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2000-10-09: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model AS350B, BA, B1, B2, B3, D, and AS355E, F, F1, F2, and N helicopters that requires replacing certain circuit breakers. This amendment is prompted by the discovery of the loss of electrical continuity between the terminals of an installed circuit breaker. The actions specified by this AD are intended to prevent loss of electrical power to the emergency flotation gear or other optional installations and subsequent loss of the helicopter emergency flotation capability.
54-12-01: 54-12-01 MARTIN: Applies to All Model 404 Aircraft. Compliance required as indicated. An analysis of the design and the service experience of Model 404 main landing gear oleo drag struts, P/N E100008, has resulted in the establishment of a 6,500-hour service life figure for these assemblies. It will be permissible to continue these assemblies in service not to exceed 8,500 hours total service time, provided the drag strut piston rods and forked end fittings are subjected to the following inspections when they attain 6,500 hours of service and every 250 service hours thereafter until replacement is made with new drag strut assemblies, P/N E100050, in accordance with item 5. (See item 6 for increasing inspection interval to 500 hours.) NOTE: A 10X to 30X enlarging lens must be used when accomplishing the visual examination portions of these inspections. 1. Perform dye penetrant inspection for cracks on the entire threaded portion of the piston rod, P/N SE997512. (The location at which a crack would be most likely to occur is through the root of a thread which lies in or adjacent to the faying plane between the piston terminal, P/N SE997514, and the locknut, P/N SE997515, when these parts are in their installed position on the drag strut piston rod.) 2. Perform a dye penetrant or a Zyglo inspection for cracks on the end bosses of the forked end fitting, P/N SE997590. In order to inspect these areas satisfactorily, it is necessary to remove the bronze bushings, P/N SE997517, from the end bosses. (Laboratory analysis of drag strut forked end fittings which failed during landing gear repeat load tests determined the origin of the crack, in each instance, to be located at the inner surface of the 5/16-inch bolt hole adjacent to the bronze bushing. It is essential, therefore, that these and all other surfaces lying in the plane of the least cross-sectional area be scrutinized most critically.) 3. If the above inspections revealminute indications of a crack not clearly definable, the area in question should be subjected to a macro etch inspection. (a) The steel piston rod may be etched with a saturated aqueous solution of ammonium persulphate. (b) The forged aluminum forked end fittings may be etched with a 30- percent aqueous solution of sodium hydroxide. 4. A piston rod or forked end fitting found to contain a crack must be scrapped. 5. Reinspection of parts found to be satisfactory shall be made every 250 service hours (or 500 hours per item 6), until replacement struts of the new configuration, P/N E100050, become available. Original struts, P/N E200008, must be replaced at 8,500 hours service life, at which time the inspection program can be discontinued. (When the new design drag struts become available, no attempts should be made to interchange assembly components, but a complete replacement of old design struts with new design struts should be effected.) 6. The 250-hour inspection interval may be increased to 500 hours provided the following is accomplished: (a) Chamfer all edges of the cross bolt hole in the P/N SE99759C oleo drag strut fork fitting. (b) Maintain a minimum torque of 900 inch-pounds on the piston rod jam nut. (c) Instruct the pilots to use the brakes in such a manner as to minimize the strut bottomings. (Martin Service Instruction Letter No. 404-65 covers this same subject.)
2015-09-09: We are superseding Airworthiness Directive (AD) 2004-07-11 for all The Boeing Company Model 767-400ER series airplanes. AD 2004-07-11 requires repetitive high frequency eddy current (HFEC) inspections of the aft lower lugs of the deflection control track of the outboard flap for cracks, and replacement of any cracked deflection control track with a new track assembly. This AD retains those requirements, provides optional terminating action for the repetitive inspections, and adds airplane models to the applicability. This AD was prompted by our determination that additional airplane models require repetitive HFEC inspections of the aft lower lugs of the deflection control track of the outboard flap for cracks, and replacement of any cracked deflection control track with a new track assembly. We are issuing this AD to detect and correct fatigue cracking in the aft lower lug run-out region of the deflection control track, which could result in the loss of the secondary load pathfor the outboard flap, resulting in the loss of the outboard flap and consequent reduced controllability of the airplane in the event that the primary load path also fails.
