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2010-18-12: We are adopting a new airworthiness directive (AD) for all Robert E. Rust, Jr. Models DeHavilland DH.C1 Chipmunk 21, DH.C1 Chipmunk 22, and DH.C1 Chipmunk 22A airplanes. This AD requires you to do a one-time inspection of the flap operating system for an unapproved latch plate design installation, with replacement as necessary. This AD results from a report of a latch plate failing in service that was not made in accordance with the applicable de Havilland drawing. We are issuing this AD to detect and correct an unauthorized latch plate design installation which could result in an un-commanded retraction of the flaps. This failure could lead to a stall during a landing approach.
91-06-07: 91-06-07 FOKKER: Amendment 39-6924. Docket No. 90-NM-260-AD. Applicability: Certain Model F-28 Mark 0100 series airplanes; Serial Numbers 11244 through 11256, 11259, 11260, 11263, 11268 through 11278, 11280 through 11283, and 11286; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent temperature increase in the contactor studs, smoke in the cockpit, and a potential electrical fire, accomplish the following: A. Within 45 days after the effective date of this AD, perform an inspection of the Electrical Power Center (EPC), the Battery Relay Panel (BRP), contactors, and terminal blocks for insulation sleeve length and washer installation, in accordance with Part 1 and Part 2, as applicable, of the Accomplishment Instructions of Fokker Service Bulletin F100-24-012, dated September 3, 1990. 1. If defects are found, prior to further flight, correct the sleeve length and the washer installation in accordancewith Part 3 of the Accomplishment Instructions of the service bulletin. 2. If no defects are found, or if the corrections required by paragraph A.1 of this AD have been accomplished, accomplish the work completion procedures and perform the operational checks in accordance with Part 4 of the Accomplishment Instructions of the service bulletin before returning the airplane to service. B. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6924, AD 91-06-07) becomes effective on April 8, 1991.
80-22-09: 80-22-09 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3957. Applies to Model A109A series helicopters, certificated in all categories, except for the following serial numbered helicopters: 7107 7119 7142 7150 7109 7128 7143 7152 7110 7132 7144 7158 7113 7138 7145 7160 7114 7140 7148 7166 and subsequent. 7117 Compliance required as indicated, unless already accomplished. To prevent failure of the engine mount structure, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 25 hours time in service since the last inspection, visually inspect the forward mounting tab of the aluminum engine outer lateral fitting, P/N 109-0320-97- 4, for cracks in accordance with "ACCOMPLISHMENT INSTRUCTIONS" of Costruzioni Aeronautiche Giovanni Agusta Service Bulletin No. 109-18, dated April 27, 1979 (hereinafter referren to as the Service Bulletin), or an FAA-approved equivalent. (b) If, as a result of the inspections required in paragraph (a) of this AD, no cracking is found, return the helicopter to service and continue to inspect in accordance with paragraph (a) or comply with paragraph (d) of this AD. (c) If, as a result of any inspection required in paragraph (a) of this AD, cracking is found, before further flight, except as provided in paragraph (e) of this AD, - - (1) Replace the cracked fitting with a serviceable fitting of the same part number and continue to inspect in accordance with paragraph (a) of this AD; or (2) Replace the cracked fitting with a new steel fitting, P/N 109-0320-97-6, or an FAA-approved equivalent. (d) Compliance with the repetitive inspections required by paragraphs (a), (b) and (c)(1) of this AD may be discontinued when a steel fitting, P/N 109-0320-97-6, or an FAA approved equivalent, is installed. (e) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the maintenance required by this AD may be accomplished. Ferrying of the helicopter with a failed fitting or an engine inoperative is not permitted. (f) If an equivalent means of compliance is used in complying with paragraphs (a), (c)(2) and (d) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belguim. (g) Upon request of an operator, the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, may approve an equivalent modification or replacement fitting provided the request is made through an FAA Maintenance Inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective November 6, 1980.
95-12-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires installation of modified engine de-ice timers, modification of the electrical wiring for the duct heat of the engine air intake, and installation of a time delay for the de-ice system in the air intake duct of the right engine. This amendment also requires associated revisions to the Airplane Flight Manual. This amendment is prompted by reports of ice that accreted in the engine air intake ducts and was ingested into the engine; this resulted in engine power rollback (loss of engine power). The actions specified by this AD are intended to prevent loss of multiple engine power during flight in icing conditions.
