitch link. Do not remove rod end attached to A258-3 link assembly. Replace A258-2 fitting with like serviceable part. (iv) Reassemble pitch link(s), keeping overall length to within plus minus 0.005 of length measured before disassembly. (v) Install on helicopter, and torque attaching bolts to 100 inch-lbs., plus nut drag per Section 8.412, Swashplate Installation, dated May 22, 1987, of Robinson Helicopter Company maintenance manual or an approved equivalent. (vi) Touch up paint using an epoxy primer and grey exterior paint. Mark all joints with a torque stripe. (b) If no cracks are found in a link assembly, upper fitting or lower link, after visual inspection in paragraph (a)(1), the helicopter may be returned to service for an interval of time not to exceed 10 hours time in service. (c) Prior to each flight during the time interval specified in paragraph (b), visually check for cracks in the link assembly. The checks required by this AD may be performed by the pilot and must be recorded in accordance with FAR Section 43.9. (d) Within the next 10 hours time in service after receipt of this AD, remove and replace A258-2 fittings with serviceable parts. Conduct a dye penetrant or equivalent inspection for crack indications in the A258-3 link. Install airworthy parts in accordance with paragraph (a) (4). (e) Replacement of all A258-2 fittings specified in this AD with serviceable fittings and inspection of the A258-3 links terminates action for these repetitive checks required by this AD. (f) An alternate method of compliance with this AD which provides an equivalent level of safety, may be approved by the Manager, Western Aircraft Certification Office, FAA, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. This amendment becomes effective on April 25, 1988, as to all persons except those persons to whom it was made immediately effective by priority letter AD 87-18-03, issued August 28, 1987, which contained this amendment.
90-25-07: 90-25-07 BOEING: Amendment 39-6788. Docket No. 89-NM-269-AD. \n\n\tApplicability: All Model 707/720 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: This AD references Boeing Document Number D6-54928, "Aging Airplane Corrosion Prevention and Control Program, Model 707/720," Revision A, dated July 28, 1989, for inspection procedures, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tTo control corrosion, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, revise the FAA-approved maintenance program to include the corrosion control program specified in Boeing Document Number D6-54928, "Aging Airplane Corrosion Prevention and Control Program, Model 707/720," Revision A, dated July28, 1989, (hereinafter referred to as "the Document"). \n\n\tNOTE: All structure found corroded or cracked as a result of an inspection conducted in accordance with this paragraph must be addressed in accordance with FAR Part 43. \n\n\tNOTE: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4.1 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR 43.13. \n\n\tNOTE: Procedures identified in the Document as "optional" are not required to be accomplished by this AD. \n\n\tB.\t1.\tIf, as a result of any inspection conducted in accordance with the program required by paragraph A., above, Level 3 corrosion is determined to exist in any area, accomplish one of the following within 7 days after such determination: \n\n\t\ta.\tSubmit a report of any findings of Level 3 corrosion to the Manager of the Seattle Aircraft Certification Office (ACO) and inspect the affected area on all Model 707/720 aircraftin the operator's fleet; or \n\n\t\tb.\tSubmit for approval to the Manager of the Seattle ACO one of the following: \n\n\t\t\t(1)\tProposed adjustments to the schedule for performing the tasks in that area on remaining airplanes in the operator's fleet, which are adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for those adjustments; or\n\n\t\t\t(2)\tData substantiating that the Level 3 corrosion found is an isolated occurrence and that no such adjustments are necessary. \n\n\tNOTE: Notwithstanding the provision of Section 1.1. of the Document that would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. \n\n\tNOTE: As used throughout this AD, where documents are to be submitted to the Manager of the Seattle ACO, the document should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. The Seattle ACO will not respond to the operator without the PI's comments or concurrence. \n\n\t\t2.\tThe FAA may impose adjustments other than those proposed, upon a finding that such adjustments are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t3.\tPrior to the compliance time specified for the first task required in the adjusted schedule approved under paragraph B.1. or B.2. of this AD, revise the FAA-approved maintenance program to include those adjustments. \n\n\tNOTE: The reporting requirements of this paragraph and of paragraph D., below, do not relieve operators fromreporting corrosion as required by FAR Section 121.703. \n\n\tC.\tTo accommodate unanticipated scheduling requirements, it is acceptable for a repeat inspection interval to be increased by up to 10% but not to exceed 6 months. The cognizant FAA Principal Inspector (PI) must be informed, in writing, of any extension. \n\n\tNOTE: Except as provided in this paragraph, notwithstanding Section 3.1., paragraph 4, of the Document, all extensions to any compliance time must be approved by the Manager of the Seattle ACO. \n\n\tD.\tReport forms for Level 2 corrosion and a follow-up report for Level 3 corrosion must be submitted at least quarterly in accordance with Section 5.0 of the Document. \n\n\tE.\tIf the repeat inspection or task intervals of an operator's existing corrosion inspection program are shorter than the corresponding intervals in Section 4.3 of the Document, they may not be increased without specific approval of the Manager of the Seattle ACO. \n\n\tF.\tBefore any airplane that is subject to this AD can be added to an air carrier's operations specifications, a program for the accomplishment of tasks required by this AD must be established in accordance with the following: \n\n\t\t1.\tFor airplanes that have previously been operated under an FAA- approved maintenance program, the initial task on each area to be accomplished by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t2.\tFor airplanes that have not previously been operated under an FAA- approved maintenance program, each initial task required by this AD must be accomplished either prior to the airplane's being added to the air carrier's operations specifications, or in accordance with a schedule approved by the Manager, Seattle ACO.G.\tIf corrosion is found to exceed Level 1 on any inspection after the initial inspection, the corrosion control program for the affected area must be reviewed and means implemented to reduce corrosion to Level 1 or better. \n\n\t\t1.\tWithin 60 days after such a finding, if corrective action is necessary to reduce future findings of corrosion to Level 1 or better, such proposed corrective action must be submitted for approval to the Manager, Seattle ACO. \n\n\t\t2.\tWithin 30 days after the corrective action is approved, revise the FAA- approved maintenance program to include the approved corrective action. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tI.\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\tThe requirements shall be done in accordance with Boeing Document Number D6- 54928, "Aging Airplane Corrosion Prevention and Control Program, Model 707/720," Revision A, dated July 28, 1989. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 1601 Lind Avenue S.W., 5th Floor, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6788, AD 90-25-07) becomes effective on December 31, 1990.
