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81-26-51 R3: 81-26-51 R3 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4328 as amended by Amendment 39-4555 is further amended by Amendment 39-4722. Applies to Lockheed Model L-1011-385 series airplanes, serial numbers 1052 and subsequent, certificated in all categories. Compliance is required as indicated, unless previously accomplished. To detect cracks in the Fuselage Station (FS) 1363 bulkhead lower caps, fuselage skin, adjacent web, and web horizontal stiffeners; and to prevent failure and possible sudden decompression of the airplane, accomplish the following: A. Compliance Schedule: 1. Compliance is required within 300 landings after the effective date of this AD for the inspection specified in paragraph C., below, on all aircraft having accumulated 10,000 or more landings, as of the effective date of this AD. Previously accomplished inspections per paragraph B. or F., below, or per Accomplishment Instructions, Section 2, of Lockheed L-1011 Service Bulletin 093-53-208, Revision 1, dated December 23, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, satisfy this initial inspection requirement. 2. Aircraft having accumulated less than 10,000 landings as of the effective date of this AD amendment must have an initial inspection as specified in paragraph C. below prior to accumulating 10,300 landings. 3. Repetitive inspections in accordance with paragraph C., below, are required on all affected aircraft until the permanent modification specified in Section 2, Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-207, Revision 1, dated October 12, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, is accomplished which terminates the repetitive inspections required by this AD. (a) If the initial inspection was accomplished in accordance with paragraph B. below, within an additional 300 landings after the initial inspection, or within 100 landings after the effective date of this amendment, whichever is later, inspect internally at intervals not to exceed 2000 landings and externally at intervals not to exceed 600 landings thereafter in accordance with paragraph C. below. (b) If the initial inspection was accomplished in accordance with Accomplishment Instructions, Section 2, of Lockheed L-1011 Service Bulletin 093-53-208, Revision 1, dated December 23, 1981, within an additional 600 landings after the initial inspection, or within 300 landings after the effective date of this amendment, whichever is later, inspect internally at intervals not to exceed 2000 landings and externally at intervals not to exceed 600 landings thereafter in accordance with paragraph C. below. (c) The 2000 landings internal inspection intervals may be increased to 4000 landings if the external support angle (P/N 1561639) is also inspected in accordance with Section 2,Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-209, dated October 27, 1981, and no damage is found. (d) Any area with bulkhead cap repairs must be inspected at an interval not to exceed 500 landings. If the bulkhead cap repair had been accomplished prior to the effective date of this AD, the next X-ray inspection to the bulkhead cap must be accomplished within 500 landings from the date of the repair or within 500 landings from the last X-ray inspection, whichever is earlier. B. Accomplishment Instruction - Option 1: 1. Remove both main landing gear fairing panels 195B, left hand side and 196B right hand side, or remove splash panels, Lockheed L-1011 P/N 1541920-101 and -102, and 2. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, left hand side. Inspect from the main landing gear wheel well, paying particular attention to web and horizontal stiffeners at bulkhead cap, above and below water line 140. 3.Perform a close visual inspection for cracks in fuselage skin between Fuselage Stations 1363 and 1403, left hand side, paying particular attention to the area between Stringers 44 and 46. 4. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, right hand side. Inspect from the main landing gear wheel well, paying particular attention to the web and horizontal stiffeners at the bulkhead cap, above and below water line 140. 5. Perform a close visual inspection for cracks in the fuselage skin between Fuselage Stations 1363 and 1403, right hand side, paying particular attention to the area between Stringers 20 and 22. Or, in lieu of B.1. thru B.5. 6. Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with the inspection procedure called out in Section 2, Accomplishment Instructions, of Lockheed Service Bulletin 093-53-206, Revision 1, dated October 19, 1981, or Accomplishment Instructions, Section 4 or 5 of Lockheed L-1011 Service Bulletin 093-53-A212, dated December 7, 1981. C. Accomplishment Instructions - Option 2 Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with the inspection procedures specified in Section 2, Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-228, dated April 22, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. If cracks are found in the lower cap, adjacent web, fuselage skin, or web stiffeners, they must be repaired before further flight in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. E. If cracks are found only in the Lockheed P/N 1518531-121 reinforcing strap and not repaired, reinspect externally in accordance with paragraph C., above, at intervals not to exceed 250 landings until a repair or permanent modification is incorporated in a manner approved by theManager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. 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. The 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). 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 the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. Amendment 39-4328 became effective March 11, 1982, and was effective earlier to those recipients of Telegraphic AD T81-26-51, dated December 11, 1981. Amendment 39-4555 became effective February 9, 1983. This Amendment 39-4722 becomes effective September 21, 1983.