67-11-04: 67-11-04 LOCKHEED: Amdt. 39-383 Part 39 Federal Register April 5, 1967, as Amended by Amdt. 39-395 Part 39 Federal Register April 13, 1967. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated. As a result of cracking of the fuselage main frame forging, P/Ns 801030-3 and -4 and P/Ns 801031-1 and -2, accomplish the following: (a) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with 10,000 or more hours' time in service on the effective date of this AD, unless the rework specified in (d) has been performed, perform the inspection specified in (c) within the next 60 hours' time in service after the effective date of this AD unless already accomplished within the previous 940 hours' time in service, and thereafter within 1,000 hours' time in service from the last inspection. (b) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with less than 10,000 hours' time in service on the effective date of this AD, unless the rework specified in (d) has been performed, perform the inspection specified in (c) prior to completing 10,060 hours' time in service and thereafter within periods of 1,000 hours' time in service from the last inspection. (c) Inspect each forging for cracks at the areas above the floor line by the visual procedure in accordance with "2. Accomplishment Instruction," Part I, Paragraph A, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. If a crack is found, comply with (i). (d) Rework the intercostals described in Lockheed Drawing 811126 in accordance with Lockheed Wire FS/296808-W (reprinted in Lockheed Service Bulletin 88/SB-644), Lockheed Drawing 841474, or later FAA-approved revision (for forward intercostals attached to the forgings at F.S. 571) and Lockheed Drawing 841475 or later FAA-approved revision (for aft intercostals attached to the forgings at F.S. 695), or in either case by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 2,000 hours' time in service after the effective date of this AD unless already accomplished for those airplanes having fuselage main frame forgings with 10,000 or more hours time in service on that date, or prior to the completion of 12,000 hours' time in service unless already accomplished for airplanes having fuselage main frame forgings with less than 10,000 hours' time in service on that date. Thereafter, inspect in accordance with (c) within periods not to exceed 4,000 hours' time in service from the completion of the rework specified in this paragraph. (e) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with 15,000 or more hours' time in service on the effective date of this AD, unless the rework specified in (h) has been performed, perform the inspection specified in (g) within the next 350 hours' time in service after the effective date of this AD unless already accomplished within the previous 650 hours' time in service and thereafter within periods not to exceed 1,000 hours' time in service from the last inspection. (f) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with less than 15,000 hours' time in service on the effective date of this AD, unless the rework specified in (h) has been performed, perform the inspection specified in (g) prior to completing 15,350 hours' time in service and thereafter within periods not to exceed 1,000 hours' time in service from the last inspection. (g) Visually inspect each forging for cracks at the areas below the floor line in accordance with "2. Accomplishment Instructions," Part I, Paragraph B, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision. If a crack is found, comply with (i). (h) Rework the floor support structure at the location of the fuselage main frame forgings in accordance with "2. Accomplishment Instructions", Parts III and IV, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 4,000 hours' time in service after the effective date of this AD unless already accomplished for those airplanes having fuselage main frame forgings with 15,000 or more hours' time in service on that date, or prior to the completion of 19,000 hours' time in service unless already accomplished for those airplanes having fuselage main frame forgings with less than 15,000 hours on that date. Thereafter, inspect in accordance with (g) within periods not to exceed 4,000 hours' time in service from the completion of the rework specified in this paragraph. (i) If a crack is detected during the inspections conducted in accordance with (c) or (g), repair or replace each forging found cracked before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be accomplished) as follows: (1) Accomplish a "special repair" or a "complete repair" in accordance with a method previously approved by the Chief, Aircraft Engineering Division, FAA Western Region; or (2) Replace with a new forging of the same part number or with a "new design" forging, P/N 801030-101 (in place of P/N 801030-3), P/N 801030-102 (in place of P/N 801030-4), P/N 801031-101 (in place of P/N 801031-1), P/N 801031-102 (in place of P/N 801031-2), P/N 801030-101 (in place of P/N 801030-1), P/N 801030-102 (in place of P/N 801030-2), in accordance with "2. Accomplishment Instructions", Part V, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision, or in accordance with an equivalent method approved by the Chief, AircraftEngineering Division, FAA Western Region. (i) If a "special repair" is accomplished, visually inspect the repaired area for evidence of crack growth within 60 hours' time in service after the completion of the "special repair" and thereafter at intervals not to exceed 60 hours' time in service from the last inspection. If crack growth is detected during the repetitive inspections conducted under this paragraph, accomplish a "complete repair" of the affected forging or replace the affected forging with a new forging of the same part number or with a "new design" forging before further flight in accordance with paragraph (i). If crack growth is not detected during inspections under this paragraph, accomplish the "complete repair" of the affected forging or replace the affected forging with a new forging of the same part number or with a "new design" forging in accordance with paragraph (i) within 1250 hours' time in service after the completion of a "special repair." (ii) Ifa "complete repair" is accomplished, the inspections specified in (c) and (g) and the rework specified in (d) and (h), unless previously accomplished, must be accomplished for that forging at the compliance times indicated in this AD. (j) If a forging is replaced with a new forging of the same part number, the inspections specified in (c) and (g), and the rework specified in (d) and (h), unless previously accomplished, must be accomplished for that forging at the compliance times indicated in this AD. (k) If a forging is replaced with a "new design" forging listed in (i) in accordance with "2. Accomplishment Instructions," Part V, Lockheed Service Bulletin 88/SB-644, or later FAA- approved revision, the inspections specified in (c) and (g) may be discontinued for that forging. (l) For the purpose of complying with this AD, operators who have not kept records of hours' time in service of individual fuselage main frame forgings shall in lieu thereof substitute hours' time inservice of the airplane in which the forgings are installed. (m) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional director, 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. This directive effective April 5, 1967, as amended by Amdt. 39-395, Federal Register April 13, 1967. Revised May 6, 1967. Revised June 9, 1967.