82-24-03: 82-24-03 BOEING: Amendment 39-4496. Applies to all Model 707/720 series airplanes listed in Boeing Service Bulletin A3364, Revision 3, NSC-2 and later FAA approved revisions with nacelle strut diagonal braces and associated fittings which have accumulated 7500 or more landings. \n\n\tTo detect cracks in the nacelle strut diagonal brace and associated fittings accomplish the following: \n\n\tA.\tWithin 500 landings after the effective date of this AD unless already accomplished, inspect the nacelle strut diagonal braces and associated fittings in accordance with Boeing Service Bulletin A3364, Rev. 3, NSC2 or later FAA-approved revisions, and repeat thereafter at the intervals specified in Tables 1, 2, and 3 below. \n\n\tB.\tIf cracks are found, replace the cracked part prior to further flight or repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Parts oversized beyond the limits specified in Boeing Service Bulletin A3364 must be replaced prior to further flight. \n\n\tC.\tFor Group III, IV, and VI airplanes, as specified in the service bulletin, replace the diagonal brace assembly if the outboard diagonal brace end fitting (forward or aft) attach holes have been oversized beyond the limits specified in Boeing Service Bulletin A3364, Rev. 3 or later FAA-approved revisions within 1000 landings since oversizing. \n\n\tD.\tAlternate 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. \n\n\t\t\t\t\tTABLE I\n\n\nForward Mating Fitting \n\nType Inspection\nRepeat Intervals Not To Exceed Landings\nVisual\t\n250\nHi frequency\n7500\nHi frequency followed by shot peening\t\n12000\n\n\t\t\t\t\tTABLE II \n\n\nAft Mating Fitting \n\nType Inspection\nRepeat Intervals Not To Exceed Landings\nVisual\n250\n1.\tHi frequency or dye penetrant of web. \n7500\n2.\tHi frequency of lug hole with bushing removed and hole oversized. \n\n1.\tHi frequency of lug hole\twith bushing removed, oversizing and peening of lug hole surface. \n12000\n2.\tHi frequency or dye penetrant of web and preening of web. \n\n\n\t\t\t\t\tTABLE III \n\n\nDiagonal Brace Assembly \n\nType Inspection\nRepeat Intervals Not To Exceed Landings \nHi frequency Interior only \n2500 \nHi frequency Exterior (fitting removal) with hole oversizing. \n7500\nHi frequency Exterior with hole oversizing \nand peening \n12000 \nHi frequency Exterior with holes previously \noversized to limit and peening.\n 7500 \n\n\tNOTE: Hole oversizing cannot exceed limits specified in Service Bulletin. \n\n\tThe manufacturer's specification 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 may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD supersedes AD 80-14-14. \n\n\tThis amendment becomes effective November 23, 1982.