87-21-05: 87-21-05 CESSNA: Amendment 39-5745. Applies to the following models and serial numbered airplanes certificated in any category which have been modified in accordance with Supplemental Type Certificate (STC) SA 4795SW: MODELS SERIAL NUMBERS 150 17001 thru 17999 59001 thru 59018 150A 15059019 thru 15059350 150B 15059351 thru 15059700 150C 15059701 thru 15060087 150D 15060088 thru 15060772 150E 15060773 thru 15061532 150F 15061533 thru 15064532 150G 15064533 thru 15067189 (except 15064970) 150H 649, 15067199 thru 15069308 150J 15069309 thru 15071128 150K 15071129 thru 15072003 150L 15072004 thru 15075781 150M 15075782 thru 15079405 A150K A1500001 thru A1500226 A150L A1500227 thru A1500523 A150M 15064970, A1500524 thru A1500734 152 15279406 thru 15285595 and on A152 A1500433, A1520735 thru A152088 681, A1520809 thru A1521015 and on Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To assure operation of the airplane within the approved center of gravity (CG) limits and approved operating limitations, accomplish the following: (a) For Model 150, 150 A/B/C, airplanes accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate a placard with the following statement using letters with a minimum height of 1/8 inch: "NOT APPROVED FOR SPINS." Install this placard in clear view of the pilot on the airplane instrument panel. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. NOTE: Compliance with Airworthiness Directive 86-15-07 does not relieve compliance with this AD for Models 150, 150A/B/C airplanes. (b) For Model A150 K/L/M airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate the temporary placard detailed in Figure 1. of this AD, marking it with the statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. (c) For Model A152 airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins withthe words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate the temporary placard detailed in Figure 2. of this AD, permanently marking it with the statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. (d) For Model 150 D thru M and 152 airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the instrument panel over the existing maneuver placard. (2) Fabricate the placard detailed in Figure 3. of this AD, permanently marking it withthe statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. Alternatively, this placard may be obtained from Aircraft Conversion Technologies, Inc., 1410 Flight Line Drive, Lincoln, California 95648. (3) Operate the airplane in accordance with the placard. (e) Installation of the placards required by this AD may be accomplished by the owner/operator on any airplanes which are not used under FAR Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry per FAR 43.9 and 91.173. (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, FAA Southwest Region, Fort Worth, Texas 76193-0100; telephone (817) 624-5100. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to J&S Engineering, 222 W. Turbo Drive, San Antonio, Texas 78216; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on October 13, 1987. MATERIAL: Index card laminated in plastic SCALE: Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater typewritten 2.5 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE TO BE OPERATED IN THE UTILITY CATEGORY WITHIN THE FOLLOWING LIMITS: MAXIMUM AIRSPEEDS (IAS) NEVER EXCEED (Vne) 162 MPH (141 KNOTS) STRUCTURAL CRUISING (Vc) 120 MPH (104 KNOTS) MANEUVERING (Va) 109 MPH ( 95 KNOTS) FLAPS EXTENDED (Vfe) 98 MPH ( 85 KNOTS) THE FOLLOWING ACROBATIC MANEUVERSARE APPROVED: MANEUVER RECM. ENTRY SPEED MANEUVER RECM. ENTRY SPEED CHANDELLE 109 MPH (95KTS) LAZY EIGHTS 109 MPH (95KTS) STEEP TURNS 109 MPH (95KTS) STALLS (EXCEPT WHIP STALLS) SLOW DECELERATION 4.5 or greater PLACARD FIGURE 1 MATERIAL: Index card laminated in plastic SCALE: Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater typewritten 2.5 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE TO BE OPERATED IN THE UTILITY CATEGORY WITHIN THE FOLLOWING LIMITS: MAXIMUM AIRSPEEDS (IAS) NEVER EXCEED (Vne) 149 KNOTS STRUCTURAL CRUISING (Vc) 111 KNOTS MANEUVERING (Va)104 KNOTS FLAPS EXTENDED (Vfe) 85 KNOTS THE FOLLOWING ACROBATIC MANEUVERS ARE APPROVED: MANEUVER RECM. ENTRY SPEED MANEUVER RECM. ENTRY SPEED CHANDELLE 95 KNOTS LAZY EIGHTS 95 KNOTS STEEP TURNS 95 KNOTS STALLS (EXCEPT WHIP STALLS) SLOW DECELERATION 4.5 or greater PLACARD FIGURE 2 MATERIAL: Sheet aluminum THICKNESS: .020 SCALE Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater, silver on black 2.0 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE MAY BE OPERATED WITHIN THE FOLLOWING LIMITS: UTILITY CATEGORY: UP TO 1280 POUNDS AT 31.5 IN. TO 1600 POUNDS AT 32.9 IN. TO 36.75 IN. AT 1600 POUNDS AND BELOW. NORMAL CATEGORY: UP TO 1280 POUNDS AT 31.5 IN. TO 1760 POUNDS AT 33.6 IN. TO 36.75 IN. AT 1760 POUNDS AND BELOW. NO ACROBATIC MANEUVERS ARE APPROVED FOR NORMAL CATEGORY OPERATIONS 4.5 or greater PLACARD FIGURE 3
2015-15-03: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GEnx turbofan engine models. This AD was prompted by reports of GEnx-1B and GEnx-2B engines experiencing power loss in ice crystal icing (ICI) conditions. This AD precludes the use of full authority digital engine control (FADEC) software, version B175 or earlier, in GEnx-1B engines, and the use of FADEC software, version C065 or earlier, in GEnx-2B engines. We are issuing this AD to prevent engine failure, loss of thrust control, and damage to the airplane.
