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2003-16-51: This amendment adopts a new airworthiness directive (AD) that applies to certain Schempp-Hirth (SCHEMPP-HIRTH) Flugzeugbau GmbH Model Duo-Discus gliders. This AD requires you to accomplish a one-time inspection of the bonding of the spar cap and spar web, and repair any defective bonding of the spar cap and spar web. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct failure of the bonding of the spar cap and spar web, which if not detected and corrected, could result in an in-flight failure of the wing.
54-18-01: 54-18-01 NAVION: Applies to All Models. Compliance required as indicated. Inspection of a number of Navions has revealed an undesirable condition in which there is relative motion between the wing and fuselage at the wing-to-fuselage attachment necessitating installation of additional shear carrying attachment angles between the fuselage and wing. This condition is most prevalent in, but not limited to, older Navions and can be readily detected when the wing root fillets have been removed and a sharp fore and aft shaking force is applied to the wing tip. If loose, the applied force can be made to develop a motion of the wing mass which is opposite to the motion of the fuselage mass, and the looseness will be definitely seen and felt. It is therefore necessary that all Navions be inspected for this condition as soon as practicable but not later than October 15, 1954. In case the wings and fuselage seem to move as a unit mass and feel "solid" to the person applyingthe force, the corrective action outlined below may be delayed until the next annual inspection of the airplane. If a loose condition is evident, immediate corrective action as indicated in items 1 and 2 is necessary. 1. Determine whether there is any looseness due to elongated holes at the six bolt locations (two outboard and two inboard forward wing attachment bolts and two aft wing attachment bolts). If no elongated holes are found, the corrective action in item 2 should be accomplished. If elongated holes are evident proceed as follows (including item 2): (a) Ream each of the four forward wing attachment bolt holes (AN 5 inboard and AN 6 outboard) to receive the next larger size bolts. Remove and replace only one bolt at a time and torque to 140 inch-pounds. (If the next larger size bolts had already been installed previously for other reasons, the rework in accordance with this directive should be brought to the attention of the local FAA Agent for detail consideration. (b) Remove the two AN 5-65A aft attachment bolts, tube spacers, washers and units and install two 4 1/2-inch long 0.064 24ST alclad doubler strips to each end of the bottom inside flange of frame 142.57. Rivet each strip to the frame with four 5/32-diameter rivets and drill and ream to 0.3125-diameter to match the existing 5/16-diameter bolt hole in each frame. The two tube spacers must be shortened to fit within the channel and the two AN 5-65A bolts should be installed and torqued to 140 inch-pounds. 2. Install the following wing-to-fuselage chordwise shear attachment. (a) An 0.064 24S-T4 alclad angle should be fabricated to conform to the wing contour and attached to the lower longeron, inboard flange (both sides of airplanes). This angle should extend from the wing front spar reference plane to approximately 1 inch aft of the wing center spar reference plane (approximately 22 1/2 inches long). Attachment to the upper longeron should be made with eight AN 3 bolts. Attachment to the wing skin should be with fifteen 5/32 rivets (may be blind). Caution should be used in drilling through the wing skin to avoid injuring the fuel tank. (b) Flange of angle attaching to wing skin may be cut to conform to existing holes in wing skin for tubing which may pass through this area. (Ryan Navion Field Service Bulletin No. 21 covers this same subject.)
77-10-06: 77-10-06 BELL HELICOPTER TEXTRON: Amendment 39-2897. Applies to Models 206A and 206B helicopters certificated in all categories as indicated below: Compliance required within the next 100 hours time in service after the effective date of this Airworthiness Directive (AD), unless already accomplished. To minimize the possibility of loss of directional control due to failure of the tail rotor drive shaft, remove and replace tail rotor drive shaft bearings, bearing hangers, retaining rings, and shaft segments as specified in items 1 through 7 below: 1. Helicopter Serial Numbers 1 through 413: Tail Rotor Drive Shaft Installation Part Number 206-040-301-1: a. Remove Install One (1) hanger, P/N 206-040-336-1 One (1) hanger, P/N 206-040-346-9 One (1) hanger, P/N 206-040-335-1 One (1) hanger, P/N 206-040-345-9 Five (5) hangers, P/N 206-040-331-1 Five (5) hangers, P/N 206-040-338-5 Seven (7) bearings, P/N 206-040-339-1 Seven (7) bearings, P/N206-040-339-9 Twelve (12) retainers, P/N RR216C -------------------------- One (1) shaft, P/N 206-040-320-7 One (1) shaft, P/N 206-040-320-11 b. To prevent bearing hangers from chafing the drive shaft cover, the cover must be modified in accordance with Bell Helicopter Company Technical Bulletin Number 206- 76-2 dated January 7, 1976, (misdated 206-76-2) or later FAA-approved revision or FAA- approved equivalent. 