93-08-05: 93-08-05 FOKKER: Amendment 39-8552. Docket 92-NM-196-AD. Applicability: All Model F27 series airplanes, excluding Model F27 Mark 050 airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of an aileron control cable and subsequent reduced aileron roll control authority, accomplish the following: (a) Within 500 hours time-in-service or 2 months after the effective date of this AD, whichever occurs first, inspect the noise filter capacitors mounted on the rotary flap actuator to detect damage and to determine the manufacturer and part number, in accordance with Fokker Service Bulletin F27/27-135, dated June 1, 1992. (1) If no damaged capacitor is found, and if no capacitor manufactured by John E. Fast Company and having part number A-16446 is installed, no further action is required by this AD. (2) If any damaged capacitor is found, or if any capacitor manufactured by John E. FastCompany and having part number A-16446 is found, prior to further flight, replace that capacitor with either a capacitor manufactured by P.R. Mallory Company and having part number CA275X, or a capacitor manufactured by Potter Company and having part number 1136-5004, in accordance with the service bulletin. (b) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special 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. (d) The inspection and replacement shall be done in accordance with Fokker Service Bulletin F27/27-135, dated June 1, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 27, 1993.
2000-10-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Israel Aircraft Industries, Ltd., Model 1124 and 1124A Westwind airplanes. This action requires a one-time X-ray inspection to detect missing rivets at the rib-to-spar connection of the aileron ribs, and corrective actions, if necessary. This action is necessary to prevent cracking of the aileron skin due to missing rivets, which could result in reduced structural integrity of the aileron and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
82-10-52 R1: 82-10-52 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4671. Applies to Lockheed-California Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. A. To detect cracks and prevent structural failure of the Main Landing Gear (MLG) shock strut cylinder, accomplish the following: 1. For strut cylinders which have aluminum-nickel-bronze bushings installed as specified in Lockheed-California L-1011 Service Bulletin 093-32-131, Revision 3, dated October 26, 1977, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, conduct an initial inspection per Paragraphs C.1. or C.2. below within 30 calendar days after the effective date of this AD, or upon the accumulation of 7,500 flight hours time in service since the installation of the aluminum-nickel-bronze bushings, whichever is later. Thereafter, repeat the visual inspection specified in Paragraph C.1. at intervalsnot to exceed 40 landings, or the ultrasonic inspection specified in Paragraph C.2. at intervals not to exceed 400 landings. 2. For strut cylinders not modified in accordance with Lockheed-California L-1011 Service Bulletins 093-32-211, dated October 5, 1982, or 093-32-131, Revision 3, dated October 26, 1977, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, inspect per Paragraph C.2. below, within 30 calendar days after the effective date of this AD. Thereafter, repeat the visual inspections specified in Paragraph C.1 at intervals not to exceed 40 landings, or the Ultrasonic inspection specified in Paragraph C.2. at intervals not to exceed 400 landings. B. Operators who have already accomplished an initial inspection subsequent to April 20, 1982, in accordance with Paragraph C below, or in accordance with Lockheed-California Company Alert Service Bulletin Wire 093-32-A211, dated April 29, 1982, or in accordance with Telegraphic AD T82-10-52, have satisfied the initial inspection requirements of this amendment. C. 1. Perform a close visual inspection for cracks at the exposed surfaces of the inboard retract actuator lug, on each MLG shock strut, per Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. If there are any noticeable or suspected signs of cracks on the paint, remove both the paint and primer and reinspect the area for cracks. 2. Perform ultrasonic inspection of the inboard retract lugs of both the left and right MLG shock strut cylinder following the procedure specified in Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. D. Repair or replace the MLG shock strut cylinders found cracked before further flight, in accordance with Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-211, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. E. Installation of stainless steel bushings in the inboard retract lugs of both the left and right MLG shock strut cylinder per Section 2, Accomplishment Instructions, of Lockheed- California L-1011 Service Bulletin 093-32-211, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, constitutes terminating action for the repetitive inspection requirements of Paragraphs A.1 and A.2. F. Alternate 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. G. Special 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 inspection requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective July 6, 1983, and was effective earlier to those recipients of Telegraphic AD T82-10-52, dated May 7, 1982.