92-27-18: 92-27-18 MCDONNELL DOUGLAS: Amendment 39-8453. Docket 92-NM-105-AD. \n\n\tApplicability: Model DC-10-10, -15, -30, -40, and KC-10 (Military) series airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the main landing gear (MLG) piston and subsequent reduced controllability of the airplane during landing, accomplish the following: \n\n\t(a)\tFor Model DC-10-10 and DC-10-15 series airplanes that have not been modified in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, dated January 21, 1991: Within 30 months after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD: \n\n\t\t(1)\tConduct a visual inspection of the right and left MLG pistons to detect inward buckling. If inward buckling of the MLG piston is detected, prior to further flight, replace the MLG piston in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. \n\n\t\t(2)\tDetermine if the rebound check valve previously has been replaced in accordance with McDonnell Douglas Service Bulletin 32-60, Revision 3, dated August 7, 1974; or Revision 4, dated November 6, 1974; or Revision 5, dated May 1, 1975; or Revision 6, dated June 20, 1975; (hereafter referred to as "SB 32-60"). \n\n\t\t\t(i)\tIf the rebound check valve has not been replaced in accordance with SB 32-60: Within 30 months after the effective date of this AD, replace the rebound check valve in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. \n\n\t\t\t(ii)\tIf the rebound check valve has been replaced in accordance with SB 32-60: Within 30 months after the effective date of this AD, rework or replace the rebound check valve in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. \n\n\t(b)\tFor Model DC-10-10 and DC-10-15 series airplanes that have been modified in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, dated January 21, 1991; and for all Model DC-10-30 and DC-10-40 and KC-10 (military) series airplanes: Within five years after the effective date of this AD, accomplish the requirements of paragraphs (b)(1) and (b)(2) of this AD: \n\n\t\t(1)\tConduct a visual inspection of the right and left MLG pistons to detect inward buckling, in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. If inward buckling of the MLG piston is detected, prior to further flight, replace the MLG piston in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. \n\n\t\t(2)\tDetermine if the rebound check valve previously has been replaced in accordance with SB 32-60. \n\n\t\t\t(i)\tIf the rebound check valve has not been replaced in accordance with SB 32-60: Within five years after the effective date of this AD, replace the rebound check valve in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. \n\n\t\t\t(ii)\tIf the rebound check valve has been replaced in accordance with SB 32-60: Within five years after the effective date of this AD, rework or replace the rebound check valve in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspection, rework, and replacement shall be done in accordance with McDonnell Douglas DC-10 Service Bulletin 32-227, Revision 1, dated April 30, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on February 25, 1993.
69-04-02: 69-04-02 CESSNA: Amdt. 39-722. Applies to Model A188 airplanes with Continental Motors Corporation IO-520-D (300 HP) engines, Serial Numbers 188-0001 through 188-0478 with the exception of Serial Numbers 188-0441, 188-0443, 188-0444, 188-0447, 188-0448, 188- 0453, 188-0460, 188-0462 through 188-0465, 188-0468 through 188-0476. Compliance: Required as indicated. To prevent failure of the throttle control bellcrank and the throttle and mixture support shaft, unless already accomplished, perform the following: (1) Within 10 hours' time in service after the effective date of this AD, visually inspect the throttle control bellcrank P/N 0750163-1 for cracks or broken welds around the welded center boss. If cracks or a broken weld is found, replace the bellcrank with a strengthened Cessna P/N 0750163-4 in accordance with Cessna Service Letter SE68-28, Supplement No. 1, or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. If this strengthened part P/N 0750163-4 is not available, P/N 0750163-1 may be installed. The aircraft may then be operated not to exceed 100 hours at which time P/N 0750163-4 must be installed prior to further flight. (2) If any cracks are found during the inspection required by Paragraph (1), a description of such cracks and the time in service as of the date of said inspection should be reported to the local General Aviation District Office on FAA Form FAA-1226. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174.) (3) Within 10 hours' time in service after the effective date of this AD, replace the throttle and mixture control support shaft with P/N 0750173-2 and roll pin P/N MS-16562-16 in accordance with Cessna Service Letter SE68-28, dated October 8, 1968, or equivalent modification approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective March 3, 1969.
2010-11-01: 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 aircraft full scale fatigue test, it has been found the occurrence of cracks in the cockpit windshield post lower eyelet fitting at the attachment of the center post on the forward fuselage (SSI 53-10-19). Further analysis of this cracking resulted in modifications on the aircraft Airworthiness Limitation Items (ALI), to include new inspection tasks and its respective intervals. Undetected fatigue cracking in this area could adversely affect the structural integrity of these airplanes. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-10-22: The FAA is superseding an existing airworthiness directive (AD), which applies to Model BAe 146 airplanes and Model Avro 146-RJ airplanes. That AD currently requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures. This new AD requires incorporating new and more restrictive life limits for certain items and for certain inspections to detect fatigue cracking in certain structures. This AD also requires revising the airworthiness limitations to include critical design configuration control limitations for the fuel system. This AD results from issuance of a later revision to the airworthiness limitations. We are issuing this AD to ensure that fatigue cracking of certain structural elements is detected and corrected, and to prevent ignition sources in the fuel tanks; fatigue cracking of certain structural elements couldadversely affect the structural integrity of these airplanes.
68-07-08: 68-07-08 MAULE: Amdt. 39-578. Applies to Models M-4, Serial Numbers 3 thru 94, M- 4C, Serial Numbers 1C thru 10C, M-4S, Serial Numbers 1S thru 3S, M-4T, Serial Numbers 1T thru 3T, M-4-210, Serial Numbers 1001 thru 1045, M-4-210C, Serial Numbers 1001C thru 1064C, M-4-220S, Serial Numbers 2001S thru 2003S, and M-4-220C, Serial Numbers 2001C thru 2006C, series aircraft. Compliance: Required as indicated, unless already accomplished. To prevent loss of rudder trim tab control and resultant interference within aileron operation, accomplish the following: Within the next 50 hours' time in service after the effective date of the airworthiness directive, modify the rudder trim tab hinges in accordance with either Maule Aircraft Corporation Service Letter Number 14, dated February 19, 1968, or any other method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. This amendment becomes effective April 11, 1968.