2. Helicopter Serial Numbers 414 through 913: Tail Rotor Drive Shaft Installation Part Number 206-040-301-7: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 3. Helicopter Serial Numbers 414 through 637: Tail Rotor Drive Shaft Installation Part Number 206-040-301-7: Remove Install One (1) shaft, P/N 206-040-320-7 One (1) shaft, P/N 206-040-320-11 NOTE: Shaft P/N 206-040-320-7 may be reworked to configuration of Shaft P/N 206-040-320-11. See Part V of Bell Helicopter Company Service Bulletin Number 206-76-12. 4. Helicopter Serial Numbers 914 through 1251: Tail Rotor Drive Shaft Installation Part Number 206-040-301-13: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 5. Helicopter Serial Numbers 1252 through 1993: Tail Rotor Drive Shaft Installation Part Number 206-040-301-19: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 6. Removal and replacement as prescribed by paragraphs 1 through 5 must be in accordance with the applicable maintenance and overhaul manual instructions. 7. All spring clamp type bearing hangers, Part Number 206-040-338-5, must be installed with the spring on the left side of the tail boom. Bell Helicopter Company Service Bulletin 206-76-12 pertains to and provides instructions for accomplishing the intent 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 Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas, 76101. These documents may also be examined at Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, 76101, and at FAA Headquarters, 800 Independence Avenue S.W., Washington, D.C., 20591. Equivalent means of compliance with the modifications prescribed by this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas, 76101. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, may adjust the compliance time prescribed by this AD, if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective May 13, 1977.
2016-12-08: We are adopting a new airworthiness directive (AD) for GROB Aircraft AG Model G115EG airplanes. 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 cracks in the bonded joint of the rear horizontal stabilizer frame. We are issuing this AD to require actions to address the unsafe condition on these products.
68-18-02: 68-18-02 CESSNA: Amendment 39-647. Applies to Model 177, Serial Numbers 661, and 17700001 and 17700003 through 17701164 airplanes. Compliance: Required within the next 10 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished. To prevent failure of the oil pressure gauge line between the engine crankcase and aircraft firewall, accomplish the following: (A) Replace the copper oil pressure gauge line assembly between the engine crankcase and aircraft firewall with a flexible hose assembly in accordance with Cessna Service Letter No. SE68-14, Supplement No. 1, dated August 23, 1968, or any equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Central Region. This amendment becomes effective September 5, 1968.
78-20-02: 78-20-02 MCDONNELL DOUGLAS: Amendment 39-3306. Applies to DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories, incorporating Part No. SK12280-120, SK12280A120, SK12280-220, or SK12280A220, horizontal stabilizer drive chain with 6,000 or more hours' time in service on the chain. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible damage of the horizontal stabilizer attachment structure due to stabilizer drive chain failures accomplish the following: \n\n\t(a)\tWithin 90 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 90 hours' time in service, inspect to assure that each horizontal stabilizer drive chain is intact and completely engaged on the drive sprockets. If a chain is found disengaged from the sprocket or has noticeable damage, both this and the other chain on the same side must be replaced before further flight. \n\n\t(b)\tWithin the next 400 hours' time in service after the effective dateof this AD, unless accomplished within the last 800 hours' time in service, and thereafter at intervals not to exceed 1200 hours' time in service, inspect each horizontal stabilizer drive chain as follows: \n\n\t\t(1)\tWith hydraulic power applied, manually position the hydraulic control valve on the aft pressure bulkhead to actuate the chain in approximately 6 inch increments. \n\n\t\t(2)\tWipe the grease from the outer surface of the upper and lower side links. \n\n\t\t(3)\tVisually inspect each and every side link outer surface for fracture or link damage. Special consideration should be given to the areas directly adjacent to the link pins. Move the horizontal stabilizer as required to continue the inspection sequence until a total inspection of each drive chain is assured. \n\n\t\t(4)\tIf any link is found cracked or visually damaged, that chain and the other chain of the same side must be replaced before further flight. \n\n\t\t(5)\tLubricate the drive chain on the completion of the inspection. \n\n\t(c)\tWithin the next 4,000 hours' time in service after the effective date of this AD, replace chain Part Nos. SK122080-120, SK12280A120, SK12280-220 or SK12280A220 with chain Part Nos. SK14869-120 or SK14869-220. \n\n\t(d)\tInspections per paragraphs (a) and (b) may be discontinued upon accomplishment of the chain replacement specified in paragraph (c). \n\n\t(e)\tEquivalent inspections, modifications, or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the inspection or chain replacement required by this AD. \n\n\tNOTE: McDonnell Douglas DC-10 Alert Service Bulletin A27-163 dated March 30, 1978, Service Bulletin 27-163 dated July 6, 1978 and Telex Alert Service Bulletin A27-163R1 dated August 1, 1978 cover this same subject. \n\n\tThis amendment becomes effective October 3, 1978.