74-14-02: 74-14-02 BEECH: Amendment 39-1884 as amended by Amendment 39-1931. Applies to Models B19 and C23 airplanes as set forth below. Compliance: Required within 100 hours' time in service after the effective date of this AD, unless already accomplished. To assure proper operation of the carburetor mixture and/or alternate air controls, accomplish the following: A) On Models B19 Sport 150 (Serial Numbers MB-558 through MB-575) airplanes, visually inspect the carburetor heat control and install Beech Kit No. 23-9013-1S as required in accordance with Beechcraft Service Instructions 0608-159 or subsequent revisions. B) On Models C23 Sundowner 180 (Serial Numbers M-1413, M-1417, M-1421, M- 1430 through M-1432) airplanes, visually inspect the fuel mixture and/or carburetor heat controls, and install Beech Kit 23-9013-3S as required in accordance with Beechcraft Service Instruction 0608-159 and install a spacer in the fuel mixture control cable installation in accordance with Beechcraft Service Instruction 0635-159 or subsequent revisions. C) On Models C23 Sundowner 180 (Serial Numbers M-1414, M-1416, M-1418, M- 1420, M-1422, M-1424 through M-1429, M-1433 through M-1436, M-1438, M-1440 through M-1446, M-1448 through M-1451, M-1455, M-1459, M-1460, M-1462, M-1463, M-1465 through M-1491, M-1523 through M-1537) airplanes, reroute the fuel mixture control cable and install Beech Kit No. 23-9013-5S in accordance with Beechcraft Service Instruction No. 0608- 159 or subsequent revisions, and install a spacer in the fuel mixture control cable installation in accordance with Beechcraft Service Instruction No. 0635-159, or subsequent revisions. D) On those models and serial numbers listed herein, where a control cable is rerouted, plug the existing control hole in the firewall with a suitable fireproof compound, rivet or bolt. E) Any equivalent method of compliance with this AD must be submitted to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-1884 became effective July 8, 1974. This Amendment 39-1931 becomes effective August 28, 1974.
91-06-11: 91-06-11 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-6901. Docket No. 90-ASW-45. Applicability: All MBB Model BK-117 series helicopters, certificated in any category with the following serial numbers (S/N): S/N's 7001 up to and including 7261 (Ref. ASB-MBB-BK 117-90-104 dtd. August 11, 1989) S/N's 7001 up to and including 7241 (Ref. ASB-MBB-BK 117-90-105 dtd. May 23, 1990) S/N's 7001 up to and including 7215 (Ref. ASB-MBB-BK 117-60-107 dtd. December 12, 1989) S/N's 7001 up to and including 7215 (Ref. ASB-MBB-BK 117-60-108 dtd. December 22, 1989) Compliance: Required within the next 50 hours' time in service or within 28 days after the effective date of this AD, whichever comes first. To prevent uncontrolled fuel vapor ignition which could result in an explosion, fire, and the subsequent loss of the helicopter, accomplish the following: (a) Modify and retrofit the bonding jumpers on the landing gear in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-90-104, dated August 11, 1989. (b) Install electrostatic dischargers and modify the fuel vent outlet parts in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-90-105, dated May 23, 1990, with the following changes to Figure 2, page 10 of 12: (1) The Note 4 dimension is changed from 145-155 mm to 125 mm. (2) The P/N 117-181001.03 bracket shown in View A must be rotated 180 degrees. (3) The added washer, P/N LN 9016-08L (Item 15), must be relocated to the top of the bolt, between the cable terminal and the bolt head, instead of as shown. (4) In addition, conduct a control freedom check; i.e. collective down, cyclic full forward, aft, left, and right and repeat with collective full-up to assure there is no tension in the cables at any control position. NOTE: These four changes are intended to allow enough slack for blade folding and to keep the grip bolt from contacting the sleeve, thus allowing full pitch angle change without straining the jumper. (c) Remove, without replacing, the fuel return lines in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-60-107, dated December 12, 1989. (d) Inspect fuel supply tank vent outlet ports in accordance with MBB Service Bulletin SB-MBB-BK 117-60-108 dated, December 22, 1989, to assure that they are not closed by paint. (e) An alternate method of compliance with this AD or adjustment of the compliance times, which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Standards Staff, ASW-110, Federal Aviation Administration, Fort Worth, Texas 76193-0110, telephone (817) 624-5110. (f) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the inspections required by the AD may be accomplished. The procedures shall be done in accordance with the following service bulletins: ASB- MBB-BK 117-90-104, dated August 11, 1989; ASB-MBB-BK 117-90-105, dated May 23, 1990; ASB-MBB-BK 117-60-107, dated December 12, 1989; and ASB-MBB-BK 117-60-108, dated December 22, 1989, as applicable. 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 MBB, P.O. Box 80 11 40, 8000 Munich 80, West Germany. Copies may be inspected at the Office of the Assistant Chief Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, DC. This amendment (39-6901, AD 91-06-11) becomes effective on April 9, 1991.
