Results
93-14-03: 93-14-03 SHORT BROTHERS, PLC: Amendment 39-8627. Docket 92-NM-213-AD. Applicability: Model SD3-30 series airplanes; equipped with Menasco main landing gear (MLG) beam assembly, part number (P/N) 17501, serial numbers MMC-039 through MMC-068, inclusive, MMC-005 through MMC-038, inclusive, and MMC-071 through MMC-188, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent main landing gear failure, which could damage the airplane or reduce controllability of the airplane during takeoff or landing, accomplish the following: (a) For airplanes equipped with MLG beam sub-assembly P/N 17604-9, -13, -15/16, or -17/18: Prior to the accumulation of 13,500 total landings or within 2,300 landings after the effective date of this AD, whichever occurs later, rework the MLG beam sub-assembly, in accordance with Shorts SD3- 30 Service Bulletin SD3-32-90, Revision 2, dated June 29, 1992. NOTE: Shorts SD3-30Service Bulletin SD3-32-90, Revision 2, dated June 29, 1992, references Menasco Service Bulletin 32-65, Revision 2, dated October 13, 1982, for additional service information. (b) For airplanes equipped with MLG beam sub-assembly P/N 17604-9, -13, or -13A/14A: Prior to the accumulation of 20,000 total landings on the MLG beam sub-assembly or within 2,300 landings after the effective date of this AD, whichever occurs later, and thereafter prior to the accumulation of 20,000 landings, replace the MLG beam sub-assembly with a serviceable unit, in accordance with Shorts SD3-30 Service Bulletin SD3-32-90, Revision 2, dated June 29, 1992. (c) 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. (d) 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. (e) The rework and replacement shall be done in accordance with Shorts SD3-30 Service Bulletin SD3-32-90, Revision 2, dated June 29, 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. 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. (f) This amendment becomes effective on August 23, 1993.
98-01-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. This action requires replacement of the spring tab balance units in the ailerons and the inboard aileron hinge bolts and bearings with improved parts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the aileron gustlock mechanism and the inboard aileron hinge bolt, which could result in inability to operate the ailerons, and consequent reduced controllability of the airplane.
77-20-05 R1: 77-20-05 R1 ROLLS-ROYCE LIMITED: Amendment 39-3049 as amended by Amendment 39-4640. Applies to Rolls-Royce DART engines series Mk. 506, 510, 511, 514, 526, 528, 529, 530, 532, and variants, installed on, but not necessarily limited to, BAC Viscount 744 and 745D; Fokker F-27 Mk. 100, 200, 300, 400, 600, 700; Fairchild F-27, -27A, -27B, -27F, -27G, -27J, -27M; Fairchild-Hiller FH-227, -227B, -227C, -227D, - 227E; Armstrong Whitworth Argosy 650, Series 101; Grumman G-159; and Hawker Siddeley HS-748 Series 2A aircraft. Compliance is required as indicated, unless already accomplished. 1. Compliance for all affected DART engines except the Mk. 530 is based on an effective date of November 3, 1977. 2. Compliance for the DART Mk. 530 engines is based on an effective date of May 12, 1983. To prevent the failure of the fuel burner feed and manifold pipes that could result in fuel leakage and a fire, accomplish the following: (a) Inspect the fuel burner feed and manifold pipes and determine if any of the pipes meet both of the following specifications: (1) The pipe is an "Aeroquip" pipe incorporating Dart Modification 1587 and having one of the following part numbers: RK.38457A Pipe Assembly - Fuel Feed to No. 4 Burner RK.38455A Pipe Assembly - Fuel Feed to Nos. 1, 2, and 7 Burners RK.38456A Pipe Assembly - Fuel Feed to Nos. 3 and 6 Burners RK.38458A Pipe Assembly - Fuel Feed to No. 5 Burner RK.45363A Fuel Manifold - Assembly No. 5 to F.C.U. Bulkhead Connection (2) The pipe was manufactured prior to March 1, 1974, and the metal identity tag located around the fireproof sleeve of the pipe (which contains the date of manufacture) has not been marked with - (i) the marking "DRS.685"; (ii) an engine number or a running time; (iii) a second date marking in brackets which is later than March 1, 1974; or (iv) the marking "ZERO." (b) If, during the inspection required by paragraph (a) of this AD, a pipe is found that meets the specifications contained in paragraph (a) of this AD, before returning the engine to service, inspect the pipe for the presence of corroded, cracked, or broken wires using 5X or 10X magnification in accordance with the instructions contained in paragraphs 4A and 4B of Rolls Royce Dart Service Bulletin Da 73-73, dated August 29, 1975 (hereinafter SB DA 73-73), or an FAA-approved equivalent, and comply with paragraph (c) or (d) of this AD, as applicable. (c) If, during the inspection required by paragraph (b) of this AD, the pipe wires are found to be corroded, cracked, or broken, before returning the engine to service, replace the pipe with a serviceable pipe or rework in accordance with paragraph 4B(7) of SB Da 73-73, or an FAA-approved equivalent. (d) If, during the inspection required by paragraph (b) of this AD, the pipe is found to be serviceable, before returning the engine to service, clean and identify the pipe in accordance withparagraphs 4B(4) and 4B(6) of SB Da 73-73, or an FAA-approved equivalent. (e) The FAA-approved equivalent means of compliance specified in paragraphs (b), (c), and (d) of this AD must be approved by the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. Amendment 39-3049 became effective November 3, 1977. This Amendment 39-4640 becomes effective May 12, 1983.