2015-14-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new limitations for fuel tank systems. We are issuing this AD to prevent potential ignition sources within the fuel system, which could result in a fuel tank explosion.
2000-11-17: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter France Model SA-365N1, AS-365N2, and SA-366G1 helicopters and that currently requires initial and repetitive inspections of the tail rotor blade Kevlar tie-bar (Kevlar tie-bar) for cracks or delaminations. This amendment requires the same actions required by the existing AD and corrects an incorrectly stated part number (P/N) in the existing AD. This amendment is prompted by a report of delamination of a Kevlar tie- bar. The actions specified by this AD are intended to detect cracks that could lead to delamination of the Kevlar tie-bar, loss of tail rotor control, and subsequent loss of control of the helicopter.
2000-11-10: This amendment supersedes an existing airworthiness directive (AD) applicable to certain Rolls-Royce plc (R-R) RB211 series turbofan engines. That AD currently requires the removal from service of intermediate pressure (IP) compressor stage 6-7 rotor shafts that exceed reduced cyclic life limits. This amendment requires further reduction of cyclic life limits and introduction of new reduced cyclic bands for rework. This action is prompted by additional stress analysis conducted following failure of an IP compressor stage 6 disk. The actions specified by this AD are intended to prevent an uncontained engine failure due to rupture of an IP compressor stage 6-7 rotor shaft.
91-02-10: 91-02-10 CFM INTERNATIONAL: Amendment 39-6839. Docket No. 89-ANE-39. Applicability: CFM International (CFMI) CFM56-3, -3B, -3C series turbofan engines, installed on, but not limited to, Boeing 737-300, 737-400 and 737-500 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent engine power loss or flameout while operating in heavy precipitation, accomplish the following: (a) Install fan splitter fairing, fan stage 1 vane assembly, and new centering shroud, in accordance with the Accomplishment Instructions contained in CFMI CFM 56-3, -3B, -3C series Service Bulletin (SB) 72-450, Revision 1, dated May 30, 1989, within 30 days after the effective date of this AD. (b) Install the 12 door variable bypass valve (VBV) configuration in accordance with the Accomplishment Instructions contained in CFMI CFM 56-3, -3B, -3C series SB 72-462, Revision 1, dated May 30, 1989, within 30 days after the effective date of this AD. (c) Aircraft may beferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. The installation procedures shall be done in accordance with the following CFM International documents: Document Page Number Revision Date CFMI CFM 56-3, 1-4, 6-26 Revision 1 5/30/89 -3B, -3C 5 Original 4/17/89 SB 72-450 CFMI CFM 56-3, 1-27, 29-33 Revision 1 5/30/89 -3B, -3C 28 Original 4/10/89 SB 72-462 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to CFM International, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. These documents may be examined at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This amendment (39-6839, AD 91-02-10) is effective on February 11, 1991.
2015-14-04: We are adopting a new airworthiness directive (AD) for Kaman Model K-1200 helicopters with certain main rotor blades (MRB) installed. This AD requires inspecting each MRB for a crack or damage. This AD was prompted by a report that a crack was found on an MRB during a tear-down inspection. The actions are intended to detect a crack in the MRB, which could lead to failure of the MRB and subsequent loss of control of the helicopter.
59-12-01: 59-12-01 FAIRCHILD: Applies to all F-27 Series aircraft equipped with the heater system. Compliance required by July 15, 1959, and every 100 hours thereafter until forthcoming permanent fix is incorporated. (1) An incident has been reported in which a loose "B" nut on the fuel line connection to the combustion heater fuel control unit caused fuel to leak out around the shroud. In order to preclude possibilities of leakage at the heater fuel system fittings, remove and retain shroud assemblies, P/N 27-774575-1, attached to tube assemblies, P/N's 27-683051-151 or -251 and 27-774512-11, connected to fuel control assembly, P/N 43C80. Also remove and retain shroud assembly, P/N 27-774575-1, attached to opposite end of tube assembly, P/N 27-774512-11, connected to heater assembly, P/N 49C65. (2) At locations where shrouds were removed, inspect and determine that fittings of tube assemblies are torqued to proper values and no evidenceof fuel leakage exists. Torque fittings of tube assembly, P/N 27-774512-11 to 135 in. lbs. min. - 150 in. lbs. max., and tube assembly P/N 27-683051-151 or -251 to 40 in. lbs. min. - 65 in. lbs. max. (3) Operate heater to determine that no evidence of fuel leakage exists at tube assembly connections to fuel control and heater assemblies and reinstall shroud assemblies. (Fairchild F-27 Service Bulletin No. 21-48 dated April 22, 1959, covers this same subject.)
