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63-15-05: 63-15-05 PIAGGIO: Amdt. 587 Part 507 Federal Register July 19, 1963. Applies to Model P.166 Aircraft, Serial Numbers 1 through 405. Compliance required within 25 hours' time in service after the effective date of this AD. To prevent failure at the flared end of the Teleflex rod guide tube, in the throttle, fuel cut- off, propeller and hot air controls, accomplish the following: PARTS REQUIRED No. Required Description Part Number 2 Sheath, throttle control guide 66-S. 1107.01 2 Sheath, engine stop control guide 66-S. 1107.02 2 Sheath, propeller control guide 66-S. 1107.03 2 Sheath, hot air control guide 66-S. 1107.04 Unless previously accomplished, remove the aluminum sheath control guides and install new steel control guides as shown in the preceding table, in accordance with Piaggio Service Bulletin No. 166.31 dated November 22, 1962. This directive effective August 20, 1963.
2013-25-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, and S-70C helicopters. This AD establishes a new life limit based on a prorated formula for certain identified components (parts) installed on Model S-70, S-70A, and S-70C helicopters after being previously installed on certain military model helicopters. This AD was prompted by the discovery that certain parts have been interchanged between military helicopter models with different life limits and the possibility that these same parts can be interchanged with civilian models with different life limits. The actions are intended to establish a pro-rated in service life limit for each identified part to prevent fatigue failure of a part and subsequent loss of control of the helicopter.
79-23-07: 79-23-07 BELL HELICOPTER TEXTRON: Amendment 39-3613. Applies to Bell 47G series helicopters certificated in all categories that have been converted to turbine power Soloy Conversions, Ltd., Supplemental Type Certificate SH657NW. A. Within the next 25 hours time-in-service, after the effective date of this AD, inspect the turbine engine mount rod ends with a magnet to determine if the NMB Inc. P/N AH FTL5, or Soloy P/N 100-2205-2B rod ends are installed. These suspect stainless steel rod ends are identified by the fact that they are non-magnetic. B. If the non-magnetic stainless steel rod ends are found to be installed, replace the rod ends with Heim P/N HFL-5M or Soloy P/N 100-2205-1B in accordance with Soloy Conversions, Ltd., Service Bulletin 03-660 dated July 16, 1979, within 25 hours time-in-service after the effective date of this AD. C. Return the suspect stainless steel rod ends to Soloy Conversions, Ltd., for disposal within 30 days after removal. D. Alternate replacements which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. 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 Soloy Conversions, Ltd., P.O. Box 60, Chehalis, Washington, 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment is effective November 26, 1979 and was effective earlier, for all recipients of the airmail letter dated August 21, 1979, which contained this Amendment.
46-36-02: 46-36-02 PIPER: (Was Mandatory Note 3 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-207, Inclusive. Compliance required prior to November 1, 1946. Several instances have been reported of loosening of the cap screws attaching the air scoop to the carburetor on these aircraft, thus creating a hazard. These cap screws should be removed and drilled for safety wire. They should then be reinserted and safety wire installed. (Piper Service Bulletin No. 90 dated July 17, 1946, covers this same subject.)
63-22-02: 63-22-02 GRUMMAN: Amdt. 634 Part 507 Federal Register October 26, 1963. Applies Only to Model G-164 Series Aircraft Equipped With Continental W670 Series Engines, Serial Numbers 1 through 229 Inclusive. Compliance required as indicated. As a result of excessive wear of the throttle control pivot bolt, which can cause loss of throttle control, accomplish the following: (a) (1) Within 25 hours' time in service after the effective date of this AD, remove and visually inspect the throttle control pivot bolt (AN 23-13) for wear. If the bolt is worn, measure bolt shank. (2) If wear in excess of 0.020 inch is detected on any surface of the bolt, rework the carburetor throttle arm for a 0.250 diameter reamed hole, and installation of an A1658-1 bushing, AN 3-10A bolt, AN 960-10 washers and AN 365-1032 self-locking nut per Grumman Service Bulletin No. 25 dated August 29, 1963. (Grumman Engineering Change Order No. S164-1292.) (3) If no wear is found on the AN 23-13 bolt, thepivot bolt may be continued in service provided that the bolt is repetitively inspected at intervals of 50 hours' time in service. (b) Repetitive inspections required by (a) (3) may be discontinued when the modifications established by a (a)(2) are accomplished. (Grumman Service Bulletin No. 25 dated August 29, 1963, with enclosure (a) Grumman Engineering Change Order No. S164-1292 covers this same subject.) This directive effective October 26, 1963.