77-16-01: 77-16-01 MCCAULEY PROPELLERS: Amendment 39-2994. Applies to the following two bladed constant speed McCauley propellers, which were modified by Hoosier Aircraft Accessory Inc., Indianapolis, Indiana, or Univair Aircraft Corporation, Aurora, Colorado during the period of December 8, 1972 thru June 30, 1975. These propellers are installed on, but not limited to the aircraft models listed below. Propeller Model Note (1) Hub Serial No. Note (2) Aircraft Model Note (3) D2A34C49 (*) 692417 (H) Cessna 185 thru 185E (thru S/N 185- 1149) 703405 (H) Cessna 210 thru 210C (thru S/N 21058220) 705820 (H) Cessna 210-5 & 210-5A (thru S/N 205- 0576) (The above models use Continental IO- 470 engines) Navion A thru G Series D2A34C50 (*) 64746 (H) Cessna 180 thru 180H (thru S/N 18052284) -or- 690329 (H) Cessna 182 thru 182G (thru S/N 18255844) 2A34C50 (*) 731417 (U) Cessna 188 thru 188B (thru S/N 18802348) Wren 460 SeriesD2A34C58 (*) 543736 (U) Bellanca 17-30 -or- 702828 (U) Cessna 185 thru 185E (thru S/N 185- 1149) F2A34C58 (*) 710292 (U) -or- 712516 (U) Cessna A185 thru A185F 2A34C58 (*) 720683 (U) Cessna A188 thru A188B 721610 (H) Cessna 206 (thru S/N 206- 0275) 730297 (U) 738166 (U) Cessna U206 thru U206F (thru S/N U20603560) 734269 (H) 736436 (H) Cessna TU206A thru TU206F (Floatplane only thru S/N U20602199) Cessna P206 thru P206B (thru S/N P206- 0419) Cessna TP206A (Floatplane only) Cessna 207 (thru S/N 20700364) Cessna 210 thru 210D (thru S/N 21058510) Cessna 210-5 & 2105A (thru S/N 205- 0576) Interceptor (Aero Commander) 200B, C & D Series Navion A thru H Series 2A34C66 (*) 705202 (H) Cessna 180 thru 180J (thru S/N 18052770) 714959 (U) 720392 (U) Cessna 182 thru 182P (thru S/N 18265175) 727625 (H) 727628 (H) Cessna 188 thru 188B (thru S/N 18802348)731236 (U) 732194 (H) 735330 (U) 746598 (U) E2A34C73 (*) 652300 (U) Cessna P206 thru P206E (thru P20600647) -or- 652336 (U) 2A34C73 (*) 652403 (H) Cessna 210E thru 210L (thru S/N 21061573) 652692 (U) 720673 (H) 721615 (H) 732503 (H) 2D34C9 (*) 704835 (U) Beech A23-24, A24 and A24R 2A36C1 (*) 55588 (H) Cessna 180A thru H -or- 59229 (H) Cessna 182, 182A thru G 2A36C18 (*) Taylorcraft 20 -or- 2A36C29 (*) 2A36C23 (*) 671564 (H) Beech H35, J35, K35, M35 Beech N35, P35, S35, V35, V35A and V35B (S/N's D-6562 thru D-9935) Beech 35-C33A, E33A and F33A (S/N's CE-1 thru CE-668) Beech E33C and F33C (S/N's CJ-1 thru CJ-128) Beech 36 and A36 (S/N's E-1 thru E- 910) Beech A45 (STC SA1450SW) D2A36C33 (*) 60314 (U) Cessna 185 thru 185D (thru S/N 185- 0967) 61005 (H) 611491 (H) Cessna 210 thru 210C (thru S/N 21058220) 611720 (H) Cessna 210-5 & 210-5A (thru S/N 205- 0576) Aeronautica Macchi AL-60() Series Air Parts LTD. (Fletcher) FU-24() Series Interceptor (Aero Commander/ Meyers) 200 Series Lockheed 402-2 "LASA 60" 2D36C14 (*) 591205 (U) Beagle A-109 Boisavia B-601L Cessna 170 Series (STC SA421CE) Cessna 172 Series (STC SA420CE) Cessna 175, 175A (STC SA424CE) Piper PA-24 SAAB 91D Wassmer WA-40 NOTES: (*) - Denotes suffix letter(s). Some models have one or more suffix letter designations, others have none. (1)&(2) - Propeller model and hub serial numbers are stamped on the side of the propeller hub. The listing of hub serial numbers refers to specific hub serial numbers not series. In the event a spinner is installed, the spinner should be removed to check the model and hub (S/N) designations. The aircraft's records should likewise be checked to ensure that the model and hub serial number coincide with the records. In the event an error is noted, the records should be corrected accordingly. Prior to further flight, spinners should be reinstalled where applicable. (3) - Includes listing of applicable aircraft serial numbers. If no listing is indicated, applies to all applicable serial numbers of a particular aircraft model or series. H) or (U - Indicates that the propeller rework was accomplished by (H) Hoosier Aircraft Accessory, Inc., or (U) Univair Aircraft Corporation. These letters are not part of the manufacturer's hub serial numbers. Compliance