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69-11-04: 69-11-04 BELL: Amdt. 39-778. Applies to Model 206A helicopters. Compliance required as indicated. To balance directional control pedal forces at cruise flight, to prevent pedal creep and to eliminate a possible interference between the pilots' feet and protruding head screws in the instrument console, accomplish the following: a. Install and adjust the spring, P/N 206-001-721, and friction clamp, P/N 206-001- 710, within 50 hours' time in service after the effective date of this AD, unless already accomplished, in accordance with the instructions in Bell Helicopter Company Service Bulletin No. 206A-5, Reissue dated May 23, 1969, or later FAA-approved revision or in accordance with instructions approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. b. Inspect and adjust, if necessary, the spring, P/N 206-001-721, and friction clamp, P/N 206-001-710, within 50 hours' time in service after the effective date of this AD, unless accomplished within the last 50 hours' time in service, in accordance with Item 4 on Page 2 of Bell Helicopter Company Service Bulletin No. 206A-5, Reissue dated May 23, 1969, or later FAA-approved revision, or in accordance with instructions approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. c. Replace the three protruding head screws on the right and left side of the instrument panel console that are adjacent to the pilots' pedals and install equivalent flat head screws within 50 hours' time in service after the effective date of this AD, unless already accomplished, in accordance with the instructions in Bell Helicopter Company Service Letter No. 206A-120, dated May 16, 1969, or later FAA-approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (Bell Helicopter Company Model 206A Maintenance and Overhaul Instructions Interim Revisions No. 206A-69-20 and No. 206A-69-21 dated May 15, 1969, and No. 206A-69-22 dated May 23, 1969, pertain to this subject.) This amendment becomes effective May 28, 1969. Revised June 14, 1969.
93-17-11: 93-17-11 DE HAVILLAND, INC.: Amendment 39-8682. Docket 93-NM-41-AD. Applicability: Model DHC-8-100 series airplanes, serial numbers 003 through 315 inclusive, 317 through 344, inclusive, and 346 through 349 inclusive; and Model DHC-8-300 series airplanes, serial numbers 100 through 319 inclusive, 321 through 337 inclusive, 339, 341, and 342; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced strength and fail-safe capability of the structural attachment of the horizontal stabilizer to the airplane, accomplish the following: (a) Within 250 landings after the effective date of this AD, perform a one-time magnetic particle inspection of the horizontal stabilizer midspar attachment bolts to detect cracks at the radius transition between the bolt head and shank in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. (b) If any crack is found in a bolt, priorto further flight, replace both midspar attachment bolts with serviceable bolts in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. (c) As of the effective date of this AD, no person shall install a midspar attachment bolt, part number MS21250-10070, on any airplane unless, prior to installation, the bolt has been inspected using magnetic particle techniques to detect cracks in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. (d) 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, if any, may be obtained from the New York ACO. (e) 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. (f) The inspection and replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 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 Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on October 8, 1993.
57-24-01: 57-24-01 WRIGHT: Applies to All TC18DA and TC18EA Series Engines. Compliance required at next overhaul but not later than July 31, 1958. To improve the durability of the impeller drive gear assemblies of the subject engines, intermediate impeller drive gear P/N 145316 must be replaced with P/N 138464 gear, or any gear approved after December 1, 1957.
99-10-07: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-10-07, which was sent previously to all known U.S. owners and operators of Raytheon Aircraft Corporation (Raytheon) Beech Models 65-90, 65-A90, 65-A90-1, 65-A90-2, 65-A90-3, 65-A90-4, B90, C90, C90A, E90, H90, and F90 airplanes. This AD requires inspecting for interference or damage between the elevator control cable and equipment under the cockpit floor panels (wire harnesses, stainless steel clamps, etc.) and running a cloth wrap around the control cable to detect broken strands of the control cable. This AD also requires replacing or repairing any damaged items, securing any component that is interfering with the elevator control cable, and installing additional supports and clamps as necessary to prevent sagging or further interference. This AD resulted from reports of reduced or loss of elevator control on five of the affected airplanes. The actions specified by thisAD are intended to detect and correct interference between the elevator control cable and equipment under the cockpit floor panels before the elevator control cable breaks, which could result in loss of elevator control with potential loss of control of the airplane. Comments for inclusion in the Rules Docket must be received on or before July 6, 1999.
