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2019-25-10: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by reports of fuselage bottom [[Page 437]] skin exfoliation corrosion, fuselage skin bulging and cracking, and missing fastener heads. This AD requires a detailed inspection of the fuselage bottom skin for corrosion; skin cracks or bulges; and missing, loose, or broken fasteners; and, depending on the findings, accomplishment of applicable repairs; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
81-18-01: 81-18-01 BELL: Amendment 39-4192. Applies to Models 206A, 206B, 206A-1, 206B-1, 206L, and 206L-1 helicopters, equipped with main rotor trunnions, P/N 206-010-104-3, 206-011- 113-001, 206-011-120-001, 206-011-113-103, and 206-011-120-103, certificated in all categories (Airworthiness Docket No. 81-ASW-27). Compliance required as indicated. To prevent possible failure of the main rotor trunnion, P/N's 206-010-104-3, 206-011- 113-001, 206-011-120-001, 206-011-113-103, and 206-011-120-103, due to fatigue cracks, accomplish the following, unless already accomplished: a. Main rotor trunnions, P/N 206-011-120-001, with 1,100 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. b. Main rotor trunnions, P/N 206-011-120-001, with less than 1,100 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 1,200 hours' time in service.c. Main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, and 206-011-120- 103, with 2,300 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. d. Main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, and 206-011-120- 103, with less than 2,300 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 2,400 hours' time in service. e. Main rotor trunnions, P/N 206-011-113-103, with 4,700 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. f. Main rotor trunnions, P/N 206-011-113-103, with less than 4,700 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 4,800 hours' time in service. g. The helicopter may be flown in accordance with FAR 21.197 to a base where compliance with this AD can be performed. h. The retirement times, for the main rotor trunnions, established by this AD, are as follows: Part Number Service Life-Hours 206-011-120-001 1,200 206-010-104-3 2,400 206-011-113-001 2,400 206-011-120-103 2,400 206-011-113-103 4,800 (Bell Helicopter Textron Alert Service Bulletins 206-80-7, Rev. B, dated October 15, 1980, and 206L-80-9, Rev. B, dated October 15, 1980, pertain to this subject.) This amendment becomes effective September 22, 1981.
80-13-01: 80-13-01 STRONG ENTERPRISES: Amendment 39-3793. Applies to all angled plastic parachute ripcord handles (P/N 1034) to which the ripcord cables are attached through only one leg of the handle and not attached through the drilled reinforcing crossbar in a lengthwise direction (see Figure 1). These handles were manufactured by Strong Enterprises in accordance with FAA Technical Standard Order (TSO) C-23b, Parachutes, for use on Strong Enterprises "Pop-Top" Chest-Mounted Reserve Parachutes (P/N 1023), but may be found on parachutes of other makes, models or types. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent the possible nondeployment of a parachute canopy due to separation of the plastic handle from the ripcord cable when subjected to the deployment pull force, accomplish the following: replace the plastic handle shown in Figure 1 with a metal handle (P/N 1025) supplied by Strong Enterprises prior to the parachute being made available for any parachute jump. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. \n\n\tThis amendment becomes effective June 16, 1980.
2019-23-16: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report of a fuel leak resulting from a crack on the left in-spar upper wing skin. This AD requires repetitive surface high frequency eddy current (HFEC) inspections of the left and right upper wing skin for any crack, repetitive general visual inspections of the upper wing skin in the adjacent rib bay areas for any crack, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
81-16-05: 81-16-05 SLICK ELECTRO, INC.: Amendment 39-4173. Applies to the following Slick Magneto models and serial numbers: Magneto Model Numbers* 4250, 4250R 4251, 4251R 4216, 4216R 4230, 4230R 4252, 4252R 6210, 6210R 4201, 4201R 4281, 4281R 6214, 6214R *All 4200 series magnetos use Slick Coil part number M-3114 All 6200 series magnetos use Slick Coil part number M-3009 Serial Numbers** 8100000-8109999 9050000-9059999 9110000-9119999 8110000-8119999 9060000-9069999 9120000-9129999 8120000-8129999 9070000-9079999 0010000-0019999 9010000-9019999 9080000-9089999 0020000-0029999 9020000-9029999 9090000-9099999 0030000-0039999 9030000-9039999 9100000-9109999 0040000-0049999 9040000-9049999 **Year and month of manufacture is given by first three numbers of serial number; for example 9032576 was manufactured March 1979. The above magneto models are installed on, but not limited to, the following engines: Teledyne-Continental A-65 C-90 O-470 A-75 O-200 IO-470 C-75 IO-360 IO-520 C-85 TSIO-360 TSIO-520 Lycoming O-235-C2C O-320-D3G O-360-A4M O-235-H2C O-320-E1J O-360-C1E O-235-K2C O-320-E2D O-360-C1F O-235-L2C O-320-E2G O-360-C2E O-320-A2D O-320-E3D O-360-F1A6 O-320-D1D AEIO-320-E1B AEIO-360-B1G6 O-320-D2G AEIO-320-E2B AEIO-360-H1A O-320-D2J O-360-A4K To prevent magneto failure due to cracked coil, accomplish the following within the next 25 hours time in service after the effective date of this AD unless already accomplished: A. Remove magneto and visually inspect coil for cracks in accordance with Slick Electro, Inc. Service Bulletin No. 1-81 revised June 29, 1981. B. Replace cracked coils and coils with less than 250 hours time in service with serviceable coils manufactured prior to October 1, 1978, or subsequent to April 30, 1980. The date of manufacture is stamped on each coil. C. Accomplishment of this AD should be indicated by stampingthe letter "C" into the metal name plate following the last digit of the magneto serial number, as well as the appropriate logbook entry. Alternate methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. This amendment becomes effective August 6, 1981.