91-25-08 R1: 91-25-08 R1 CESSNA AIRCRAFT COMPANY: Amendment 39-9024; Docket No. 91-CE-83-AD; Revises AD 91-25-08, Amendment 39-8109. Applicability: The following model and serial number airplanes, certificated in any category: Model Serial Numbers 421C 421C0801 through 421C1807 425 425-0002 through 425-0236 Compliance: Required initially upon the accumulation of 3,000 hours time-in-service (TIS) or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished within the last 300 hours TIS, and thereafter as indicated in the body of this AD. NOTE 1: The compliance times specified in this AD take precedence over those referenced in the applicable service information. To prevent wing failure caused by excessive wing spar cracking, accomplish the following: (a) Fluorescent penetrant inspect both the left and right wing front spar upper caps for cracks between the main landing gear actuating cylinderattachment and the front spar wing attach fittings in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of ATTACHMENT TO SERVICE BULLETIN (SB) to Cessna SB CQB91-8R1, or the ACCOMPLISHMENT INSTRUCTIONS attachment to Cessna SB MEB91-7R1, as applicable. (b) If any crack is found that is parallel (inboard - outboard) to the top of the spar cap, install the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) in accordance with instructions to the applicable service kit (included with the service bulletins referenced in paragraph (a) of this AD) at the times that correspond with the following crack lengths, and reinspect (as applicable) as specified in paragraph (d) of this AD: (1) If equal to or less than 2.0 inches in length, within the next 200 hours TIS; (2) If more than 2.0 inches and less than 2.5 inches in length, within the next 50 hours TIS; or (3) If 2.5 or more inches in length, prior to further flight.(c) If any crack (regardless of length) is found that is not parallel (inboard - outboard) to the top of the spar cap, prior to further flight, obtain a repair scheme from the manufacturer through the Wichita Aircraft Certification Office (ACO), incorporate this repair scheme, and reinspect as specified in paragraph (d) of this AD. (d) Reinspect (fluorescent penetrant) the left and right wing front spar upper caps for cracks in accordance with those procedures specified in paragraph (a) of this AD at intervals presented within the applicable criteria below: (1) With cracks less than or equal to 2.0 inches in length that are parallel (inboard - outboard) to the top of the spar cap, at 50-hour TIS intervals until the applicable service kit is installed in accordance with paragraph (b) of this AD, and then reinspect thereafter at intervals not to exceed 600 hours TIS. (2) With cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2for right spar cap) incorporated, at 600-hour TIS intervals. (3) With no cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) not incorporated, at 300-hour TIS intervals; or (4) With no cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) incorporated, no repetitive inspections required. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita ACO, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector,who may add comments and then send it to the Manager, Wichita ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (g) The inspections and modifications required by this AD shall be done in accordance with ATTACHMENT TO SERVICE BULLETIN to Cessna Service Bulletin CQB91-8R1, or the ACCOMPLISHMENT INSTRUCTIONS attachment to Cessna Service Bulletin MEB91-7R1, as applicable. The modification required by this AD shall be accomplished in accordance with Cessna SERVICE KIT SK421-142, dated July 3, 1993, or Cessna SERVICE KIT SK425-44, dated November 6, 1992, as applicable. 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 Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-9024) revises AD 91-25-08, Amendment 39-8109. (i) This amendment becomes effective on November 4, 1994.
