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98-14-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires a one-time visual inspection to detect cracking in the axle adapter of the shock absorber of the nose landing gear (NLG), and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to correct cracking in the axle adapter of the shock absorber of the NLG, which could result in failure of the NLG and consequent damage to the airplane structure.
80-10-02: 80-10-02 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-3765. Applies to Model BO-105 series helicopters with tail rotor blade grip P/N 105-31711 or P/N 105-31722 installed, certificated in any category. To prevent failure of the tail rotor system, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the visible part of the inner surface of the tail rotor blade grip clevis area (do not remove blade retaining bolt bushings) for cracks using the dye penetrant method in accordance with Messerschmitt-Bolkow-Blohm BO- 105 Alert Service Bulletin No. 18 dated March 15, 1979, or an FAA-approved equivalent. (b) Within the next 100 hours after installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the visible part of the inner surface of the tail rotor blade grip clevis area (do not remove blade retaining bolt bushings) for cracks using the dye penetrant method in accordance with Messerschmitt-Bolkow-Blohm BO-105 Alert Service Bulletin No. 18 dated March 15, 1979, or an FAA-approved equivalent. (c) Within the next 100 hours time in service after the effective date of this AD - (1) Visually inspect the inboard end of the tail rotor blade grip for cracks in accordance with paragraph 2.A.1 "Accomplishment Instructions" of Messerschmitt-Bolkow- Blohm Service Bulletin 30-24 dated December 1, 1978, or an FAA-approved equivalent; and (2) Inspect the tail rotor blade grip in the vicinity of the bore of the laminated pack retaining bolt (on the inner side) for cracks using the dye penetrant method in accordance with paragraph 2.A.2 "Accomplishment Instructions" of Messerschmitt-Bolkow- Blohm BO-105 Service Bulletin 30-24 dated December 1, 1978, or an FAA-approved equivalent. (d) Within the next 100 hours time in service after accomplishing the inspection required by paragraph (c)(1) of this AD or installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the inboard end of the tail rotor blade grip for cracks in accordance with "Special Inspections." Chapter 10 of the Messerschmitt-Bolkow- Blohm BO-105 Maintenance and Overhaul Manual or an FAA-approved equivalent. (e) Within the next 600 hours time in service after accomplishing the inspection required by paragraph (c)(2) of this AD or installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 600 hours from the last inspection, inspect the tail rotor blade grip in the vicinity of the bore of the laminated pack retaining bolt (on the inner side) for cracks using the dye penetrant method in accordance with "Special Inspections," Chapter 10, of the Messerschmitt-Bolkow-Blohm BO-105 Maintenance and Overhaul Manual or an FAA-approved equivalent. (f) If, during any inspection required by this AD, any cracks are found, before further flight, replace the cracked tail rotor blade grip in accordance with paragraph (g) of this AD. (g) For all replacement tail rotor blade grips installed after the effective date of this AD - (1) Use a new or used crack-free tail rotor blade grip of the same part number. Before installation of a used tail rotor blade grip, inspect the part using the dye penetrant method to ensure that it is crack-free; and (2) Comply with the repetitive inspection requirements of paragraphs (b), (d), and (e) of this AD. NOTE: This AD applies to both tail rotor blade grips installed on the helicopter. This amendment becomes effective May 1, 1980, as to all persons except those persons to whom it was made immediately effective by the telegram dated March 30, 1979, which contained this amendment.
99-18-13: This amendment adopts a new airworthiness directive (AD) that applies to all de Havilland Inc. Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers aft of the flight idle stop while the airplane is in flight. The AFM amendment includes a statement of consequences if the limitation is not followed. This AD is a result of numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. None of the incidents or accidents involved de Havilland Inc. Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned aft of the flight idle stop while the airplaneis in flight.
