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49-29-02: 49-29-02 BEECH: Applies to All Models D18S, D18C and D18C-T Aircraft. Compliance required not later than December 1, 1949. Inspect the control linkages with rudder return springs for wear at the forward end of the springs. If the linkages are worn 1/32 inch or more below the surface for half the tube circumference or greater they should be replaced, otherwise the linkage is considered serviceable. Synthetic rubber bushings should be installed between the springs and the linkages at the forward end of the spring to prevent further wearing of the linkages. To hold the bushings, retaining clips should be installed over the ends of the springs and the last coil of the spring closed by tack welding to prevent the clip from backing off. If the rudder return springs have not been installed previously on the rudder control linkages the complete linkages should be replaced with those incorporating springs and synthetic bushings. It will also be necessary to install spring brackets to the rear stabilizer spar. (Beech Service Bulletin D18-54 covers this same subject and cancels and supersedes Service Bulletins D18-36 and D18-50 and Service Letter D18-26.) This supersedes AD 47-51-09.
2016-09-09: We are superseding airworthiness directive (AD) 2013-08-17 for Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. AD 2013-08-17 required initial and recurring inspections of the 9-degree fuselage frame for a crack and repairing the frame if a crack exists. This new AD modifies the compliance times and expands the inspection area of the 9-inch frame. The actions of this AD are intended to detect a crack in the 9-degree frame to prevent loss of structural integrity and subsequent loss of control of the helicopter.
47-10-16: 47-10-16 LOCKHEED: (Was Mandatory Note 18 of AD-763-3.) Applies to All Model 49-46 Serials Up to and Including 2075 and to All Model 49-51 Airplanes. (This supersedes Supplement Number 1 to AD-763 (Special) Dated August 26, 1946.) Compliance required prior to June 1, 1947. All Model 49-51 aircraft shall be converted to Model 49-46 aircraft. Prior to recertification of Model 49-46 aircraft converted from Model 49-51 aircraft, the following Service Bulletins in addition to those listed in Note 47-10-15 must be complied with: **49/SB-1, revised June 7, 1946 - Installation of Two-Speed Supercharger Controls. *49/SB-14, revised July 27, 1946 - Installation of Bendix Direct Fuel Injection System. 49/SB-24, dated June 5, 1946 - Rework of Engine Cowl Diaphragm Structure. 49/SB-124, revised July 27, 1946 - Rewiring of Engine Fire Detector System. Wright Aeronautical Corp. Bulletin C18-23, dated October 4, 1946 - Fuel Injection Tube Installation. **49/SB-230, dated November 3, 1946 - Engine Oil Cooler Temperature Control Regulators - Recalibration of. **49/SB-231, dated November 2, 1946 - Engine Oil Pump Pressure and Engine Oil Pressure Gauge Range Markings - Adjustment of. *Service Bulletin 49/SB-14 has been revised subsequent to issuance of AD-763 (Special), Supplement No. 1, dated Aug. 26, 1946. Model 49-46 aircraft certificated in accordance with that AD Supplement should be checked for compliance with this later revision within next 200 hours of operation. **Service Bulletin 49/SB-1 was not listed in AD-763 (Special), Supplement No. 1, dated Aug. 26, 1946, but must be complied with to permit use of new performance values shown in the Operation Manual for Model 49-46 aircraft, Lockheed Report No. 5817. All Model 49-46 aircraft certificated in accordance with that Supplement to AD-763 (Special) should be checked for compliance with Bulletins 49/SB-1, 230 and 231 within next 200 hours of operation.
2003-12-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 & 701) series airplanes. This action requires a revision to the Airplane Flight Manual (AFM) to prohibit operations into known or forecast icing conditions under certain conditions. This action also requires an inspection to detect damage of the wing anti-ice (WAI) ducts to determine if the external shrouds of the ducts are open or cracked, and replacement of any damaged duct with a new duct or a duct with the same part number. This action also provides for an optional terminating action for the AFM revision and inspection. This action is necessary to prevent the WAI ducts from collapsing, cracking, or rupturing, which could cause leakage of hot air in the under-floor pressurized area of the fuselage when the anti-ice system is turned on. Such leakage of hot air results in insufficient heat for the anti-ice system and consequent aerodynamic degradation. This action is intended to address the identified unsafe condition.