2010-17-16: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, S-76B, and S-76C helicopters. This AD requires an initial and recurring inspections of the tail rotor vertical stabilizer aft spar assembly (aft spar assembly) for a crack, loose or working fasteners, and corrosion, and, if any are found, further inspections of the vertical stabilizer forward spar assembly (forward spar assembly). Repairing or replacing any unairworthy part before further flight is also required. This AD also requires a recurring track-and-balance of the tail rotor. Finally, this AD requires installing a vertical stabilizer modification kit, which is terminating action for the requirements of the AD. This AD is prompted by 26 reports of fatigue cracks in the aft spar assembly web and outer caps. The actions specified by this AD are intended to detect and correct an unbalanced or out-of-track tail rotor, which could lead to increased vibrations, a fatigue crack, loss of a portion of the vertical stabilizer and subsequent loss of control of the helicopter.
2000-11-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires a one-time review of the maintenance records to determine if tripping of the fuel boost pump circuit breakers has been recorded, repetitive inspections to detect fuel leakage from the fuel boost pump wiring conduits, and corrective actions, if necessary. This amendment also requires replacement of the three single wires inside the metal conduit of the fuel boost pumps with new wires protected by a polyamide sleeve, which terminates the repetitive inspections. 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 prevent the fuel boost pump wiring from chafing, which could result in electrical arcing and a possible fuel tank ignition source.
2015-14-01: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by a report of loose bolts that are intended to secure the translating door crank assembly to the outside handle shaft. This AD requires a detailed inspection for loose bolts on the aft translating door crank assembly, and removal and reinstallation of the bolts. We are issuing this AD to prevent loose bolts from falling out. If both bolts become loose or fall out after the door is closed and locked, the door cannot be opened from inside or outside, which could impede evacuation in the event of an emergency.
89-09-01: 89-09-01 AIRBUS INDUSTRIE: Amendment 39-6192. Applicability: Model A300 series airplanes, on which Modification 1988 has been accomplished (Post Service Bulletin A300-54-022), and all Model A310 and A300-600 equipped with Walter Kidde or APCO fire extinguisher bottles, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the inability to actuate the fire extinguisher bottles, accomplish the following: A. Within 10 days after the effective date of this AD, inspect the engine fire extinguishers for an electrical bonding defect in accordance with Airbus All Operator Telex (AOT) 26/88/01. If defects are found, repair prior to further flight, in accordance with the AOT. B. Whenever the fire extinguishers bottles are replaced, perform the inspection required by paragraph A., above. C. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspection/modification required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6192, AD89-09-01) becomes effective on May 1, 1989.
79-12-07: 79-12-07 BENDIX: Amendment 39-3495. Applies to Bendix Model D-2000/D-2200 series (green distributor block only) six-and-eight-cylinder magnetos identified as follows: Magneto Model Part No. D6LN-2031 10-382560-53 D8LN-2200 10-382620-51 D6LN-2230 10-382910-53 D8LN-2200 10-382920-51 D6RN-2230 10-382910-58 D6RN-2230 10-382910-12 D6LN-2230 10-382910-17 D6LN-2230 10-382610-53 These magnetos are installed on but not limited to the following aircraft engines or aircraft engine/aircraft combinations: AVCO Lycoming Engines Installations TIO-540-R2AD TIO-540-F2BD TIO-540-N2BD IO-720-B1BD IO-720-D1CD IO-720-D1CD Piper, PA-36-375 IO-720-D1CD Cessna 414 IO-720-B1BD per Riley STC SA2680-SW IO-720-B1BD Rockwell 500S, 560S, and 680S modified by STC SA2691WE IO-720-B1BD Rockwell 680F, 680FL and 680FLP modified by STC SA2891WE To detect loose distributor block bushings, accomplish the following within the next 10 hours in service after the effective date of this A.D. unless previously accomplished, and every 25 hours thereafter until green distributor blocks are replaced by comparable black distributor blocks with part numbers as follows: P/N 10-382978 by 10-382998 and P/N 10-382976 by 10-382972, or equivalent FAA approved parts and procedures. a. Remove the ventilator plugs, threaded bushing, or solid plug from both ends of the magneto housing, as applicable. b. Remove gear axle retaining ring P/N 10-92815-37, plain washer P/N 10-50753, and felt washer P/N 10-50752 from both distributor gear axle positions. c. Fabricate a 1/4 in. round probe of non-metallic material, preferably wood dowel rod, approximately six inches long, with one end approximately 1/8 in. wide by 1/8 in. thick by 1 in. long to resemble a screw driver blade. d. Insert the formed end of the tool thru the inspection hole at one end of the magneto housing and between two teeth of the distributor gear.Gently so as not to damage the gear teeth, attempt to push the gear back and forth sideways, while observing the corresponding bronze bushing in the distributor block. If there is no movement between the bushing and the block, insert the tool under the flat surface of the gear on its outside diameter. Exert pressure on the end of the tool to lift the gear towards the distributor block. Inspect for movement between the bushing and the block. If no bushing movement is detected by either of these two inspections, repeat the procedures at the gear bushing location at