78-17-05: 78-17-05 PRATT & WHITNEY AIRCRAFT OF CANADA, LIMITED: Amendment 39-3285. Applies to all Pratt & Whitney Aircraft of Canada, Limited PT6T-3 and PT6T-6 turboshaft engines with automatic fuel control with Aviation Electric Ltd. Parts List 2524381-5, 3244712-1 and -2, 3244717-1 through -5, 3244721-1 through -5, 3244735-1 through -7 and 3244737-1 through -7. Compliance required within the next 50 hours in service, after the effective date of this AD, unless already accomplished. To preclude rupture of the bypass valve diaphragm in the automatic fuel control unit, replace the part number 2526477 diaphragm with part number 323451 diaphragm in accordance with Paragraph 2, Accomplishment Instructions in Pratt & Whitney Aircraft of Canada, Limited, Alert Service Bulletin No. 5153, or approved equivalent parts and procedure. Aircraft may be flown to a base for performance of maintenance required by this AD per FAR 21.197. Any equivalent parts and procedure must be approvedby the Chief, Engineering and Manufacturing Branch, of the Eastern Region of the Federal Aviation Administration (FAA). This amendment is effective August 31, 1978.
79-21-04: 79-21-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3584. Applies to Model SA 330F Puma helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. (a) To detect tail boom cracks and prevent excessive tail deflection, accomplish the following on helicopters that do not incorporate SNIAS Modification AMS 07.11.464 or SA 330 Service Bulletin No. 53.09: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail boom structure at frame 12349 beneath the intermediate gear box forward attachment and at location of anchor nuts for cracks in accordance with Puma SA 330 Service Bulletin No. 05.30, dated March 8, 1973, or an FAA-approved equivalent. (2) If during an inspection required by paragraph (a)(1) of this AD, only one crack that does not break through the doubler is found, continue to inspect in accordance with paragraph (a)(1) of this AD at intervals not to exceed 25 hours time in service since the previous inspection until incorporation of SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (3) If during an inspection required by paragraph (a)(1) or (a)(2) of this AD, any crack is found extending to the end of the doubler, P/N 330F.24.2019.21, or into its flange, or more than one crack is found, immediately replace the doubler, P/N 330A.24.2019.21 in accordance with Puma SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (b) To detect tail pylon cracks and prevent excessive tail deflection, accomplish the following on helicopters that incorporate SNIAS Modification 07.11.141/S256 or that are fitted with a tail skid without a reinforcement plate under the tail skid attachment fitting: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail pylon structure for cracks and loose rivets in accordance with Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent. (2) If during any inspection required by paragraph (b)(1) of this AD, a defect described in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent, is found, and that defect does not exceed the limits noted in the subparagraphs (1) or (2), repeat the inspections required in paragraph (b)(1) of this AD at intervals not to exceed 25 hours time in service since the last inspection. (3) If during any inspection required by paragraph (b)(1) or (b)(2) of this AD, a defect is found to equal or exceed the limits noted in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin No. 05.33, dated August 1,1973, or an FAA-approved equivalent, within the next 25 hours time in service, reinforce the tail structure in accordance with Puma SA 330 Service Bulletin No. 53.12, dated October 24, 1973, or an FAA-approved equivalent. (4) If during an inspection required by paragraph (b)(1) or (b)(2), a defect is found that is not specified in subparagraphs (1) and (2) of paragraph 1.D of Puma SA 330 Service Bulletin No. 05.33, dated August 1, 1973, or an FAA-approved equivalent, within the next 25 hours time in service after finding the defect, repair the defect in accordance with the Puma Structural Repair Manual, or an FAA-approved equivalent. (c) For purposes of this AD, an FAA-approved equivalent must be approved by Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, Telephone: 513.38.30. This amendment becomes effective November 1, 1979.