92-02-18: 92-02-18 GARRETT ENGINE DIVISION, ALLIED-SIGNAL INCORPORATED: Amendment 39-8445. Docket No. 92-ANE-61. Applicability: Garrett Engine Division, Allied-Signal Incorporated, Model TFE731-5BR turbofan engines installed on but not limited to Dassault Aviation Model Mystere Falcon 20 and 900 series airplanes. Compliance: Required prior to further flight, unless accomplished previously. To prevent multiple inflight engine failures, accomplish the following: (a) For engines identified on the data plate as Part Number (P/N) 3075330-2 or P/N 3075370-1, discontinue inflight operation. (b) This AD is an interim directive until approved corrective action is available. (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, Los Angeles Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and thensend it to the Manager, Los Angeles Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles 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) This amendment becomes effective on February 10, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 92-02-18, issued January 14, 1992, which contained the requirements of this amendment.
99-03-07: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model DHC-7 series airplanes, that requires removal of all attachment bolts and pre-load indicating (PLI) washers of the wing-to-fuselage attachment fittings; a one-time visual inspection to detect corrosion of each attachment bolt; and installation of new attachment bolts and PLI washers of the wing-to-fuselage attachment fittings. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the attachment bolts of the wing-to-fuselage attachment fittings due to stress corrosion cracking, which could result in reduced structural integrity of the airplane.
80-16-03: 80-16-03 LET BLANIK: Amendment 39-3861. Applies to Model L 13 gliders, certificated in all categories. Compliance required as indicated. To prevent failure of the horizontal stabilizer outer end ribs, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, visually inspect the radii of the horizontal stabilizer end ribs for cracks in accordance with paragraph A, "Inspection," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA- approved equivalent. (1) If, during this inspection no cracks are found on either rib, before further flight, unless already accomplished, reinforce the stabilizer end ribs in accordance with paragraph B, "Reinforcement of stabilizer end rib," LET Mandatory Bulletin L 13/052, not dated, or an FAA-approved equivalent, at which time no further action is required by this AD. (2) If, during this inspection cracks are found and the total crack length on either rib exceeds 10 mm,before further flight, replace both ribs (except that a crack-free rib need not be replaced) with new ribs of the same part number in accordance with paragraph C, "Replacement of stabilizer end rib," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA-approved equivalent, and reinforce both ribs in accordance with paragraph B, "Reinforcement of stabilizer end rib," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA-approved equivalent, at which time no further action is required by this AD. (3) If, during this inspection any cracks are found but the total crack length on each rib does not exceed 10 mm - (i) Before further flight, replace and reinforce stabilizer end ribs in accordance with paragraph (a)(2) of this AD at which time no further action is required by this AD; or (ii) Accomplish the following: (A) Before further flight, unless already accomplished, repair all cracks and reinforce both ribs in accordance with paragraph B, "Reinforcement of stabilizer end rib," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA-approved equivalent; and (B) At intervals not to exceed 100 hours time in service from the last inspection, visually inspect the radii of the horizontal stabilizer outer end ribs in accordance with the method specified in paragraph (a) of this AD. (b) If, during any of these repetitive inspections accomplished in accordance with paragraph (a)(3)(ii)(B) of this AD any further cracking is found on either rib, replace both ribs (except that a crack-free rib need not be replaced) with new ribs of the same part number and reinforce any replacement ribs in accordance with the methods specified in paragraph (a)(2) of this AD, at which time no further action is required by this AD. (c) For those gliders on which the stabilizer end ribs were reinforced in accordance with LET Mandatory Bulletin No. L 13/042, dated August 16, 1976, or an FAA-approved equivalent, comply with paragraph (a) of this AD. (1) If no cracks are found during the inspection required by paragraph (a) of this AD, no further action is required by this AD. (2) If any cracks are found during the inspection required by paragraph (a) of the AD, replace both ribs (except that a crack-free rib need not be replaced) with new ribs of the same part number and reinforce any replacement ribs in accordance with the methods specified in paragraph (a)(2) of this AD at which time no further action is required by this AD. (d) For the purpose of this AD, "total crack length" means the combined length of all cracks on a rib, including those cracks already repaired. (e) For the purpose of this AD, an FAA-approved equivalent may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. NOTE: Cracks in the horizontal stabilizer end ribs may be caused by failure to protect critical parts of the glider during ground transportation or hand assembly or disassembly. This amendment becomes effective August 11, 1980.