the opposite end of the magneto. e. If no movement is detected, reassemble the magneto per maintenance and overhaul instructions listed in Bendix publications L-928-1 and L-945 or other approved procedures. f. If bushing movement is detected at either end, the distributor block must be replaced prior to further flight. When replacing distributor block, center the block relative to any lateral movement of block. g. Tighten distributor block screws to a torque value of 25 to 30 inch lbs. Reassemble the magneto according to applicable instructions in D-2000/D-2200 series magneto overhaul publication, Bendix Form L-945 and tighten the magneto cover screws to a torque value of 30-35 in. lb for black magnetos and 40-45 in. lb for gray magnetos. h. If replacing the green distributor block with a black distributor block, reidentify the magneto system P/N and magneto P/N by stamping the numeral 1 over the first digit of the dash number suffixes. For example: System P/N -201 becomes -101 Magneto P/N -51 becomes -11 Record magneto serial number in aircraft engine log. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. As permitted by FAR 21.197, aircraft may be flown to a base where maintenance required by this airworthiness directive can be accomplished. Bendix Service Bulletin No. 606 pertains to this problem. This amendment is effective June 19, 1979, except for those persons to whom it was made effective by emergency airmail letter dated April 19, 1979.
2000-11-18: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter France Model SA-365C, C1, C2, N, and N1; AS-365N2, and SA-366G1 helicopters. That AD currently requires inspecting the tightening torque of the main rotor hub blade attach beam spherical thrust bearing bolts (bolts) and either applying a specified torque or, if necessary, inspecting for a crack in the metal components. That AD also requires replacing the spherical thrust bearing (bearing) with an airworthy bearing if a crack is found. This amendment requires the same actions as the existing AD, but adds the Eurocopter France Model AS-365N3 helicopter to the applicability. This amendment is prompted by reports of cracks in the metal components of the bearing attachment joint and the need to add the Eurocopter France Model AS-365N3 helicopter to the applicability. The actions specified by this AD are intended to prevent loosening of bearing bolts in flight, which may cause cracks in the metal components, failure of the bearing, and subsequent loss of control of the helicopter.
88-24-07: 88-24-07 GARRETT TURBINE ENGINE COMPANY: Amendment 39-6062. Applies to Garrett Model TSCP 700-4B Auxiliary Power Units (APU), prior to serial number P-90670; and Model TSCP 700-5 APU's, prior to serial number P-80441; as installed in, but not limited to, McDonnell Douglas DC-10 and Airbus Industries A300 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent compressor tie rod separation in the event of disk rim separation, accomplish the following: A. Relieve the tie rod stretch and restretch the tie rods in accordance with the Accomplishment Instructions of Garrett Alert Service Bulletin TSCP 700-49-A5666, Revision 2, dated July 27, 1987, in accordance with the following schedule: NOTE: For the purpose of this AD, the Garrett method of cycle counting may be used on the first stage low compressor disk. 1. If the first stage low pressure compressor disk has been allowed to run above 91 percent and has accumulated more than 6,000 cycles, after the effective date of the AD, complete the tie rod restretch in accordance with the Accomplishment Instructions, and within the cycle times defined by Figure 1, of the above Service Bulletin. The date shown in Figure 1 is replaced by the effective date of this AD. 2. If the first stage low pressure compressor disk has accumulated more than 6,000 cycles since new (CSN), but the N1 speed has been limited to 91 percent maximum, the tie rod restretch must be accomplished within 3,000 cycles after the effective date of this AD, but not to exceed the disk life limit of 12,000 CSN. 3. If the first stage low pressure compressor disk has accumulated 6,000 CSN or less, and the N1 speed has been allowed to go above 91 percent, the tie rod restretch must be accomplished prior to the accumulation of 8,000 CSN. 4. If the first stage low pressure compressor disk has accumulated 6,000 CSN or less, but the N1 speed has been limited to 91 percent maximum, the tie rod restretch must be accomplished prior to the accumulation of 9,000 CSN. NOTE: All APU installations which are capable of permitting the N1 speed to go above 91 percent for main engine start, even though this is done infrequently, are included in either paragraph A.1. or A.3., above. B. Compliance with Option 2, "Disk Replacement at 8,000 Cycles," of the Accomplishment Instructions of Garrett Service Bulletin TSCP 700-49-A5666, Revision 3, dated December 15, 1987, is considered an acceptable alternate means of compliance with the requirements of this AD. This replacement may be accomplished in accordance with the compliance schedule specified in paragraph A., above. C. Replacement of the disk with a deflector-peened disk, in accordance with Garrett Service Bulletin TSCP 700-49-5695, Revision 1, dated December 22, 1987, constitutes terminating action for the requirements of this AD. D. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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 requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Garrett Airline Service Division, A Division of the Allied-Signal Aerospace Company, Technical Publications, Dept. 65-70, Phoenix, Arizona 85038. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California. This amendment, 39-6062, becomes effective December 21, 1988.