73-25-05: 73-25-05 de HAVILLAND: Amendment 39-1750. Applies to DHC-2, MK I (L-20A (U- 6A)) airplanes certificated in all categories. To prevent hazards in flight associated with fin rear spar attachment bolts and fitting, accomplish the following: 1. This paragraph applies to aircraft that are using AN 7-13 bolts and are or have been operating as floatplanes or amphibians. Within the next 10 hours in service or prior to the next flight carrying loads (e.g. canoes, lumber, etc.) mounted on the float support structure, whichever occurs first, after receipt of this AD, unless accomplished within the last 290 hours in service, perform the following replacements or inspections and at intervals thereafter not to exceed 300 hours. a. Replace each of the fin rear spar bolts AN 7-13 or remove the bolts and inspect for cracks using a dye penetrant inspection in conjunction with a 10-power glass, or an FAA-approved equivalent inspection. Replace cracked bolts prior to further flight.The repetitive inspection of the bolts may be discontinued upon installation of NAS 147-A26 bolts. b. Visually inspect the fin rear spar fitting P/N C2TF13, for distortion, cracking, fretting or loose rivets. Replace cracked, distorted or fretted fittings and repair fittings which have loose rivets prior to further flight. 2. Inspect aircraft that are or have been operating as floatplanes or amphibians and are using NAS 147-A26 bolts within the next 10 hours in service or prior to the next flight carrying loads (canoes, lumber, etc.) mounted on the float support structure, whichever occurs first, after receipt of this AD. a. In accordance with the accomplishment instructions of de Havilland Service Bulletin 2/11 of 6/23/72, or an approved equivalent inspection, unless already accomplished, and b. Inspect only the fitting in accordance with paragraph 1 above, including the repetitive inspections. 3. Inspect aircraft that have only been operated as landplanes or skiplanes, within the next 100 hours in service after receipt of this AD, unless already accomplished, in accordance with the accomplishment instructions of the service bulletin or an approved equivalent inspection. 4. Where the AD requires replacement or repairs before further flight, the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. 5. The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through a local FAA maintenance inspector. 6. Equivalent inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 14, 1973, and was effective upon receipt by all recipients of the airmail dispatch dated September 27, 1973.
93-18-07: 93-18-07 BOEING: Amendment 39-8692. Docket 93-NM-129-AD. \n\n\tApplicability: Model 747 series airplanes equipped with General Electric CF6-80C2 or Pratt & Whitney PW4000 series engines, as listed in Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo detect wear of the fire extinguishing discharge tubes and support clamps, which could prevent the engine fire extinguishing system from extinguishing an engine fire, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, conduct a detailed visual inspection to detect damage, chafing, or scoring of the engine number 1 and engine number 4 fire extinguishing discharge tubes and support clamps in the strut-to-wing intersection areas, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993. \n\n\t\t(1)\tIf no damage, chafing, or scoringis detected, prior to further flight, replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the detailed visual inspection thereafter at intervals not to exceed 5,000 flight hours. Replacement of the support clamps is required only after the initial inspection. \n\n\t\t(2)\tIf damage, chafing, or scoring is detected on any fire extinguishing discharge tube as a result of any inspection required by this AD, prior to further flight, accomplish either paragraph (a)(2)(i), (a)(2)(ii), or (a)(2)(iii) of this AD. \n\n\t\t\t(i)\tRepair the fire extinguishing discharge tube, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to repair of the tube and replacement of the clamps, repeat the inspection thereafter at intervals not to exceed 1,600 flight hours. Or \n\n\t\t\t(ii)\tReplace the fire extinguishing discharge tube with a new tube having the same tube dash number, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the inspection thereafter at intervals not to exceed 1,600 flight hours. Or \n\n\t\t\t(iii)\tReplace the fire extinguishing discharge tube with a fire extinguishing discharge tube constructed of steel, and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Accomplishment of these replacements constitutes terminating action for the inspection requirements of this AD.\n \n\t\t(3)\tIf damage, chafing, or scoring is detected on the support clamps as a result of any inspection required by this AD, prior to further flight, replace the clamps with a serviceable clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the inspection thereafter at intervals not to exceed 1,600 hours flight hours. \n\n\t(b)\tReplacement of the fire extinguishing discharge tubes with tubes constructed of steel, and replacement of the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993, constitutes terminating action for the inspection requirements of this AD. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe inspection, repair, and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993;or Boeing Alert Service Bulletin 747-26A2214, Revision 1, dated August 12, 1993; or Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; as applicable. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(f)\tThis amendment becomes effective on November 3, 1993.
2010-18-13: The FAA is adopting a new airworthiness directive (AD) for PW PW4052, PW4056, PW4060, PW4062, PW4062A, PW4074, PW4077, PW4077D, PW4084D, PW4090, PW4090-3, PW4152, PW4156A, PW4158, PW4164, PW4168, PW4168A, PW4460, and PW4462 turbofan engines. This AD requires initial and repetitive fluorescent penetrant inspections (FPI) for cracks in the blade locking and loading slots of the high-pressure compressor (HPC) drum rotor disk assembly. This AD results from reports of cracked locking and loading slots in the HPC drum rotor disk assembly. We are issuing this AD to detect cracks in the locking and loading slots in the HPC drum rotor disk assemblies, which could result in rupture of the HPC drum rotor disk assembly and damage to the airplane.