required as indicated, unless already accomplished. To preclude the possibility of blade actuating pin failures resulting from using an incorrect actuating pin, or improper rework of the ferrules and installation of the blade actuating pins and washers (i.e., a blind actuating pin hole not tapped to the proper depth can cause stripped threads on the ends of the actuating pin resulting in severe stress and may preventactuating pin from seating on the washers) accomplish the following: (a) All propellers listed above which were modified by (H) - Hoosier Aircraft Accessory, Inc. (1) Within 25 hours time in service after the effective date of this AD, disassemble the propeller and inspect the blade actuating pins, washers and ferrules for proper conformity and installation in accordance with McCauley Service Manual No. 720415, Chapter I, or later Federal Aviation Administration approved revision(s) (2) Prior to further flight, repair or replace as necessary, any improperly installed blade actuating pins, washers, and ferrules, and reassemble the propeller in accordance with McCauley Service Manual No. 720415, or later Federal Aviation Administration approved revision(s). (b) All propellers listed above, which were modified by (U) - Univair Aircraft Corporation. (1) Within 1200 hours time in service since last rework by Univair, or within two years, whichever comes first after the effective date of this AD, disassemble the propeller and inspect the blade actuating pins, washers and ferrules for proper conformity and installation in accordance with McCauley Service Manual No. 720415, Chapter I, or later Federal Aviation Administration approved revision(s). (2) Prior to further flight, replace any improper blade actuating pins, washers and repair or replace the ferrules as necessary, and reassemble the propeller in accordance with McCauley Service Manual No. 720415, or later Federal Aviation Administration approved revision(s). (c) When the above propellers are released for service, compliance with this Airworthiness Directive shall be noted in the Aircraft's Records. (d) The responsible propeller repair station will notify the Federal Aviation Administration, Chief, Engineering and Manufacturing Branch, AGL-210, 2300 East Devon Avenue, Des Plaines, Illinois 60018, by certified mail about the results of these inspections. The disposition of the affected propeller(s) including the blade and hub serial numbers of the propellers (as received, and where applicable, as returned to service) must be reported. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) The Manufacturer's specifications and procedures identified in this Directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer, may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Corporation, Box 7, Roosevelt Station, Dayton, Ohio 45417. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and the Great Lakes Region. Amendment 39-2994 replaces AD 76-19-04. This amendment becomes effective August 9, 1977.
98-01-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace HS 748 series airplanes. This action requires installation of an aileron cable support block under the crew compartment floor. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent jamming or restriction of the aileron cable, which could lead to reduced controllability of the airplane.
2012-08-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 (CL-604 Variant) airplanes. This AD was prompted by multiple reports of short circuit events during pre- delivery inspections and test flights, one of which resulted in smoke in the cockpit. This AD requires replacing or relocating of certain circuit breaker panel (CBP) bus bars on certain airplanes, inspecting for any loose or improperly crimped lugs in certain electrical panel locations and replacement if necessary, and inspection for foreign object damage in certain areas and removal if necessary. We are issuing this AD to prevent arcing, damage to adjacent structure, smoke in the cockpit, or loss of system redundancies.