91-03-03: 91-03-03 PRATT & WHITNEY: Amendment 39-6838. Docket No. 88-ANE-37. Applicability: Pratt & Whitney (PW) JT9D-7R4 series turbofan engines, installed on, but not limited to, Boeing 747 and 767, and Airbus A310 and A300 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent failure of high pressure compressor (HPC) turbine driveshaft, Part Numbers (P/N) 5001195-01, 796245, 799570, and 803128, which could result in loss of engine power, and/or engine inflight shutdown, accomplish the following: (a) Eddy current inspect rear threads of the HPC turbine driveshaft, in accordance with PW Alert Service Bulletin (SB) JT9D-7R4-72-375, Revision 2, dated December 22, 1989, and remove from service and replace HPC turbine driveshafts found cracked with a serviceable part as follows: (1) For those HPC turbine driveshafts which have not been inspected prior to the effective date of this AD, in accordance with PW SB JT9D-7R4-72-365, dated June 23, 1988; PW SB JT9D-7R4-72-365, Revision 1, dated July 12, 1988; PW Alert SB JT9D-7R4-72-375, dated October 28, 1988; or PW Alert SB JT9D- 7R4-72-375, Revision 1, dated January 25, 1989, inspect in accordance with the following schedule: (i) At the next shop visit or prior to accumulating 7,500 cycles in service (CIS), whichever occurs first, those HPC turbine driveshafts with 7,000 CIS or less on the effective date of this AD. (ii) At the next shop visit or prior to accumulating 500 CIS, whichever occurs first, those HPC turbine driveshafts with greater than 7,000 CIS on the effective date of this AD. (2) For those HPC turbine driveshafts which have been previously inspected prior to the effective date of this AD, in accordance with PW SB JT9D-7R4-72-365, dated June 23, 1988; PW SB JT9D-7R4-72-365, Revision 1, dated July 12, 1988; PW Alert SB JT9D-7R4-72-375, dated October 28, 1988; or PW Alert SB JT9D- 7R4-72-375, Revision 1, dated January 25, 1989, inspect in accordance with the following schedule: (i) At the next shop visit or prior to accumulating 7,500 CIS, whichever occurs first; or not to exceed 2,500 cycles since last inspection (CSLI), whichever occurs later, those HPC turbine driveshafts with 7,000 CIS or less on the effective date of this AD. (ii) At the next shop visit or prior to accumulating 500 CIS whichever occurs first; or not to exceed 2,500 CSLI, whichever occurs later, those HPC turbine driveshafts with greater than 7,000 CIS on the effective date of this AD. (3) Shop visit definition for the purpose of this AD is anytime the low pressure turbine module is removed. (b) Eddy current reinspect HPC turbine driveshafts, in accordance with PW Alert SB JT9D-7R4-72- 375, Revision 2, dated December 22, 1989, at intervals not to exceed 2,500 CSLI. Remove from service and replace HPC turbine driveshafts found cracked with a serviceable part. (c) Reduce the low cycle fatigue (LCF) limit of the HPC turbine driveshaft P/N 5001195-01, 796245, and 799570, from 30,000 cycles to 2,000 cycles, and P/N 803128 from 30,000 cycles to 3,200 cycles, in accordance with the following schedule: (1) After the effective date of this AD for new HPC turbine driveshafts, with no previous cycles in service, installed in PW JT9D-7R4 series engines. (2) Prior to January 1, 1995, for those HPC turbine driveshafts installed in any PW JT9D-7R4 series engines, except for the PW JT9D-7R4G2 model engines. (3) Prior to January 1, 1999, for those HPC turbine driveshafts installed in PW JT9D-7R4G2 model engines. (d) Remove from service HPC turbine driveshafts installed in PW JT9D-7R4 series engines prior to exceeding the reduced LCF life limit. (e) Inspections in accordance with paragraphs (a) and (b) of this AD are no longer required for HPC turbine driveshafts with reduced LCF limits. (f) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished.(g) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD, may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. The inspection and removal procedures shall be done in accordance with the following Pratt & Whitney document: Document Page Number Revision Date PW ASB JT9D-7R4-72-375 1, 4 2 12/22/89 PW ASB JT9D-7R4-72-375 2, 3, 6, 8 thru 15 Original 10/28/88 PW ASB JT9D-7R4-72-375 5, 7 1 01/25/89 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 Pratt & Whitney, Publications Department, P.O. Box 611, Middletown, Connecticut06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, FAA, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803-5299, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This amendment (39-6838, AD 91-03-03) becomes effective on February 22, 1991.