94-06-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 and A310 series airplanes. This action requires modification of the evacuation system regulator assembly in certain escape slides and slide/rafts installed on these airplanes. This amendment is prompted by reports indicating that the evacuation system regulator assembly functioned inappropriately, and cases of the evacuation system inflating when the regulator safety pin was removed. The actions specified in this AD are intended to prevent delayed or inadvertent inflation of an evacuation system, which could delay or impede the evacuation of passengers during an emergency, and to prevent possible injury to ground personnel during installation of the evacuation system.
93-15-07: 93-15-07 DE HAVILLAND, INC.: Amendment 39-8653. Docket 93-NM-124-AD. Applicability: All Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the upper lockstrut sub-assembly, which could lead to partial collapse of the main landing gear, accomplish the following: (a) Within 250 landings after the effective date of this AD, conduct a non-destructive testing inspection of upper lockstrut sub-assemblies, part numbers 15709-7 and 15709-9, to detect cracking, in accordance with de Havilland Alert Service Bulletin S.B. A7-32-100, dated July 7, 1993. (1) If any crack is detected, prior to further flight, replace the discrepant sub-assembly with a serviceable sub-assembly in accordance with the service bulletin. (2) If no crack is detected, no further action is required by this AD. (b) Within 5 days after completion of the inspection required by paragraph(a) of this AD, operators must submit a report containing details of any cracked upper lockstruts found to de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada; fax (416) 375-4539. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, ifany, may be obtained from the New York ACO. (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 inspection and replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A7-32-100, dated July 7, 1993. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendmentbecomes effective on August 9, 1993.
93-05-19: 93-05-19 FOKKER: Amendment 39-8523. Docket 92-NM-193-AD. Applicability: Model F-27 series airplanes, serial numbers 10102 through 10259, inclusive; on which the inspection described in Service Bulletin F27/53-60 (B-156) Part II has not been accomplished; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Prior to the accumulation of 2,700 hours time-in-service after the effective date of this AD or within 12 months after the effective date of this AD, whichever occurs earlier, perform a one-time visual inspection to determine whether bolts and screws of proper length have been installed in the outboard wing attachment fittings of the fuselage main frame at stations 7961 and 9439.5, in accordance with Fokker Service Bulletin F27/53-115, dated May 21, 1991. (1) If any measured bolt or screw is found that protrudes more than 4.5 mm (0.177 inch) through the nut, prior to further flight, replace it with a shorter one, in accordance with the service bulletin. (2) If no measured bolt or screw is found that protrudes more than 4.5 mm (0.177 inch) through the nut, no further action is necessary. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and replacement shall be done in accordance with Fokker Service Bulletin F27/53-115, dated May 21, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 5, 1993.
2010-16-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-16-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (Eurocopter) Model SA330J helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting for a gap between the main gearbox (MGB) oil cooling fan assembly (fan) rotor blade and the upper section of the guide vane bearing housing. This inspection must be accomplished by using a feeler gauge attached to a rigid rod. If the feeler gauge cannot be inserted between the blade and the housing, this AD requires replacing the two fan rotor shaft bearings with two airworthy bearings. This AD is prompted by the separation of a fan rotor blade that caused puncture holes in the transmission deck. This condition, if not corrected, could lead to damage to the hydraulic lines and flight controls, and subsequent loss of control of the helicopter.
2010-04-12: We are adopting a new airworthiness directive (AD) for certain Model DHC-8-100 and DHC-8-200 series airplanes, and DHC-8-301, -311, and -315 airplanes. This AD requires implementing a corrosion prevention and control program (CPCP) either by accomplishing specific tasks or by revising the maintenance inspection program to include a CPCP. This AD results from the determination that, as airplanes age, they are more likely to exhibit indications of corrosion. We are issuing this AD to prevent structural failure of the airplane due to corrosion.
95-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires a visual inspection to verify proper clearance between the engine fuel supply-line and the hydraulic line in certain areas, and replacement of damaged fuel lines. This amendment would also require installation of additional clamps on the out line of the lift-dumper in certain cases. This amendment is prompted by a report indicating that fuel was found leaking from the right-hand wheel bay on one airplane due to chafing of the fuel supply line. The actions specified by this AD are intended to prevent such chafing, which could result in fuel leakage, and, subsequently, lead to a possible fire hazard and engine fuel depravation.