91-12-04: 91-12-04 GENERAL DYNAMICS (CONVAIR): Amendment 39-7015. Docket No. 90-NM-290-AD. Applicability: Model 240, T-29, and C-131A (Military) series airplanes, including all airplanes converted to turbopropeller power, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of the elevator hinge pins, accomplish the following: A. Within 50 hours time-in-service or 60 days after the effective date of this AD, whichever occurs first, remove the elevator and conduct a visual inspection of the elevator hinge pins and bearings, in accordance with Part I of the Accomplishment Instructions of General Dynamics, Convair Division Service Bulletin 600 (240D) 55-4, dated September 21, 1990 (hereinafter referred to as "SB 55-4"). NOTE: Inspections previously accomplished in accordance with the Accomplishment Instructions of Alert Service Bulletin 600 (240D) 55-A4, dated March 1, 1990, are considered to comply with therequirements of this AD. B. Any hinge pins, bushings, or tapered bushings found which do not conform to the dimensional limitations specified in Part I of SB 55-4, must be replaced prior to further flight. C. Any cracked bearing plate assemblies or nut assemblies, and any loose, chattering, dry, or seized bearings, P/N AN201KP10A, must be replaced prior to further flight. D. When the elevator is reinstalled, determine if proper mating of the tapered bushing and pin surfaces exists, in accordance with Part I of SB 55-4. If proper mating does not exist, the pin must be reworked prior to further flight, in accordance with Part II of SB 55-4. E. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. The inspection and repair requirements shall be done in accordance with General Dynamics, Convair Division Service Bulletin 600 (240D) 55-4, dated September 21, 1990. 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 General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92138, Attention: Chief, Aircraft Logistical Support, Mail Zone 92-2920. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7015, AD 91-12-04) becomes effective on July 25, 1991.
2015-09-04: We are adopting a new airworthiness directive (AD) for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with a Solo Kleinmotoren Model 2350 C engine that supersedes AD 2013-22-14 R1. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as engine shaft failure with consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-18-14: We are adopting a new 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: Due to high fuel pressure, caused by exceeding pressure in front of the mechanical fuel pump (e.g. due to an electrical fuel pump), in limited cases a deviation in the fuel supply could occur. This can result in exceeding of the fuel pressure and might cause engine malfunction and/or massive fuel leakage. We are issuing this AD to prevent the pump from exceeding the fuel pressure, which could result in engine malfunction or a massive fuel leak. These conditions could cause loss of control of the airplane or a fire.
2000-10-06: This amendment adopts a new airworthiness directive (AD) for MD Helicopters Inc. (MDHI) Model MD900 helicopters. This action requires visually inspecting the drive shaft to determine the assembly part number (P/N) and marking the drive shaft assembly P/N and serial number (S/N) on any unmarked drive shaft. This AD also requires creating a component history card or equivalent record for certain drive shaft assemblies and replacing any drive shaft assembly that has reached its life limit. This amendment is prompted by the discovery of several drive shafts with no assembly P/N marked on the part, which could result in a drive shaft remaining in service past its life limit. The actions specified in this AD are intended to prevent failure of the drive shaft due to fatigue, which could result in total loss of drive to the main rotor hub and subsequent loss of control of the helicopter.