92-07-08: 92-07-08 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8204. Docket No. 92-ASW-02. Applicability: Model 204B, 205A, 205A-1, 205B and 212 helicopters, certificated in any category, equipped with swashplate support assembly, part number (P/N) 204-011-404-125. Compliance: Required as indicated, unless already accomplished. To prevent possible failure of the swashplate support assembly that could result in loss of the helicopter, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, determine the purchase date of the swashplate support assembly, P/N 204-011-404-125, by reviewing the maintenance records. If the assembly was purchased prior to June 1990, no further action is required. If the swashplate support assembly was purchased after June 1990, accomplish the requirements of paragraph (b). (b) Perform the following: (1) Disassemble the swashplate support assembly in accordance with the applicable component overhaul manual to the point necessary to allow an inspection of the outboard gimbal ring support lug and shoulder bushing. (2) Measure the outside diameters (OD) of the bushing flange on each outboard bushing. (i) If each outboard bushing has a flange OD of 0.61 to 0.64 inches, no further inspections are required. (ii) If either bushing has a flange OD in excess of 0.64 inches, replace the swashplate support assembly with an airworthy part before further flight. NOTE: Unapproved bushings with OD's of approximately 0.81 inches have been reported. (c) Prior to the installation of any swashplate support assembly, P/N 204-011-404-125, comply with this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the compliance times, which provides an acceptable level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, 76193-0170. The request shall be forwarded through an FAA Airworthiness Inspector, who may concur or comment and then send it to the Manager of the Rotorcraft Certification Office. (f) Bell Helicopter Textron, Inc., Alert Service Bulletins 204-91-32, 205-91-45, 205B-91-10, and 212-91-72, all dated December 13, 1991, provide an acceptable, alternate means of compliance with this AD. (g) This amendment becomes effective on March 25, 1992.
2015-13-09: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-46-350P and PA-46-500TP airplanes. This AD requires installing cable ties around the cabin altitude encoder and the supporting structure, adding thread-locking compound to the threads of the existing single fastener; and repetitively inspecting the cable ties and the fastener to ensure security and proper condition. This AD was prompted by a report that a cabin altitude encoder came free from its mounting bracket, which interfered with motion of the elevator flight control. We are issuing this AD to correct the unsafe condition on these products.
65-16-01: 65-16-01 LOCKHEED: Amdt. 39-101 Part 39 Federal Register June 30, 1965. Applies to Models 188A and 188C Series Aircraft. Compliance required as indicated. As a result of cracks, substandard heat treat, and failure of the nose landing gear actuator support link, LAC P/N 750645-3 manufactured by Acor, Inc., under Acor P/N N07011, accomplish the following: (a) Unless already accomplished within the last 1,700 landings prior to the effective date of this AD, within the next 300 landings after the effective date of this AD, comply with all requirements of (b) (except, that if a hardness check in accordance with (b) was accomplished at any time prior to the effective date of the AD, it need not be reaccomplished), and thereafter at intervals not to exceed 2,000 landings, comply with those requirements of (b) that pertain to crack inspection and replacement of cracked links. (b) Inspect all Acor, Inc., links for cracks in the necked down area of the link using magnetic particle technique or an FAA-approved equivalent and check the hardness of the Acor, Inc., link flats midway between the bearings. Replace any cracked links and any link on which the heat treat is less than 140,000 p.s.i. before further flight with a new LAC P/N 750645-3 link. If an Acor link is to be installed, its hardness must be checked prior to installation, and its heat treat must be 140,000 p.s.i. or greater. Accomplish this replacement in accordance with sections 2.B(6) through 2.B(10) of Lockheed Service Bulletin 88/SB-612. (c) The inspections of (b) may be discontinued when LAC P/N 750645-3 link manufactured by Acor, Inc., under Acor P/N N07011 is replaced by a new LAC P/N 750645-3 link manufactured by other than Acor, Inc. NOTE: LAC P/N 750645-3 link manufactured by Acor, Inc., under Acor P/N N07011 may be identified by its center body thickness which is greater than 0.400 inch. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAAmaintenance inspector, the number of landings may be determined by dividing each aircraft's hours' time in service by the operator's fleet average time from takeoff to landing for the aircraft type. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Service Bulletin 88/SB-612 dated February 14, 1964, covers this same subject). This directive effective July 30, 1965.