94-18-02: This amendment adopts a new airworthiness directive (AD), applicable to Airbus Industrie Model A300 series airplanes, that requires the implementation of a corrosion prevention and control program, either by revising the maintenance program or by accomplishing specific inspection procedures. This amendment is prompted by reports of incidents involving corrosion and fatigue cracking in transport category airplanes that are approaching or have exceeded their economic design goal; these incidents have jeopardized the airworthiness of the affected airplanes. The actions specified by this AD are intended to prevent degradation of the structural capabilities of the airplane due to the problems associated with corrosion.
70-08-04: 70-08-04 BRITISH AIRCRAFT CORPORATION: Amdt. 39-975. Applies to Viscount Models 744, 745D, and 810 series airplanes. Within the next 750 hours' time in service after the effective date of this AD, unless already accomplished, replace the obsolete cabin blower (supercharger) drive quill with a serviceable or reworked drive quill in accordance with Dowty Rotol Service Bulletin No. 83-407, Revision 2, dated August 1969, for models 744 and 745D series airplanes; or Dowty Rotol Service Bulletin No. 83-378, dated August 1968, for Model 810 series airplanes; or an FAA- approved equivalent as follows: Obsolete Drive Quill P/N Replacement Drive Quill P/N 602206000 (Models 744 and 745D) 602206002 G28165 (Models 744 and 745D) 601017004 G2575 (Model 810) G28302 (British Aircraft Corporation Viscount Bulletins for Modification Nos. D3237 and G.2083 cover this same subject.) This amendment becomes effective May 14, 1970.
78-13-08: 78-13-08 MAULE AIRCRAFT CORPORATION: Amendment 39-3251. Models M-5- 210C, S/N 6190C through 6204C, M-5-235C, S/N 7061C through 7160C, 7163C through 7167C, 7169C through 7192C, 7194C and 7197C. To prevent reduction of fuel feed or supply to the engine, accomplish the following within the next 25 hours' time in service: Remove the wing root fairings on both sides to gain access to both main tank outlets (two outlets per tank). (1) If the fuel line tube clamps do not have hexagonal heads, no further inspection is necessary. Replace fairing and return aircraft to service. (2) If the fuel line tube clamps have hexagonal heads, drain fuel tanks, and loosen the tube clamp(s), pull the fuel hose off of the fuel line(s) and tank outlets and inspect tube(s) for deformed tube sections. If fuel line tube(s) are deformed, replace tube(s), front tubes Maule P/N 5092X-7 left, 5092X-8 right; rear tube(s) P/N 5092X-1 left and 5092X-9 right. Use round head Aeroseal hose clamps P/N QS-100-M8S, or existing hose clamps, during reassembly. Torque clamps to 15-20 inch pounds. Leak check fuel system prior to returning aircraft to service. An alternate method of compliance with this A. D. may be used if approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, Atlanta, Georgia. Maule Service Letter 39 dated May 10, 1978, or later FAA approved revision, pertains to the same subject. This amendment becomes effective July 5, 1978.