78-23-10: 78-23-10 AVCO LYCOMING: Amendment 39-3333. Applies to all fuel injected Lycoming series engines equipped with the following Bendix Fuel Injector Models and Parts List Numbers. Model Number Parts List Number RSA-5AB1 2524254-5 2524712-2 RSA-5AD1 2524054-5 2524147-7 2524213-5 2524291-5 2524359-4 2524450-3 2524550-2 2524673-2 2524682-2 2524742-2 2524752-1 RSA-7AA1 2524347-4 RSA-10AD1 2524163-8 2524163-7A 2524757-1 RSA-10DB1 2524275-9 2524649-3 RSA-10DB2 2524708-1 RSA-10ED1 2524273-5A 2524273-6 2524298-6 2524491-3 2524500-2A 2524500-3 2524693-2 2524709-1 Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent an in-flight power loss due to an over rich condition caused by the failure of the center body bellows seal assembly, replace the center body bellows seal assembly and tube bushing in accordance with Accomplishment and Identification instructions in the applicable Bendix Energy Controls Division Service Bulletin No. RS-52 Rev. 2 revised May 12, 1978, No. RS-53 Rev. 2 revised May 12, 1978, and No. RS-54 Rev. 2 revised May 10, 1978, or FAA approved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA), Eastern Region. As permitted by FARs 21.197 to 21.199, aircraft may be flown to a base where the modification required by this Airworthiness Directive can be accomplished. NOTE: AVCO Lycoming Service Bulletins No. 428, No. 429 and No. 430 also pertain to this subject. This amendment is effective November 7, 1978.
80-15-06: 80-15-06 CESSNA: Amendment 39-3847. Applies to Model 404 (Serial Numbers 404-0001 thru 404-0637) airplanes. COMPLIANCE: Required as indicated, unless already accomplished. To ensure the structural integrity of the elevator trim tab actuator screw assemblies accomplish the following in accordance with the provisions of Cessna Multi-engine Customer Care Service Information Letter ME80-2, Revision 2, dated March 14, 1980, and Revision 3, dated June 20, 1980, as applicable: A) On all airplanes with 150 hours or more time-in-service, or upon reaching 150 hours time-in-service, within the next 25 hours time-in-service after the effective date of this AD and each 150 hours time-in-service thereafter, replace both left and right elevator trim tab actuator screw assemblies with new screw assemblies of the same part number. B) Within the next 25 hours time-in-service after the effective date of this AD, install a decal on the tachometer which restricts the lower edge ofthe normal engine operating range to 1750 RPM and operate the airplane in accordance with this limitation. Insert a copy of this paragraph in the "Limitations" section of the Airplane Flight Manual to reflect this temporary restriction. C) On Serial Numbers 404-0001 through 404-0613 airplanes, within the next 25 hours time-in-service after the effective date of this AD: 1) Disconnect the aft end of Cessna P/N 5815160-1 pushrod from the trim tab horn and check the elevator trim tab pushrod for inboard/outboard alignment at the pushrod attachment to the elevator trim tab horn for both left and right hand trim tabs. If the misalignment does not exceed .12 inch, reconnect the pushrod and return the airplane to service. 2) If the Cessna P/N 5815160-1 pushrod has to be forced more than .12 inches inboard/outboard to align with the trim tab actuator bracket, replace it with a new part of the same part number and return the airplane to service. D) On or before April 1,1981, modify the horizontal stabilizer in accordance with Cessna Service Information Letter ME80-2, Revision 3, dated June 20, 1980, and Cessna Service Kit SK404-31. After installation of Cessna Service Kit SK404-31, the requirements of paragraphs A, B and C of this AD are no longer applicable. E) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the provisions of this AD can be accomplished. F) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. This AD supersedes AD 80-07-08, Amendment 39-3727. This amendment becomes effective July 24, 1980.
79-18-12: 79-18-12 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3550. Applies to the following groups of Model GTCP85 series Auxiliary Power Units (APUs) which have cast turbine wheel Part Number 968095-1, -3, -5 or 3604604-1 installed: \n\n\tNote: These APUs are installed in but not limited to Boeing 727-100/-200, Lockheed L-100, Boeing 707 (conversion), Lockheed 382-Series, Douglas DC-9, Avions Marcel Dassault -Breguet Aviation Mercure and British Aerospace Corporation BAC 1-11, Trident 3B, Trident 1, and Trident 2E aircraft. \n\n\tGroup A: GTCP85-98CK, GTCP85-98CK(A), or GTCP85-98CK(B) with exhaust pipe assembly Part Number 379529 or 976987-1. \n\n\tNote: Part Number 976987-1 may be either a new production part or part reworked from Part Number 379529 per AiResearch Service Bulletin 49-1790, Revision 1, dated March 21, 1971, or original issue of this service bulletin. \n\n\tGroup B: GTCP85-98DCK, GTCP85-115CK, GTCP85-115H, GTCP84-139H, or GTCP85-163CK with exhaust pipe assemblyPart Number 379529 or 976987-1 reworked from Part Number 379529 per AiResearch Service Bulletin 49-1790, Revision 1, dated March 21, 1971, or original issue of this service bulletin. \n\n\tGroup C: GTCP85-185L with exhaust pipe assembly Part Number 899607-1. \n\n\tNote: Operators of airplanes incorporating the APUs affected by this airworthiness directive are advised to examine the applicable sections of AiResearch Alert Service