98-01-02: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires a one-time visual inspection of the rear cargo door and luggage auxiliary structure for corrosion, repetitive borescope inspections of the rear cargo door, and removal and repair of any corrosion found during the inspections. This amendment also requires the drilling of drain holes and application of a corrosion preventive and sealing compound inside the rear cargo door, and modification of the rear cargo door to aid in future routine borescope inspections. This amendment is prompted by reports of corrosion being found in the affected areas on several of the affected airplanes. The actions specified by this AD are intended to prevent such corrosion, which could result in structural failure of the cargo door and loss of the door during flight, and consequent rapid decompression, aerodynamic instability, and/or damage toother fuselage structures.
2022-04-06: The FAA is superseding Airworthiness Directive (AD) 2021-06- 06, which applied to certain Bell Textron Canada Limited Model 505 helicopters. AD 2021-06-06 required repetitive fluorescent penetrant inspections (FPIs) of the pilot collective stick and grip assembly and revising the existing Rotorcraft Flight Manual (RFM) for your helicopter. Since the FAA issued AD 2021-06-06, the pilot collective stick and grip assembly has been redesigned. This AD retains certain requirements of AD 2021-06-06, requires modifying your helicopter to include the improved pilot collective stick tube and adds a terminating action for the repetitive FPIs. This AD also prohibits installing any pilot collective stick and grip assembly unless certain requirements of this AD are met. The FAA is issuing this AD to address the unsafe condition on these products.
2022-04-09: The FAA is adopting a new airworthiness directive (AD) for certain AVOX System Inc. (formerly Scott Aviation) oxygen cylinder and valve assemblies, and oxygen valve assemblies, installed on but not limited to various transport airplanes. This AD was prompted by reports of cylinder and valve assemblies having oxygen leakage from the valve assembly vent hole, caused by the absence of a guide that maintains appropriate spacing between certain parts. This AD requires an inspection of the oxygen valve assemblies, and oxygen cylinder and valve assemblies, to determine the serial number of the valve, cylinder, and entire assembly. For assemblies and parts with certain serial numbers, this AD requires a detailed inspection for correct spacing of the gap between the bottom of the packing retainer and top of the valve body on the assemblies, and replacement of assemblies having unacceptable gaps. The FAA is issuing this AD to address the unsafe condition on these products.
2012-08-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by reports of cracks found in the Web pockets of the wing center section (WCS) spanwise beams. This AD requires repetitive detailed inspections and high frequency eddy current inspections for cracks of the WCS spanwise beams, and repair if necessary. We are issuing this AD to detect and correct cracking in the WCS spanwise beams, which could result in reduced structural integrity of the wings.
97-26-20: This amendment supersedes Airworthiness Directive AD 96-09-08 R1, which applies to Aviat Aircraft Inc. (Aviat) Models S-2A, S-2B, and S-2S airplanes (formerly Pitts Models S-2A, S-2B, and S-2S), and currently requires repetitively inspecting the upper longerons just aft of the rear cabane struts for cracks and repairing any cracks. This action retains the same actions as the current AD; lengthens the time interval between repetitive inspections; requires either installing a marked accelerometer in order to continue to perform acrobatic maneuvers and installing a placard that specifies gravity ("g") force limitations, or installing a placard prohibiting acrobatic maneuvers; and, requires inserting revisions into the Airplane Flight Manual (AFM). This action is the result of reports of cracking in the upper longerons caused by operating the airplane outside of the certificated design limits and the availability of a design modification that, when incorporated, repairs the damaged upper longeron area. The actions specified by this AD are intended to prevent cracking and subsequent failure of the longerons with consequent loss of control of the airplane.
2012-07-09: We are superseding an existing airworthiness directive (AD) for Turbomeca S.A. Arrius 2F turboshaft engines with P3 air pipe (first section) part number (P/N) 0 319 71 918 0, installed. That AD currently requires inspections of the P3 air pipe (first section) and right-hand (RH) rear half-wall for proper clearance and readjustment of the pipe if necessary. This new AD requires the same inspections for installed engines, eliminates readjusting of the P3 air pipe (first section), requires replacement of the RH rear half-wall under certain conditions, and adds an optional terminating action. This AD was prompted by Turbomeca determining that the clearance between the P3 air pipe (first section) and the RH rear half-wall might change during installation of the engine on the helicopter. We are issuing this AD to prevent an uncommanded power loss to flight idle, which could result in an emergency autorotation landing or accident.
2010-09-04: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc., Primus EPIC and Primus APEX flight management systems (FMS), as installed on the airplanes described above. This AD requires revising the Limitations section of the airplane flight manual to incorporate the procedures necessary to recover from or work around a software anomaly in the FMS. This AD results from discovery of software anomalies which, in certain situations, can cause the FMS to generate misleading navigational guidance to the pilots and to the autopilot system of various airplanes having this same system software. We are issuing this AD to provide the flightcrew with procedures to recover from or work around these software anomalies during flight, which could lead to an airplane departing from its scheduled flight path, and result in possible collision with other aircraft or terrain.