79-18-08: 79-18-08 MCDONNELL DOUGLAS: Amendment 39-3534. Applies to McDonnell Douglas Model DC-10-10, DC-10-10F, and DC-10-40 series airplanes certificated in all categories. \n\n\tCompliance required as indicated. To prevent failure of the aft engine mount barrel nuts on No. 1, No. 2 and No. 3 engines which could result in the loss of engine support, accomplish the following unless already accomplished subsequent to July 6, 1979: \n\n\ta)\tBefore further flight after August 29, 1979, visually inspect the aft engine mount barrel nuts on No. 1, No. 2 and No. 3 engines for evidence of cracking with particular regard to the area adjacent to the protruding bolt shank. \n\n\tb)\tBefore further flight after August 29, 1979, verify torque values of the aft engine mount bolts which mate with the barrel nuts on No. 1, No. 2 and No. 3 engines to the minimum value specified in the DC-10 Maintenance Manual. \n\n\tc)\tRevenue flight to the first base for the necessary equipment to accomplish (b) of this AD is authorized if such equipment is not available at the location of the aircraft on August 29, 1979. \n\n\td)\tReport results of all inspections to the Chief, Aircraft Engineering Division, FAA Western Region, within twenty-four hours of accomplishment in the following format: \n\n\t\t1)\t"N" number. \n\n\t\t2)\tHours' time-in-service and inspection. \n\n\t\t3)\tThe results of inspection by reference to specific paragraph of this AD. \n\n\te)\tIf cracks are discovered per paragraph (a) or if minimum torque values cannot be achieved per paragraph (b), replace the barrel nut with like serviceable part prior to further flight. \n\n\tThis amendment becomes effective August 29, 1979, and was effective earlier for all recipients of the telegram dated July 15, 1979.
2007-23-04: 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: It has been discovered in several cases that clamp bolts of the elevator spring tab mechanism were not installed in the correct orientation. Bolts have been found installed with bolt heads on the lower position and in two cases, some bolts, nuts and washers [hardware] were found to be loose or missing. Detachment of an elevator spring tab mechanism clamp bolt could lead to jamming of the elevator control system and reduced controllability of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-23-02: 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 ground inspection of an A340-311 aircraft, it has been discovered that 5 fasteners were missing between Frame (FR) 18 and FR19 on longitudinal joint at stringer 28RH (right hand). Further investigations have revealed that the missing fasteners have not been installed in production due to incorrect production instructions. If not corrected, this situation could affect the structural integrity of the aircraft in the area of stringer 28 between FR18 and FR19 at longitudinal joint. We are issuing this AD to require actions to correct the unsafe condition on these products.
72-22-05: 72-22-05 PIPER: Amendment 39-1545 as amended by Amendment 39-2052. Applies to PA-24, PA-24-250 and PA-24-260 airplanes certificated in all categories. To prevent possible adverse airplane vibration effects, accomplish the following: 1. Within the next 10 hours in service after the effective date of this Airworthiness Directive, unless already accomplished, attach the following operating limitation placard near the airspeed indicator in full view of the pilot: a. For PA-24 type airplanes, "Do not exceed 188 mph cas (Vne)". b. For PA-24-250 and PA-24-260 type airplanes, "Max. structural cruising: 167 mph cas (Vno). Do not exceed 188 mph cas (Vne)." 2. Within three (3) months after the effective date of this Airworthiness Directive, accomplish either: a. An alteration of the red radial Vne line and the cautionary yellow arc of the airspeed indicator to reflect the airspeeds noted in 1. above in accordance with an FAA-approved alteration; or b. An alteration of the rudder in accordance with Piper Service Kit No. 760705 or an FAA-approved equivalent alteration and an alteration of the airspeed instrument in accordance with an FAA-approved alteration to reflect the following speed restrictions: Vne of 202 mph (cas) for PA-24; of 203 mph (cas) for PA-24-250 and PA-24-260 Vno of 180 mph (cas) for PA-24-250 and PA-24-260. 3. For PA-24-250 and PA-24-260 type airplanes, a Vne of 227 mph (CAS) may be used upon altering the stabilator in accordance with Piper Service Kit No. 760747, or an approved equivalent, and by altering the rudder as in paragraph 2(b) above. (Piper Service Bulletin No. 687, dated June 19, 1974, refers to this subject.) 4. FAA approved alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Amendment 39-1545 was effective October 31, 1972. This amendment 39-2052 is effective December 26, 1974.
78-08-09: 78-08-09 GRUMMAN AMERICAN: Amendment 39-3191. Applies to Models G-164 (S/N 1 thru 400), G-164A (S/N 401 thru 1674), and G-164B (S/N 1B thru 79B) airplanes certified in all categories. Compliance required as indicated. To prevent collection of water in the bottom of the rudder main tubular spar (P/N A1203- 11) of the rudder assembly and the resulting corrosion, accomplish the following: 1. Within the next 50 hours in service after the effective date of this AD, unless already accomplished, perform the inspection and corrosion protection specified in Steps (1) thru (6) of Grumman American Service Bulletin No. 61 dated June 6, 1977, or equivalent. 2. Within the next 300 hours in service after compliance with paragraph (1) of this AD, and within every 300 hours in service thereafter, visually inspect the exterior of the main tubular spar for corrosion. If corrosion is noted, comply with Steps (5) and (6) of the bulletin or equivalent. 3. If repairs are required in (1)and (2) of this AD, they shall be in accordance with Advisory Circular 43.13-1A, Paragraph 74, Figure 2.7 or equivalent. 4. Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the compliance times specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 5. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 21, 1978.