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97-23-07: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (Eurocopter) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that establishes a new retirement life for the clutch and requires an entry into the Accessory Replacement Record indicating the new life limit. This amendment is prompted by a recalculation of life limitations by the part manufacturer, Warner Electric. The clutch manufacturer used the airframe load spectrum to establish the new life limit of 3,600 hours time-in-service (TIS). The actions specified by this AD are intended to prevent failure of the clutch, loss of power to the main rotor and a subsequent forced landing of the helicopter.
81-21-02 R1: 81-21-02 R1 RAVEN INDUSTRIES, INC.: Amendment 39-4232 as amended by Amendment 39-4820. Applies to Models S-40A, S-50A, S-55A, S-60A, S-66A, RX-6, RX-7 and W100LB hot air balloons, certificated in any category, which have deflation panels using continuous hook and pile fastener tape around the circumference except where the panel is sewn to the envelope. Compliance: Required as indicated, unless already accomplished. To prevent unwanted opening of the deflation panel, accomplish the following: (A) On balloons not equipped with Raven FAA Approved Balloon Flight Manual dated April 15, 1983, before each inflation for the purpose of flight, verify the condition of the deflation panel as follows: (1) Visually check the deflation panel hook and pile fastener tape. (2) Remove debris and foreign matter from the tape and check for damage due to wear, or deterioration caused by heat. (3) Check the tape for adequate retention capability by the following procedure: (a) Mate several 15-20 inch sections firmly by hand around the circumference. (b) Grasp the fabric firmly, approximately 12 inches on either side of and perpendicular to the mated portions, and apply a pull of approximately 20 pounds. A spring scale may be used to measure the load. If the fastener tape separates, it is unacceptable for flight. (4) The checks required by paragraphs (A)(1) through (A)(3) of this AD may be accomplished by a person holding at least a private pilot certificate with a free balloon rating. Note: A maintenance record entry as prescribed by FAR 91.173 is required when complying with this AD. (5) Whenever the hook and pile fastener tape is found unacceptable, inspect and repair according to Raven Service Bulletin No. 112, dated March 16, 1981, or Raven Instructions for Continued Airworthiness for Hot Air Balloons, dated December 23, 1981. (B) On all balloons of the applicable models regardless of fate of Approved Flight Manual installed, at intervals not to exceed 100 hours of balloon inflated-buoyant time or at each annual inspection, whichever occurs first, conduct a test of the hook and pile tape for adequate retention in accordance with Raven Service Bulletin No. 112. (C) An equivalent method of complying with this AD may be used if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 79-4232 became effective October 13, 1981. This Amendment 39-4820 becomes effective March 8, 1984.
58-20-03: 58-20-03 LOCKHEED: Applies to Models 049, 149, 649, 649A, 749, and 749A Aircraft; Serial Numbers 1963 Through 1980; 2021 Through 2088; 2501 Through 2631; 2633 Through 2638 and 2640. Compliance required as indicated. A recent in-flight failure of an aft pressure bulkhead has been determined to have resulted from severe corrosion in the area of the lavatories. The following must be accomplished on all aircraft which have accumulated 6,000 or more flight hours. Items 1. and 2. are not applicable to any of the aircraft which have been inspected in accordance with 2. and repaired as necessary per 3., within the past 4,000 hours. All affected aircraft will be limited to 2 p.s.i. cabin pressure differential until 1. and 2. have been accomplished. 1. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 50 flight hours thoroughly examine the aft side of the pressure bulkhead (Station 1037) and adjacent shell structure between stringers 24 and 48. Clean and apply concentrated pressure with a device, which will not scratch good metal, to detect any indication of corrosion which may have developed on the forward side. If even slight indication of corrosion is found, conduct inspection 2. immediately. 2. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 200 flight hours remove toilets, trim, plywood, insulation, paint, sealant, etc., to expose all bulkhead, bulkhead ring and shell structure, both forward and aft side of Station 1037, below the seat level and between stringers 24 and 48 and thoroughly inspect both sides of the pressure bulkhead and ring. Particularly close inspection shall be made to detect any evidence of corrosion at the periphery of faying surfaces at the pressure diaphragm attachment to the bulkhead ring, the elevator-rudder cable pulley bracket attachment on the lower left side and the Cannon plug attachment. 3. Replace any material or parts which show evidence ofcorrosion damage and thoroughly clean entire area, apply inhibitor, reseal, and paint in accordance with standard maintenance procedure. (See also 5.) 4. Inspect as in 2. and repair as in 3. at each block overhaul or at periods not to exceed 4,000 hours. This time may be increased to 8,000 hours on those airplanes in which sealing and drainage provisions equivalent to those outlined in Lockheed Service Bulletin No. SB-597 are incorporated. 5. If corrosion is found, flight operations shall be restricted, pending repairs, as follows: (a) No flight is permissible with significant corrosion damage to bulkhead ring, web, control brackets or shell structure. (b) Unpressurized flight is permissible if damage in confined strictly to the pressure diaphragm. (Lockheed wire FS/228562W, dated September 30, 1958, covers the same subject.) (Lockheed Structural Repair Manual, Report No. 5886, covers acceptable repair methods.)