97-26-15: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes (formerly referred to as Beech Models 1900, 1900C, and 1900D airplanes). This AD requires lubricating the main landing gear actuator rod ends and eventually replacing these rod ends with Teflon-lined rod ends. The AD results from reports of in-flight separations of the rod end that attaches the actuator to the arm of the main landing gear drag brace assembly on two of the affected airplanes caused by excessive friction in the rod end bearing. The actions specified by this AD are intended to prevent actuator rod end failure caused by excessive friction in the rod end bearing, which could result in the inability to lower the main landing gear or result in landing gear collapse during landing.
2022-05-09: The FAA is adopting a new airworthiness directive (AD) for certain MARS A.S. emergency parachutes. 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 identifies the unsafe condition as the length of the ripcord between the pins being too long, which could cause a malfunction of the emergency parachute. This AD requires removing emergency parachutes with certain manufacture dates or serial numbers from service. The FAA is issuing this AD to address the unsafe condition on these products.
77-03-06: 77-03-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-2828. Applies to Pratt & Whitney Aircraft JT8D-1, -1A, -1B, -7, -7A, and -7B engine front compressor front hub, P/N 504101, with serial numbers listed in Table 1 of Pratt & Whitney Aircraft Alert Service Bulletin 4661, dated October 15, 1976. Compliance required as indicated on front compressor front hubs that have accumulated 6,000 cycles or more in service to preclude failure from lack of shotpeening. Inspect by visual or eddy current method, in accordance with P&WA ASB 4661, dated October 15, 1976, or later FAA approved revision, the rear face and overhung shelf of the front compressor front hub for cracks emanating out of the base of the blade slot, within the next 150 cycles in service unless already accomplished. Reinspect at 150 cycle intervals if by visual method, or at 400 cycle intervals if by eddy current method. If a crack is found during any inspection, replace the hub before further flight. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the 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. The manufacturer's service bulletin identified and described in this directive is 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 Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at New England Region. This amendment becomes effective February 25, 1977.
97-26-12: This amendment adopts a new airworthiness directive (AD) that applies to all The New Piper Aircraft, Inc. (Piper) Models PA-31T, PA-31T1, PA-31T2, PA-31T3, PA-42, PA-42-720, and PA-42-1000 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
97-26-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter Deutschland GmbH (ECD) (Eurocopter Deutschland) Model BO-105A, BO-105C, BO- 105S, BO-105LS A-1, and BO-105LS A-3 helicopters; and Eurocopter Canada Ltd. Model BO-105LS A-3 helicopters. This action requires visual inspections for cracks in the ribbed area of the main rotor mast flange (flange). This amendment is prompted by a report of an operator discovering a crack in the flange after experiencing in-flight vibrations. The actions specified in this AD are intended to detect cracks in the flange, which, if not detected, could result in failure of the flange and subsequent loss of control of the helicopter.
97-26-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires repetitive inspections to detect galling on the input shaft and bearing of the standby rudder power control unit (PCU), and replacement of the standby rudder actuator with a serviceable actuator, if necessary. This amendment also requires eventual replacement of the input bearing of the standby PCU with an improved bearing, which constitutes terminating action for the inspections to detect galling. This amendment is prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by this AD are intended to prevent galling on the input shaft and bearing of the standby PCU, which could result in uncommanded movement of the rudder or increased pedal forces. These conditions, if not corrected, could result in reduced controllability of the airplane.