2016-12-09: We are superseding Airworthiness Directive (AD) 2016-09-11 for certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2016-09-11 required removing fasteners, doing a rototest inspection of fastener holes, installing new fasteners, oversizing the holes and doing rototest inspections for cracks if necessary, and repairing any cracking that is found. This new AD requires the same actions as AD 2016-09-11, but includes Model A330-300 series airplanes in paragraph (g)(2) of this AD. This AD was prompted by the discovery of missing affected airplanes in paragraph (g)(2) of AD 2016-09-11 that resulted from converting a table in the proposed AD to text in AD 2016-09-11. We are issuing this AD to detect and correct cracking on certain holes of certain frames of the center wing box (CWB), which could affect the structural integrity of the airplane.
2016-11-20: We are adopting a new airworthiness directive (AD) for certain B/E Aerospace protective breathing equipment (PBE) that is installed on airplanes. This AD was prompted by a report of a PBE catching fire upon activation by a crewmember. This AD requires replacing the PBE. We are issuing this AD to correct the unsafe condition on these products.
67-02-04: 67-02-04 DOWTY ROTOL: Amdt. 39-322 as amended by Amendment 39-1014. Applies to Accessory Gear Boxes (c) PTG. 14/6A and B installed on Hawker Siddeley Argosy Type AW650 Series 101 Airplanes, (c) PTG. 14/8 Installed on Grumman Model G-159 Series Airplanes, and (c) PTG. 14/1 and 14/2B Installed on Vickers Viscount Model 810 Airplanes. Compliance required at next gear box overhaul after the effective date of this AD, unless already accomplished. To prevent fatigue failure of the tunnel drive shaft and excessive wear on the tunnel shaft serrations of airplanes specified in Column 1 of the following table equipped with accessory gear boxes with type number specified in Column 2 and premodification GB2145 tunnel shaft assemblies with part number specified in Column 3, replace each tunnel shaft assembly with one of applicable assemblies with part number specified in Column 4 modified in accordance with modification number specified in Column 5. (Col 1) (Col 2) (Col 3) (Col 4) (Col 5) Airplane Model Accessory Gear Box Number Pre Modification GB2145 Part Number Replacement Part Number Modification Number Argosy (c)PTG.14/6A&B 6.0207.2023 6.0207.2029 GB2145 AW 650 6.0207.2049 GB2145 Series 101 6.0207.2054 GB2300 6.0207.2059 GB2300 6.0207.2069 GB2320 6.0207.2125 GB2371 Grumman (c)PTG.14/8 6.0207.2023 6.0207.2029 GB2145 G-159 6.0207.2049 GB2145 6.0207.2054 GB2300 6.0207.2059 GB2300 6.0207.2069 GB2320 6.0207.2125 GB2371 Vickers (c)PTG.14/2B 6.0207.2023 6.0207.2029 GB2145 Viscount 810 6.0207.2049 GB2145 6.0207.2059 GB2300 6.0207.2069 GB2320 6.0207.2125 GB2371 (c)PTG.14/1 6.0207.2024 6.0207.2030 GB2145 6.0207.2050 GB2145 6.0207.2055 GB2300 6.0207.2060 GB2300 6.0207.2070 GB2320 6.0207.2126 GB2371 (Dowty Rotol Service Bulletins Nos. 83-297, Revision 2; 83-331,Revision 1; and 83-338 pertain to this subject.) Amendment 39-322 effective January 19, 1967. This Amendment (39-1014) becomes effective June 23, 1970.
78-01-01: 78-01-01 SUNDSTRAND: Amendment 39-3110. Applies to all angle of attack sensors, P/Ns 965-4020-003 and 965-4020-004 manufactured under Technical Standard Order (TSO-C54) authorization installed in McDonnell-Douglas DC-10 series airplanes and Lockheed L-1011 series airplanes, respectively. Compliance time required as indicated. \n\n\tA.\tPrior to July 1, 1978, unless already accomplished, modify the Sundstrand probe P/N 965-4020-003 in accordance with Sundstrand Service Bulletins No. 2 (Doc. No. 012-0125-102), Rev. 2, dated August 1977 and No. 3 (Doc. No. 012-0125-103), Rev. 2, dated August 1977, or subsequent FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\n\tB.\tPrior to January 1, 1979, unless already accomplished: (1) modify the self-test circuit in the Sundstrand probe P/N 965-4020-004 (345D-2), in accordance with Collins-Lear Siegler, Inc. Service Bulletin No. 345D-2-22-03 dated February 15, 1975; and (2) modify the pressure pickoff assembly in the Sundstrand probe P/N 965-4020-004 (345D-2), in accordance with the Collins-Lear Siegler, Inc. Service Bulletin No. 345D-2-22-06 to be released, or subsequent FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest 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\tThis amendment becomes effective January 30, 1978.