Bulletin GTCP85-49-A5078, Revision 1, dated March 29, 1979, and AiResearch Service Bulletin GTCP85-49-3688, Revision 5, dated February 9, 1979, to identify production configuration of these units as well as the methods of reworking the exhaust pipe assemblies to the approved replacement configuration. \n\n\tCompliance required as indicated. \n\n\tTo prevent the release of high energy turbine wheel blade fragments, accomplish the following, unless already accomplished: \n\n\t(a)\tFor APUs with turbine wheels Part Number 968095-1, -3, -5, or 3604604-1 installed, remove the exhaust pipe assemblies listed for Group A, B, and C above and install a strengthened exhaust pipe assembly as defined below at next APU overhaul, or within the next 3,000 operating cycles after the effective date of this AD, whichever occurs first, or in any case, not later than three years from the effective date of this AD. \n\n\t\t(1)\tAPUs in Group A are to have a Part Number 3607748-1, 966580-1, or 966580-3 exhaust pipe assembly installed. \n\n\t\t(2)\tAPUs in Group B are to have an exhaust pipe assembly Part Number 3607748-1, 966580-3, or an exhaust pipe assembly originally manufactured as Part Number 976987-1 installed. \n\n\t\t(3)\tAPUs in Group C are to have a Part Number 3607748-1 exhaust pipe assembly installed. \n\n\tNote: For the purposes of this AD, one cycle equals one start/shutdown of the APU. If the operator does not have a record of operating cycles on individual turbine wheels, he may assume two starts have occurred for each recorded APU operating hour of service, or any other cycle per hour ratio approved by the operator's assigned FAA maintenance inspector, provided the request contains substantiating data to justify the alternative ratio. Operators who have not kept a record of APU operating hours of service shall estimate hours of APU operation by equating APU operation to airplane hours time in service using a ratio approved by the operator's assigned FAA maintenance inspector and justified by substantiating data. \n\n\t(b)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modifications required by this AD. \n\n\t(c)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 8, 1979.
2006-06-12: The FAA is adopting a new airworthiness directive (AD) for certain Aerospatiale Model ATR72 airplanes. This AD requires a one-time general visual inspection for contamination of the surface of the upper arms of the main landing gear (MLG) secondary side brace assemblies; and repetitive eddy current inspections for cracking of the upper arms, and related specified and corrective actions if necessary. This AD also mandates eventual replacement of aluminum upper arms with steel upper arms, which would end the repetitive inspections. This AD results from two reports of rupture of the upper arm of the MLG secondary side brace due to fatigue cracking. We are issuing this AD to prevent cracking of the upper arms of the secondary side brace assemblies of the MLG, which could result in collapse of the MLG during takeoff or landing, damage to the airplane, and possible injury to the flightcrew and passengers.
99-18-15: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon Aircraft Company (Raytheon) Beech Models C90A, B200, B300, and 1900D airplanes. This AD requires replacing the landing gear hand pump for airplanes that had a pump within a certain serial number range installed at manufacture; and prohibits the future installation of any of these pumps on all of the affected airplanes. This AD is the result of information from the manufacturer of improper machining of the pump housing on certain landing gear emergency hand pumps on the affected airplanes. This resulted in an insufficient groove depth to retain a snap ring, which retains the check valve in its proper position within the housing. The actions specified in this AD are intended to detect any improperly machined landing gear emergency hand pumps, which, if not removed from service, could result in the inability to properly lower and lock the landing gear in the event of failure of the primaryretraction/extension system. Comments for inclusion in the Rules Docket must be received on or before October 27, 1999.
99-18-12: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 050 series airplanes. This action requires a one-time inspection to detect cracking of the fuselage between stations 15375 and 16275, at the skin splice above the cabin windows; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct such cracking, which could result in depressurization of the cabin and reduced structural integrity of the airplane fuselage.
83-02-07: 83-02-07 MCDONNELL DOUGLAS: Amendment 39-4545. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent possible loss of the thrust reverser from the aircraft, accomplish the following: \n\n\tA.\tWithin 300 hours time in service after the effective date of this AD, gain access to the thrust reverser hinge attach bolts, remove bolts and inspect for proper installation of countersunk washers and re-install or replace, if necessary, in accordance with the Accomplishment Instructions in McDonnell Douglas DC-8-70 Alert Service Bulletin A54-83, Revision 1, dated December 2, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspection/modifications required by this AD. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective February 7, 1983.