2010-20-15: We are superseding an existing 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: The heating capability of several AOA [angle of attack] transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could result in an ineffective response to an aerodynamic stall and reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-05-14: 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: The manufacturer has informed Transport Canada that a certain number of the resolver stators, which were installed in the AOA [angle of attack] transducers, were not cleaned correctly. This condition can degrade the AOA transducer performance at low temperatures resulting in freezing of the AOA transducer resolver, which may provide inaccurate AOA data to the Stall Protection System (SPS). If not corrected, this condition can result in early or late activation of the stick shaker and/or stick pusher. The unsafe condition is early or late activation of the stick shaker or stick pusher, which can lead to loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-22-03: 76-22-03 BEECH: Amendment 39-2756. Applies to Models 99, 99A, A99A, B99 (Serial Numbers U-1 through U-164), Models 100 and A100 (Serial Numbers B-1 through B-230), and Models B100 (Serial Numbers BE-1 through BE-17) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent possible loss of elevator control: A) Within 50 hours' time in service after the effective date of this AD and thereafter at 400 hour intervals, until Beech P/N 100-4005-15 elevator update kits are installed on left and right elevators or new improved left and right replacement elevators are installed in accordance with Beechcraft Service Instructions No. 0799-133, Revision II, or later approved revisions, accomplish the following: 1. If not previously accomplished, install a 1.38 inch inspection access hole, access hole doubler, Tinnerman P/N A6914-1024-1 patch plate and Tinnerman P/N CO D805096-1 split doubler in the leading edge of right and left elevators in accordance with Beechcraft Service Instructions 0799-133, Revision II, or later approved revisions. 2. Remove the Tinnerman patch plate and elevator outboard hinge access door. Working through these openings using a light and mirror, visually inspect the following areas of right and left elevators for cracks: a. Elevator main spar web and flanges from Station 118.66 to 124.91. b. Elevator outboard leading edge rib flanges at Stations 115.61, 120.71 and 124.91. B) If a crack is found during any inspection specified in Paragraph A prior to further flight, accomplish either Paragraphs B(1) or B(2) and Paragraph B(3) if applicable: 1. Obtain from Beech and install on the cracked elevator Beech P/N 100- 4005-1S elevator update kit per instructions provided with the kit. 2. Install a new replacement elevator, in place of the cracked elevator, in accordance with Beechcraft Service Instructions 0799-133, Revision II, or later approved revisions. 3. OnModels 99 and 99A (Serial Numbers U-1 through U-131, U-133 through U-145 and U-147 except aircraft having elevators equipped with boundary layer separation wedge at trailing edge of elevator) flight check for out of trim control forces in accordance with Chapter 27-40 of Beech Maintenance Manual P/N 99-590015-1A3 or later revisions any time an elevator is repaired or replaced. C) The aircraft may be flown in accordance with FAR 21.197 to a location where Paragraph B may be accomplished, providing elevator damage has not progressed to the point where abnormal elevator flexing exists in the outboard hinge area. D) Time intervals for repetitive inspections noted in Paragraph "A" of this AD may be adjusted up to 40 hours to a maximum interval of 440 hours to allow inspections required by this AD to be accomplished at previously scheduled maintenance periods. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective November 4, 1976.
