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92-08-08: 92-08-08 DE HAVILLAND: Amendment 39-8219; Docket No. 91-CE-73-AD. Applicability: Model DHC-3 Otter airplanes (all serial numbers) that have a Servo-Aero Engineering 20000 Series Kit installed on a Pratt & Whitney PT6A-135/135A engine, certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent loss of control of the airplane caused by inadvertent engine shutoff, accomplish the following: (a) Visually inspect the Pratt & Whitney PT6A-135/135A engine to ensure that a fuel condition lever lock, part number (P/N) 20037-18, is installed and ensure that it is correctly assembled in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990. (b) If a fuel condition lever lock is not installed or is not assembled in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990, prior to further flight, install a fuel condition lever position lock, (P/N) 20037-18, in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California 90806-2425. The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (e) The installation required by this AD shall be done in accordance with Servo-Aero Service Bulletin SB001, dated July 24, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Servo-Aero Engineering Inc., 37 Mortensen Avenue, Salinas, California 93905. 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, 1100 L Street, NW, Room 8401, Washington, DC. (f) This amendment (39-8219) becomes effective on May 18, 1992.
95-02-19: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This action requires repetitively inspecting the left and right pilot windscreens for poly vinyl butyrate (PVB) interlayer cracks, and replacing any windscreen that has a crack exceeding certain limits. Several reports of PVB interlayer cracking of pilot windscreens on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent such windscreen cracking, which, if not detected and corrected, could result in decompression injuries.
2010-15-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-15-51, which was sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model A119 and AW119 MKII helicopters by individual letters. This AD requires, within 5 hours time-in-service (TIS), and thereafter at intervals not to exceed 50 hours TIS, removing the cover of each pilot and co-pilot control box assembly (control box) and inspecting each rotary variable differential transformer (RVDT) control gear locking pin (locking pin) for proper position. If a locking pin is recessed, extended, or missing, this AD requires replacing the control box before further flight. This amendment is prompted by a report that an RVDT locking pin that was installed on a Model AW119 MKII helicopter moved from its proper position, resulting in loss of connectivity of the pilot and co-pilot throttle controls. The actions specified by this AD are intended to prevent the RVDT locking pin from moving from its proper position, which could lead to loss of manual engine throttle control, and subsequent loss of control of the helicopter.
58-08-04: 58-08-04 HAMILTON STANDARD: Applies to all Models 23260, 24260, 34D50, 34D51, 34E60, 43E60, and 43H60 Propellers Incorporating Pitch Locks. Compliance required at first propeller overhaul after May 15, 1958, if not already accomplished. Two cases have been reported wherein the dome cap of propellers incorporating a pitch lock become partially disengaged in flight, resulting in complete loss of propeller control. To preclude additional failures of this nature, reduce to 0.013 or less the clearance between the dome cap and stop lever sleeve bushing by conducting the necessary inspection rework, and/or replacement. (Hamilton Standard Service Bulletin No. 496D covers this same subject.) This supersedes AD 58-02-02.
86-01-01 R2: 86-01-01 R2 CESSNA: Amendment 39-5316 as amended by 39-5639. Applies to Model T303 airplanes (all serial numbers) certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent hazardous flight characteristics due to accumulations of ice at the unprotected junctures of the horizontal and vertical tail, accomplish the following: (a) Prior to further flight on those airplanes approved for flight into icing conditions: (1) Fabricate and install on the instrument panel in clear view of the pilot the following placard using letters of a minimum of 0.10 inch in height: "FLIGHT INTO KNOWN ICING PROHIBITED." (2) Revise the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Supplement "Known Icing Equipment," Section 2, Limitations, by deleting the first paragraph and replacing with the sentence: "Flight into known icing conditions is prohibited." (3) Cover the airplane operating placard statement, "This airplane is approved for flight into icing conditions if the proper optional equipment is installed and operational" with opaque tape. (4) Operate the airplane in accordance with the above limitations. (b) Prior to further flight on all airplanes with or without approval for flight into icing conditions, revise the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, section 3, Emergency Procedures "Icing -Inadvertent Encounter" to add the following information in addition to the current published inadvertent icing encounter procedures: (1) "A small amount (1/8" to 1/4" thickness) of ice on the unprotected junctures of the horizontal and vertical tail may disturb the airflow in such a way as to cause rudder/rudder pedal oscillations, pitch oscillations and possibly an uncommanded nose down pitch change requiring a higher than normal pull force to counteract. This phenomenon varies with certain combinations of airspeed, power setting, flap deflections, sideslips and type of icing conditions. (2) If