68-01-05: 68-01-05 FAIRCHILD-HILLER: Amdt. 39-535. Applies to F-27 airplanes, Serial Numbers 1 through 124 inclusive and FH-227 airplanes Serial Numbers 501 to 555 inclusive, 557 to 561 inclusive, 564 to 566 inclusive, incorporating Hartman MC815 series motor controller. Compliance required as follows: To prevent hazards associated with flap drive system failure whereby the flaps are driven off the drive screwjacks, accomplish the following: (a) Within the next 200 hours' time in service after the effective date of this AD, and thereafter at 200-hour intervals from the date of the last inspection, inspect flap system motor controller in accordance with Fairchild-Hiller Corporation Alert Service Bulletin F27-27-55A dated September 7, 1967 or FAA approved equivalent. This inspection may be terminated upon completion of the requirement of paragraph (b) of this AD. (b) Within the next 500 hours' time in service after the effective date of this AD, unless already accomplished, rewire the flap drive circuit in accordance with Fairchild-Hiller F-27 Service Bulletin 27-56 Revision 1 dated October 26, 1967, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 27-13 Revision 1 dated October 26, 1967, for FH-227 aircraft or later revisions approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or perform an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data submitted through an FAA Maintenance Inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment becomes effective January 9, 1968.
2022-10-51: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, AS350BA, AS350D, AS355E, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters; and Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, MBB-BK 117 C-2, MBB-BK 117 D-2, and MBB-BK 117 D-3 helicopters. This AD was prompted by a supplier report of a non- conformity occurring during production. This AD requires removing certain flight control Flexball cables from service and prohibits installing those flight control Flexball cables on any helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires reporting certain information. The FAA previously sent an emergency AD to all known U.S. owners and operators of these helicopters. The FAA is issuing this AD to address the unsafe condition on these products.
2016-09-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 717-200 airplanes. This AD was prompted by multiple reports of the vertical stabilizer leading edge showing signs of fastener distress. This AD requires a detailed inspection for any distress of the vertical stabilizer leading edge skin, and related investigative and corrective actions if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections of the spar cap for any loose and missing fasteners, repetitive eddy current testing high frequency (ETHF) and radiographic testing (RT) inspections of the spar cap for any crack, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct any crack in the vertical stabilizer leading edge and front spar cap, which may result in the structure becoming unable to support limit load, and may lead to the loss of the vertical stabilizer.
2016-09-02: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Astazou XIV B and H turboshaft engines. This AD requires a one-time inspection of the front surface of the 3rd stage turbine for a groove. This AD was prompted by a report of a crack on the 3rd stage turbine wheel. We are issuing this AD to prevent cracks in the 3rd stage turbine wheel, failure of the engine, in-flight shutdown, and loss of control of the helicopter.
2003-17-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Learjet Model 45 airplanes, that currently requires repetitive application of grease to the rotating disk assembly of the nose landing gear (NLG) squat switch mechanism. This amendment requires replacement of the squat switch camrod of the NLG, which terminates the repetitive application; and also reduces the applicability of the existing AD. The actions specified by this AD are intended to prevent moisture contamination and subsequent formation of ice which could cause bending and damage of the squat switch assembly, driving the nose wheel to an uncommanded angle against the force of the steering system. This condition, if not corrected, could result in the airplane departing the runway at high speeds during landing. This action is intended to address the identified unsafe condition.
47-47-02: 47-47-02 PIPER: (Was Mandatory Note 6 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-796 Inclusive, 12-815, 12-817 to 12-822 Inclusive, 12-825 to 12-831 Inclusive, 12-833, 12-835 to 12-848 Inclusive, 12-863 to 12-893 Inclusive, 12-895 to 12-901 Inclusive. Compliance required as soon as practicable but not later than January 15, 1948. To eliminate the possibility of a short circuit occurring between the battery terminal bases and the battery box, a wood filler block 1/4 inch x 1 1/2 inches x 10 inches (Piper P/N 11367) should be fastened to the upper inside edge of the battery box with two No. 6-32 x 1/2 flat head machine screws. Any insulating spacer which will accomplish this same objective may also be used. On completion of this change appropriate entry shall be made in the aircraft log book. If the Reading R24L Battery has been replaced with an S24 Battery and proper spacer channels (Piper P/N 10926 and 10927) are installed, the above changeis unnecessary. (Piper Service Bulletin No. 98 dated July 28, 1947, covers this same subject.)