89-04-01 R3: 89-04-01 R3 SIKORSKY AIRCRAFT: Amendment 39-6131, as revised by Amendment 39- 6279 and 39-6340, is further revised by Amendment 39-6451. Docket No. 88-ASW-56. Applicability: Model S-61N and S-61NM helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude possible fracture of the sponson truss assembly components, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, conduct a hardness test of each welded lug of sponson truss tube assemblies, Part Number (P/N) S6125-51212-4 and 61250-51233-042, aft lower truss tube assembly-left side; S6125- 51212-5 and 61250-51233-043, aft lower truss tube assembly-right side; S6125-51214-3 and 61250-51235-041, forward upper truss assembly-left and right side; and S6125-51214-4 and 61250-51235-042, aft upper truss tube assembly-left and right side as follows: NOTE: Tube assemblies with single piece end fittings do not require a hardness check of the lug. (1) Remove paint from lugs using a clean cloth dampened with suitable paint remover. NOTE: Paint remover in compliance with MIL-R-81294 is acceptable. (2) Rinse lugs with fresh water and wipe dry. (3) Using a portable calibrated Rockwell hardness tester such as Wilson Model M-51, or FAA-approved equivalent, conduct a hardness test on any exposed area of the lug that is inboard of the edge and away from the weld, using the Rockwell C-scale. Repeat the test three times. Maintain a distance of at least three penetration diameters between tester indentations. NOTE: Removal of the truss component from the helicopter for the hardness test is not required; however, removal is recommended to improve consistency of hardness readings obtained. (4) If the variation of hardness readings exceeds a three-point spread on the Rockwell C-scale, repeat the test until any three readings have a variation within a three-point spread. (5) Determine the average of these three readings and mark the average value of three Rockwell C-scale hardness readings on the welded lug to indicate the test has been done. Use a vibro-peen pencil or equivalent FAA-approved marking method. (6) Dispose of the components as follows: (i) If the lug average hardness is less than Rockwell C34, replace the component with a serviceable part before further flight. (ii) If the lug average hardness is in the proper range, Rockwell C39 to C43, the component is serviceable provided the component is inspected for cracks in accordance with the requirements of paragraph (b) of this AD. (iii) If the lug average hardness is a range of Rockwell C34 to less than C39 or above C43, the part is serviceable provided the component is inspected for cracks as prescribed in paragraph (b)(1) through (9) of this AD at intervals not to exceed 500 landings and removed from service not later than June 30, 1989.(7) Repaint cleared areas with primer coating and paint, and reinstall jacking pad if removed for lug inspection. NOTE: Sikorsky Aircraft Alert Service Bulletin No. 61B25-15, Part IIA, pertains to the hardness test required by this AD. (b) Prior to the accumulation of 1,000 landings after the effective date of this AD, and thereafter at intervals not to exceed those landing intervals stated in Table 1, inspect the sponson truss tube assemblies for cracks in the locations noted in the table as follows: TABLE 1 INSPECTION SCHEDULE AND LOCATIONS Paragraph (b) Inspection Interval, Number of Landings Sponson Truss Tube Assembly P/N Inspection Locations 2500 S6125-51212-1 61250-51233-041 Inboard & outboard tube-to-fitting welds and clevis. Two welded manufacturing holes S6125-51212-4, -5 S6125-51214-3, -4 61250-51233-042, -043 61250-51235-041, -042 Inboard & outboard tube- to-fitting welds Two welded manufacturing holesS6125-51213-1, -041 Inboard tube-to-fitting weld 61250-51234-041 Welded manufacturing hole 4700 S6125-51212-4, -5 Lug-to-fitting weld S6125-51214-3, -4 Lug hole 61250-51233-042, -043 Lug hole 61250-51235-041, -042 Lug-to-fitting weld (if applicable) S6125-51217-1, -041 Clevis lug hole (1) Raise the helicopter using jacks to unload the trusses. NOTE: Jacking is described in Sikorsky Maintenance Manual, SA 4045-80, Section 7-2- 0. (2) Remove the left and right upper and lower truss tube assemblies, and diagonal brace assemblies from the helicopter sponsons. NOTE: Sponson removal is described in Sikorsky Maintenance Manual, SA 4045-80, Section 32-10-1. (3) Remove paint from lugs, fittings, and welded manufacturing holes indicated in Table 1 using a clean cloth dampened with suitable paint remover (ref. paragraph (a)(1) NOTE.) Rinse with fresh water and dry. (4) Inspect the cleanedareas identified in Table 1, using a fluorescent penetrant or equivalent inspection method. (5) If cracks are found, replace the component with a serviceable part prior to further flight. (6) If no cracks are found, repaint cleaned areas with suitable primer coating and paint. (7) Reassemble and install the sponson. (8) Seal pockets, joints, rivets, bolts, nuts, and inspection holes of all tube and brace assemblies with brush-type sealing compound such as PR-1440, Class A, Products Research and Chemical Corporation, or Pro-Seal 890, Class A, Essex Chemical Co., or FAA-approved equivalent, after reassembly of landing gear. (9) Remove jacks. NOTE: Sikorsky Alert Service Bulletin No. 61B25-15, Part III A (3), (4), (6), (7), (8), and (9) pertains to the inspections required by this AD. An alternate method of compliance or adjustment of the compliance schedule which provides an equivalent level of safety, may be used if approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. Substantiating data compiled by an owner or operator must be submitted through the cognizant FAA Aviation Safety Inspector to support and recommend the request for compliance time adjustment. This amendment further amends Amendment 39-6131 (54 FR 6512; February 13, 1989), AD 89-04-01, as amended by Amendment 39-6279, AD 89-04-01 R1, (54FR 31505; July 31, 1989) and by Amendment 39-6340, AD 89-04-01 R2, (54 FR 40639; October 3, 1989). This amendment (39-6451, AD 89-04-01 R3) becomes effective on February 5, 1990.