this condition is encountered the following action will reduce or eliminate the rudder oscillation and/or pitch change. (i) Reducing airspeed (by either establishing a climb or reducing power) will reduce or eliminate the condition. (ii) Reducing power will reduce or eliminate the condition at any given airspeed. (iii) Reducing flap deflection will reduce or eliminate the condition at any given airspeed. (iv) Reducing sideslip (improving coordination) will reduce the tendency for the condition to develop." (c) The Pilot's Operating Handbook and FAA Approved Airplane Flight Manual revision requirements of paragraphs (a) (2) and (b) of this AD may be accomplished by inserting a copy of this AD in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. For additional information see Cessna Owner Advisory SNL85-60A, dated December 23, 1985. (d) The requirements of Paragraphs (a), (b), and (c) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FARs) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (e) The requirements of paragraphs (a) through (d) do not apply to airplanes equipped with Cessna Part Number SK3O3-39 (or SK303-39A) (called out in Cessna Service Bulletin MEB86-18) and associated POH/AFM revisions - either Cessna Part Number D1596R7- 13PH for S/N's T30300001 thru T30300175, Cessna Part Number D1602R3-13PH for S/N's T30300176 thru T30300247, or Cessna Part Number D1607R2-13PH for S/N's T30300258 thru T30300315 (called out in Cessna Service Bulletin MEB86-17). (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document referred to herein upon request to the Cessna Aircraft Company, Customer Services, Post Office Box 1521, Wichita, Kansas 67201 or the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-5316 became effective on May 28, 1986. This amendment, 39-5639, becomes effective on July 13, 1987.
98-09-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes, that requires an inspection to detect fatigue cracking of the windshield frame structure, and modification of the windshield frame structure. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane resulting from fatigue cracking of the windshield frame structure.
2010-17-02: We are adopting a new airworthiness directive (AD) for the products listed above. 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 describes the unsafe condition as: Several reports have recently been received of loose pneumatic quick-disconnect unions on Goodrich pitot probes P/N (part number) 0851HL. These may be the result of mis-torque of the affected unions at equipment manufacturing level. Investigations are still on-going to determine the root cause(s). This condition, if not corrected, could lead to an air leak, resulting in incorrect total pressure measurement and consequent erroneous Calibrated Airspeed (CAS)/MACH parameters delivered by the Air Data Computer (ADC). * * * * * Loss or fluctuation of indicated airspeed could result in misleading information provided to the flightcrew. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-17-05: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires replacement of the power control relays in the P91 and P92 power distribution panels for the fuel boost and override pumps with new, improved relays having a ground fault interrupter (GFI) feature, or installation and maintenance of universal fault interrupters (UFIs) using a certain supplemental type certificate. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent pump housing burn-through due to electrical arcing, which could create a potential ignition source inside a fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-08-17: 93-08-17 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-8565. Docket 92-ANE-05. Applicability: Teledyne Continental Motors (TCM) rebuilt and overhauled Model O-470, IO-470, IO-520, TSIO-520, and IO-550 series engines listed by serial number in TCM Service Bulletin (SB) No. M91-10, Revision 1, dated November 27, 1991, installed on but not limited to Cessna, Piper, and Beechcraft aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent an engine failure, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, inspect engines for an incorrect oil pick-up tube in accordance with the instructions of TCM SB No. M91-10, Revision 1, dated November 27, 1991. (b) If an incorrect oil pick-up tube is installed, prior to further flight remove the oil pick-up tube and oil sump, and replace with serviceable parts. (c) An alternative method of compliance or adjustment of the compliance time thatprovides an acceptable level of safety may be used if approved by the Manager, Atlanta Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Certification Office. (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 of the installation of the oil pick-up tube shall be done in accordance with the following service bulletin: Document No. Pages Revision Date TCM M91-10 1-3 1 November 27, 1991 Total Pages: 3 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 Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts; 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.
95-02-05: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This action requires repetitively inspecting the passenger/crew cabin door handle mounting platform structure for cracks, and, if found cracked, replacing with a structure of improved design as terminating action for the repetitive inspections. The actions specified by this AD are intended to prevent the inability to open the passenger/crew door because of a cracked internal handle mounting platform structure, which, if not detected and corrected, could result in passenger injury if emergency evacuation was needed.