85-04-51: 85-04-51 GARRETT TURBINE ENGINE COMPANY (GTEC) (formerly AiResearch Manufacturing Company of Arizona): Amendment 39-5061. Applicable to all model ATF3-6-2C turbofan engines with exhaust deflector liner and seal assembly, Garrett Part Numbers 3001313-10 through -14, and not incorporating the bolted flange system specified in paragraph (d) of this AD. Compliance is required as indicated unless already accomplished. To prevent the possibility of an uncontained engine failure, accomplish the following: (a) Within the next 25 operational hours after the effective date of this AD, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of all affected engines for evidence of seal/rotor contact and/or seal looseness as specified in section 2.A., "ACCOMPLISHMENT INSTRUCTIONS" of GTEC SB ATF3-A72-6113, dated February 25, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office. (b) Prior to the accumulation ofan additional 75 hours in service after accomplishing the inspection in paragraph (a) above, or within 25 operational hours after the effective date of this AD, whichever comes later, and at intervals not to exceed 75 operational hours thereafter, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of all affected engines for evidence of seal/rotor contact and/or seal looseness as specified in the following GTEC Light Maintenance Manual revisions or equivalent approved by the Manager, Western Aircraft Certification Office: ENGINE MODEL MANUAL REFERENCE ATF3-6-2C Light Maintenance Manual Report No. 72-00-52 Revision 7, dated January 31, 1985; Temporary Revision No. 72-132, 72-00-00, Inspection dated February 25, 1985; Temporary Revision No. 72-133, 72-00-00, Inspection, dated February 25, 1985; Temporary Revision No. 72-135, 72-00-00, Trouble Shooting, dated February 25, 1985; Temporary Revision No. 72-136, 72-00-00, Trouble Shooting, dated February 25, 1985. NOTE: Periodic measurements of the engine interstage turbine temperature (ITT) are required to be recorded in accordance with an FAA approved revision to the limitations section of the flight manual of the airplane. ITT differences outside airplane flight manual acceptable limits required inspection of the stationary seal/sixth stage low pressure turbine rotor assembly area prior to next flight. (c) Engines with unsuccessful inspection results found during the accomplishment of paragraphs (a) or (b) above are to be disassembled as required to inspect, modify, or replace exhaust deflector liner and seal assembly and sixth stage turbine rotor assembly prior to further flight. (d) Upon removal of the sixth stage low pressure turbine rotor assembly from an affected engine for any reason or within 500 operational hours after the effective date of this AD, whichever comes first, incorporate the new exhaust deflector liner and seal assembly bolted flangesystem as specified in Section 2.A., "ACCOMPLISHMENT INSTRUCTIONS" of GTEC SB ATF3-72-6114 dated February 25, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) Sections 21.197 and Section 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Western Aircraft Certification Office, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Garrett Turbine Engine Company, P.O. Box 5217, Phoenix, Arizona 85010; telephone (602) 231-1000. These documents also may be examined at the Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective June 24, 1985, to all persons except those persons to whom it was made immediately effective by telegraphic AD T85-04-51, issued March 1, 1985, which contained this amendment.
81-09-04: 81-09-04 SHORT BROTHERS LIMITED: Amendment 39-4093. Applies to Model SD3-30 series airplanes, with main landing gear wheel, P/N AH53369, installed, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the main landing gear wheels, accomplish the following: (a) Prior to the accumulation of 150 hours time in service or 250 landings after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 250 landings since the last inspection, inspect the valve side half, P/N AH43782 Mod State 1, of the main landing gear wheel, P/N AH53369, for cracks using the eddy current method in accordance with the Dunlop Component Maintenance Manual 32-40-65, Revision 6, dated May 11, 1979, or an FAA-approved equivalent. (b) Prior to the accumulation of 300 hours time in service or 500 landings since new, or prior to the accumulation of 150 hours time in service or 250 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 250 landings since the last inspection, inspect the valve side half, P/N AH43782 Mod State 2, of the main landing gear wheel, P/N AH53369, for cracks using the eddy current method in accordance with the Dunlop Component Maintenance Manual 32-40-65, Revision 6, dated May 11, 1979, or an FAA-approved equivalent. (c) If as a result of the inspection required in paragraph (a) or (b) of this AD, any crack or cracks are found, replace the wheel with a serviceable wheel of the same part number, or an FAA-approved equivalent and continue the repetitive inspection required by paragraph (a) or (b) of the AD as appropriate. (d) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. NOTE: Shorts Service Bulletin SD3-32-64, Revision 2, dated January 25, 1980, and Dunlop Aviation Division Service Bulletin No. 32-920, Revision 2, dated November 16, 1979, refer to this subject. This amendment becomes effective May 4, 1981.
85-18-01: 85-18-01 SIKORSKY AIRCRAFT: Amendment 39-5116. Applies to Sikorsky Aircraft Model S-64E helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possible loss of the main rotor blade outboard spar and subsequent loss of the counterweight train, accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 30 hours time in service from the last inspection, visually inspect main rotor blade outboard spars, Part Numbers (P/N) 6415-20201-043 and -045, for cracks in accordance with Section 2, Paragraph A of Sikorsky Alert Service Bulletin No. 64B15- 8A, dated October 16, 1984, or later FAA-approved revision. (b) Within the next 30 hours time in service after the effective date of this AD,unless already accomplished within the last 120 hours time in service, and thereafter at intervals of 150 hours time in service from the last inspection, fluorescent penetrant inspect main rotor blade outboard spars, P/N's 6415-20201-043 and -045, for cracks in accordance with Section 2, Paragraph B of Sikorsky Alert Service Bulletin No. 64B15-8A, dated October 16, 1984, or later FAA approved revision. (c) If a crack is found, replace with an airworthy blade that has been inspected in accordance with paragraphs (a) and (b) above prior to further flight. (d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Division of United Technologies Corporation, North Main Street, Stratford, Connecticut 06601. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective September 12, 1985.
2010-20-02: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters. This action requires replacing each affected hydraulic pump with an airworthy hydraulic pump. This amendment is prompted by the loss of the proper functioning of a hydraulic pump because of the deterioration of the pump seals and the loss of hydraulic fluid caused by incorrect positioning of the piston liner. The actions specified in this AD are intended to prevent loss of hydraulic power and subsequent loss of control of the helicopter.