2000-11-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires one-time inspections to detect cracking of the aft wheel well bulkhead, corrective actions, if necessary, and modification of the aft wheel well bulkhead. For certain airplanes, this AD also requires a one-time visual inspection to detect excess sealant covering the outer flange of the side fitting and lower chord and splice area of the aft wheel well bulkhead, and corrective actions, if necessary. This amendment is prompted by a report indicating that numerous fatigue cracks were found in the aft wheel well bulkhead. The actions specified by this AD are intended to prevent fatigue cracking of the aft wheel well bulkhead, which could result in rapid in-flight decompression of the airplane.
74-18-08: 74-18-08 TELEDYNE CONTINENTAL MOTORS: Amendment 39-1935. Applies to Teledyne Continental Model TSIO-360-C and TSIO-360-D engines. Compliance required within the next 25 hours after the effective date of this AD, unless already accomplished. To prevent fuel nozzle line leakage or breakage accomplish the following: 1. Carefully inspect the fuel nozzle lines for: a. Chafing - where lines have rubbed together, rubbed other engines parts or have been rubbed by other items. b. Kinks or sharp bends c. Fuel stains at the ferrules (lines must be replaced with airworthy components if any of the above discrepancies are found) 2. Install new clamps and brackets to prevent further chafing in accordance with Teledyne Continental Service Bulletin M74-5A or equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective August 30, 1974.
77-17-05: 77-17-05 BELL: Amendment 39-3010 as amended by Amendment 39-3263. Applies to Models 204B, 205A-1, 212, 214B, and 214B-1 helicopters, certificated in all categories. Compliance required as indicated. To assure emergency exit latch pin engagement and to provide inspection holes for each exit retractable pin, accomplish the following: (a) Within 100 hour's time in service after the effective date of this AD, accomplish the following one-time inspection and modification unless already accomplished. (1) Inspect each exit internal and external handle cover installation and determine that NAS 43DD3-8 spacers, .12 inches long, are installed as illustrated in Bell Helicopter Textron Service Bulletin Nos. 204-77-2, 214-77-1, 212-77-11, or 205-77-9 or any revisions thereof. (2) Add one-inch diameter inspection holes and provide a clear view of those holes through any interior lining in the right and left side passenger door assemblies in accordance with BHT Service Bulletin Nos. 205-77-6, 212-77-9, and 214-77-4 or later revision for the appropriate model helicopters. For the Model 204B, locate the one-inch inspection hole center near the end of the fully-engaged latch pin, cut and debur the hole in the interior skin, and cut a one-inch hole in any interior lining, if installed. (3) Label each of these inspection holes using stencils as noted in the service bulletins listed in paragraph (a)(2) of this AD; or use FAA approved equivalent placards, labels, or stencils located adjacent to each hole on the interior skin or lining, if installed. (b) Within 100 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 300 hours' time in service from the last inspection, accomplish the following: (1) Inspect the latch mechanism of each passenger exit and adjust as necessary to make each pin end flush with the exit frame edge, when the mechanism is in the fully unlatched position, as prescribed in Bell Helicopter Textron (BHT) Service Bulletin Nos. 205-76-12, 212-76-9, and 214-76-4 or later revision for the appropriate model helicopter. For the Model 204B, inspect and adjust the latch mechanism as noted but use appropriate procedures specified in Service Bulletin No. 205-76-12 or later revision. (2) Inspect for and add as necessary a painted stripe around the cylinder part of each pin using white or other suitable color. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (d) The manufacturer's instructions 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 from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. (e) Emergency exit designs approved by the FAA that do not have a latch mechanism and latch pins to secure or release the exit are excluded from the applicability of this AD. NOTE: STC SH2769SW has such an exit design. Amendment 39-3010 became effective August 19, 1977. This amendment 39-3263 becomes effective July 17, 1978.
2015-13-03: We are adopting a new airworthiness directive (AD) for all Przedsiebiorstwo Doswiadczalno-Produkcyjne Szybownictwa ``PZL-Bielsko'' Model SZD-50-3 ``Puchacz'' sailplanes. 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 detachment of the rudder cable fitting block from the fuselage. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-13-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of corrosion in the low-rate discharge tubes of the fire protection system leading to the forward baggage compartment, and perforation of one or more tubes. This AD requires repetitive checks for leakage of the discharge tubes of the fire protection system. This AD also mandates eventual replacement of all existing aluminum tube assemblies with new, improved corrosion-resistant stainless steel tube assemblies. We are issuing this AD to prevent perforation of the low- rate discharge tubes, which could result in insufficient fire extinguishing agent reaching the forward baggage compartment in the event of a fire, which could result in damage to the airplane and injury to the occupants.