85-04-01 R1: 85-04-01 R1 FAIRCHILD: Amendment 39-5005 as amended by Amendment 39-5138. Applies to Models SA226-T, SA226-T(B), SA226-AT (all serial numbers) and Model SA226-TC (all serial numbers below S/N TC398) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent cockpit fires and hydraulic failures by increasing the fatigue resistance of certain hydraulic lines and replacing nonmetallic oxygen lines with metal lines, accomplish the following: (a) Within the next 25 hours time-in-service, after the effective date of this AD on airplanes not previously inspected per AD 83-19-02 or within 200 hours time-in-service after the last inspection per AD 83-19-02 and within each 200 hours time-in-service thereafter: (1) Visually inspect the hydraulic and oxygen lines for leakage in the vicinity of the side panel and behind the instrument panel on both sides of the aircraft. Apply maximum pilot effort to the brakepedals while inspecting the brake lines. (2) Visually inspect, in the forward-pressure bulkhead area, for hydraulic fluid contamination from the brake reservoir vent. (3) Before further flight, clean or replace any hydraulic fluid-contaminated structure, material or equipment and replace any lines or tubing which leak or have stress cracks which could cause future leaks found during inspection per paragraphs (a)(1) and (2). NOTE: Follow FAA Advisory Circular 43.13-1A, Chapter 10, paragraph 393, and Chapter 8, paragraph 363, when accomplishing these inspections and corrective action required by paragraphs (a)(1), (2), and (3). (4) Visually inspect the electrical wires in the vicinity of the cockpit side panels and behind the instrument panel on both sides of the aircraft for contact or inadequate clearance between the wires and adjacent components, especially hydraulic and oxygen lines. Determine that the wire bundles near the rudder pedals have adequateseparation with the pedals in their extreme positions. Prior to further flight, add additional supports or reroute, as necessary, to prevent wire contact or chafing which may damage the wire insulation, and clean any contamination from the bundles. NOTE: Follow FAA Advisory Circular 43.13-1A, Chapter 11, when accomplishing these inspections and corrective action. (b) Within the next 25 hours time-in-service after the effective date of this AD unless already accomplished: (1) Inspect wires and wire terminations within and below the generator control junction box (J-box) and install phenolic insulator on side of J-box and spiral wrap on wires in accordance with Fairchild Service Bulletin 24-021 dated March 21, 1983. (2) On Aircraft Models SA226-T (S/Ns T201 through T287); SA226-AT (S/Ns AT001 through AT066); and SA226-TC (S/Ns TC201 through TC247) in which MIL-H- 5606 hydraulic fluid is used, drain and purge the main hydraulic and brake system reservoirs and refill these reservoirs with MIL-H-83282 fluid. Change the placards on both reservoirs to specify MIL-H-83282 fluid. (c) On or before December 31, 1985, modify Model SA226 airplanes in accordance with the following: (1) On Models SA226-T (S/N's T201 through T275, T277 through T291), SA226-T(B) (S/N's TB276, TB292 through TB417), SA226-AT (S/N's AT001 through AT074), and SA226-TC (S/N's TC201 through TC397) airplanes, modify the hydraulic system in accordance with Fairchild S/B 226-29-005 revised July 19, 1985. NOTE: Inspect condition of cushion clamps when changing hydraulic lines and change as necessary. (2) On Models SA226-T (S/N's T249 through T275, T227 through T291), SA226-T(B) (S/N's TB276, TB292 through TB417), SA226-AT (S/N's AT001 through AT074), and SA226-TC (S/N's TC201 through TC397) airplanes, modify the crew oxygen system in accordance with Fairchild S/B 226-35-003 revised July 19, 1985. (d) On airplanes modified in accordance with paragraph (c) of this AD. (1) If equipped with an anti-skid brake system, compliance with inspections required by paragraphs (a) (1), (2), and (4) of this AD is not required. (2) If not equipped with an anti-skid brake system, compliance with inspections required by paragraph (a) (1) and (4) of this AD is not required. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) The intervals between repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (g) An equivalent method of compliance with this AD may be used when approved by the Manager, Aircraft Certification Division, ASW-100, Southwest Regional Office, FAA, Fort Worth, Texas 76101; Telephone (817) 624-4911, Extension 511. This AD supersedes AD 83-19-02. Amendment 39-5005 became effective on March 30, 1985. This Amendment 39-5138 becomes effective October 28, 1985.