2010-17-14: We are adopting a new airworthiness directive (AD) for certain Model 737-100 and -200 series airplanes. This AD requires repetitive inspections for cracking and damaged fasteners of certain fuselage frames and stub beams, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive inspections for cracking of the inboard chord fastener hole of the frame at body station 639, stringer S-16, and corrective actions if necessary. For certain airplanes, this AD also requires an inspection to determine the edge margin of the lower chord. For airplanes with a certain short edge margin, this AD requires repetitive inspections for cracking, and corrective actions if necessary; replacing the lower chord terminates the repetitive inspections. This AD requires an eventual preventive modification. For certain airplanes, doing the modification or a repair terminates the repetitive inspections for the repaired or modified frame only. For airplanes on which themodification or repair is done at certain body stations, this AD requires repetitive inspections for cracking of certain frame webs and inner and outer chords, and corrective actions if necessary. For certain other airplanes, this AD requires a modification which includes reinforcing the body frame inner chords, replacing the stub beam upper chords and attach angles, and reinforcing the stub beam web. This AD results from reports of fatigue cracks at certain frame sections, in addition to stub beam cracking, caused by high flight cycle stresses from both pressurization and maneuver load. We are issuing this AD to detect and correct fatigue cracking of certain fuselage frames and stub beams, and possible severed frames, which could result in reduced structural integrity of the frames. This reduced structural integrity can increase loading in the fuselage skin, which will accelerate skin crack growth and result in rapid decompression of the fuselage.
2010-10-01 R1: We are revising an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This amendment is issued to include an applicability matrix (Table 1, page 2) in the compliance section of the service bulletin for improved clarity. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective October 7, 2010. On October 7, 2010, the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 6, dated April 21, 2010, listed in this AD. As of March 2, 2009 (74 FR 8159; February 24, 2009), the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 5, dated November 13, 2008, listed in this AD.
78-20-10: 78-20-10 MCDONNELL DOUGLAS: Amendment 39-3310. Applies to DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories.\n\n\tCompliance required within the next 1800 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the loss of related powered flight controls due to loss of fluid through brake return line failure accomplish the following:\n\n\t(a)\tRevise hydraulic system 1 and 3 by installing three check valves and, when applicable, new hydraulic piping, in accordance with McDonnell Douglas DC-10 Service Bulletin No. A29-113, Revision 2, dated April 4, 1978.\n\n\tNOTE: Service Bulletin A29-113, Revision 2, dated April 4, 1978, is the only version of this service bulletin suitable for compliance with paragraph (a) of this AD.\n\n\t(b)\tEquivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\t(c)\tSpecial 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 inspections required by this AD.\n\n\tThis amendment becomes effective December 6, 1978.
92-25-07: 92-25-07 BRITISH AEROSPACE: Amendment 39-8422. Docket No. 92-NM-151-AD. Applicability: Model ATP series airplanes equipped with Lucas Generators, part number BA03303, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a generator malfunction, loss of engine oil, and engine shutdown or failure, accomplish the following: (a) Within 3 months after the effective date of this AD, replace the currently installed AC generator endplate fixing bolts, part number 79801316009, with longer bolts, part number 79801316013, in accordance with Lucas Aerospace Service Bulletin BA03303-24-3, dated June 12, 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Lucas Aerospace Service Bulletin BA03303-24-3, dated June 12, 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; orat the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 12, 1993.
2022-01-05: The FAA is superseding airworthiness directive (AD) 2021-24- 06, which applied to certain Airbus Helicopters Model EC130T2 helicopters. AD 2021-24-06 required repetitive visual inspections of the rivets on the rear transmission shaft bearing support and of the local structure for cracking and missing, loose, or sheared rivets and accomplishment of applicable corrective actions. This AD retains those requirements and adds repetitive visual inspections of the rivet heads on the left-hand and right-hand sides of the rear transmission shaft bearing support, revises a corrective action, and adds a reporting requirement, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the special flight permit limitation from AD 2021-24-06. This AD was prompted by an additional report of loose rivet heads on the outside face of the tail boom corner support. The FAA is issuing this AD to address the unsafe condition on these products.
2010-18-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been reports of engine surge, lack of response to Power Lever input and crew commanded engine shutdown on PW530A/ PW545A/PW545B engines powered aeroplanes. Investigation revealed engine intercompressor bleed valve/servo valve malfunction as the cause of the above problems, and that this problem is limited to engines fitted with low time (new or overhauled) bleed valve servo valves with either SB 30343 or 30404 incorporated. We are issuing this AD to prevent inflight loss of power of one or both of the engines and possible loss of control of the airplane.