2012-08-01: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. This AD was prompted by the manufacturer's analysis of engine data that revealed the data was inaccurate in dealing with available above specification engine power margin. This AD requires revising the Operating Limitations section of the Sikorsky Model S-92A Rotorcraft Flight Manual (RFM). The actions are intended to prevent the use of inaccurate engine performance data in calculating maximum gross weight by revising the Operating Limitations section of the RFM.
97-25-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Allison Engine Company Model 250-C40B turboshaft engines. This action requires installation of a placard requiring pilots to record torque level and time in service operating above 86% engine torque until the defective parts have been replaced, no later than December 31, 2000, or when certain maintenance actions are accomplished, or when certain operational restrictions are exceeded, whichever occurs earliest. This amendment is prompted by a report from Allison Engine Company of a manufacturing defect in certain helical power takeoff gearshaft assemblies, identified by serial numbers. The actions specified in this AD are intended to prevent fatigue failure of the helical power takeoff gearshaft assembly, which could result in a loss of engine power and inflight engine shutdown.
78-08-08: 78-08-08 BELL: Amendment 39-3189. Applies to Bell Models 214B and 214B-1 helicopters, S/N 28001 through 28024 and S/N 28032 through 28036, certificated in all categories. Compliance required as indicated. To detect possible cracks in the tail fin forward spar, to improve the strength and fatigue resistance of the tail fin and boom and to preclude possible failure of the fin, accomplish the following repetitive inspection and modification. (a) Before the first flight of each day after the effective date of this AD, conduct the following inspection of the tail fin forward spar, left side cap angle, and the spar web until the modification in paragraph (b) is accomplished: (1) Remove the 42 degree gear box cover from the tail boom. (2) Remove the paint finish and clean the spar left side cap angle and left forward side of the spar web in the area surrounding the rivets where the fin intersects the tail boom, using a cloth and methyl-ethyl ketone or equivalent.(3) Inspect the cap angle and web in the clear area of the spar for cracks using a three-power or higher magnifying glass and a light, or a dye penetrant or equivalent inspection method. (4) If no cracks are found, install the gear box cover. (5) If cracks are found, remove the tail boom before further flight and replace with a tail boom and fin modified in accordance with the data specified in paragraph (b) of this AD. (b) On or before July 30, 1978, modify the tail boom and fin in accordance with Bell Helicopter Textron Drawing No. 214-961-151 or in accordance with an equivalent means approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region. (c) 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. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. (Bell Helicopter Textron Service Bulletin No. 214-77-8 pertains to inspections and Service Bulletin No. 214-78-1 pertains to modifications.) This amendment becomes effective April 21, 1978.
64-10-03: 64-10-03 DAVIS AIRCRAFT PRODUCTS: Amdt. 39-856. Applies to All Aircraft Equipped With Davis Aircraft P/N FDC-2700 Series Safety Belts Manufactured Prior to September 1, 1963. Compliance required within 125 hours' time in service after the effective date of this AD. As the result of the investigation of reports of the failure of Davis Aircraft P/N FDC-2700 Series safety belts to latch properly, it has been determined that binding of the latching mechanism has resulted from the loss of lubricant during belt cleaning processes and also from certain manufacturing and assembly errors. (a) Inspect each belt assembly as follows: (1) Determine whether the buckle cover P/N FD-2674 is fully closed. If the buckle cover is fully opened and does not automatically snap back into the completely closed position when released, it may be assumed that the spring is damaged. (2) Slowly raise the buckle cover taking careful note of any tendency of binding of the latching mechanism components. The buckle cover P/N FD-2674 and release latch P/N FD-2668 must be free to snap into the fully closed position when the buckle cover is opened and released. (b) If any of the deficiencies specified in (a) are found, disassemble and further inspect the components to determine whether they meet the following requirements: (1) The tangs or straight ends of the coil spring P/N FD-3007 shall be 9/32 plus 0- 1/16 inch and be straight throughout this length. (A bent tang will result in binding of the latching mechanism.) (2) The release latch P/N FD-2668, shall be counterbored in one end to receive spring P/N FD-3007. The counterbored depth shall be 15/32 plus or minus 1/32 inch. (c) Replace any components found to be defective under the inspection required in paragraph (b). (d) Clean latch components and relubricate hexagonal headed hinge bolt and spring of the latching mechanism as required using Alemite No. 33 lubricant or equivalent.(e) After reassembly inspect the spring to determine that it is seated in the release latch retaining groove and apply spring tension by rotating the hexagonal headed hinge bolt from the unloaded position through two to three flats of the hexagonal head. Secure the hinge bolt in the hexagonal cutout in the buckle frame. Effective June 5, 1964. Revised October 8, 1969.