2013-26-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, S-70C, S-70C (M), and S-70C (M1) helicopters with General Electric (GE) T700-GE-401C or T700-GE-701C engines installed. This AD requires establishing new fatigue life limits for certain GE engine gas generator turbine (GGT) rotor parts. This AD was prompted by a reevaluation of the method for determining the life limit for certain GE engine GGT rotor parts and the determination that these life limits should be based on low cycle fatigue (LCF) events instead of hours time-in-service (TIS). The actions are intended to prevent fatigue failure of a GGT rotor part, engine failure, and subsequent loss of control of the helicopter.
83-09-04: 83-09-04 BOEING: Amendment 39-4650. Applies to Boeing Model 767 airplanes listed in Boeing Alert Service Bulletin 767-52A7 Revision 1, dated April 7, 1983, or later FAA approved revisions. To prevent the inadvertent opening of the airplane passenger or service door, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, unless already accomplished, perform the maintenance check of paragraph A of Section III of Boeing Alert Service Bulletin 767-52A7 Revision 1 dated April 7, 1983, or later FAA approved revisions. Doors which fail to meet this check must accomplish the check of paragraph A.2. of Section III of the Boeing Alert Service Bulletin, prior to each flight until rigged in accordance with paragraph B of this AD. \n\n\tB.\tWithin 30 days after the effective date of this AD, unless already accomplished, passenger or service doors that do not meet the maintenance check of paragraph A of this AD must be rigged in accordance with paragraph Bof the Boeing Alert Service Bulletin. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 25, 1983.
2013-21-06: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1, EC135 P2, EC135 P2+, EC135 T1, EC135 T2, EC135 T2+, and MBB-BK 117 C-2 helicopters with a certain external mounted hoist system (hoist) with boom support assembly (boom) installed. This AD requires inspecting the boom for a crack and, if a crack exists, replacing the boom with an airworthy boom. Until the boom is inspected, this AD requires, before further flight, and thereafter before the first flight of each day, checking the hoist for a crack. This AD was prompted by cracks found on the boom during a pre-flight check of a hoist on an MBB-BK 117 C-2 helicopter. The actions of this AD are intended to detect a crack and prevent failure of the boom, loss of the boom and attached loads, and subsequent loss of helicopter control.
2013-25-10: We are adopting a new airworthiness directive (AD) for certain serial-numbered Bell Helicopter Textron Canada Limited (BHTC) Model 206L, 206L-1, 206L-3, and 206L-4 helicopters with a certain tailboom upper left attachment fitting (fitting). This AD requires inspecting the fitting for a crack and other conditions. This AD was prompted by the manufacturer revising and extending the 100 hour time-in-service (TIS) inspection requirements for the fitting. The actions of this AD are intended to detect a crack, loose rivet, corrosion, or any other damage, which could lead to loss of the tailboom and subsequent loss of control of the helicopter.
83-09-51 R1: 83-09-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4704. Applies to Lockheed California Company L-1011 series airplanes certificated in all categories prior to S/N 1201 not in compliance with Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Compliance required as indicated unless previously accomplished. A. Within 5 calendar days after receipt of this AD, revise the Lockheed L-1011 FAA approved Airplane Flight Manual (AFM) LR-25925 to add the following and provide to flight crews: SECTION 1 - LIMITATIONS FUEL SYSTEM 1. In addition to normal fuel reserves, flight planning must be predicated on the following: (a) A fuel fitting failure occurs in tank 2L or 2R at anytime during the flight. (b) At the time of failure, the fuel in tanks 2L and 2R is considered to be trapped and unavailable to any engine. (c) At the time of failure, number 2 engine is considered to become inoperative, and (d) At the time of failure, a landing can be accomplished at a suitable airport with the remaining fuel in tanks 1 and 3. 2. The center crossfeed valve between tanks 1 and 3 must be operational prior to all flight operations. 3. Inflight crossfeed operations to number 2 engine are prohibited if either cockpit fuel quantity indicating system for tank 2L or 2R is inoperative prior to takeoff. 4. The fuel flow equalizer must be operational prior to all flight operations. 5. Integrated drive generator (IDG) assembly for engines number 1 and 3 must be operative prior to all flight operations more than 400 nautical miles from a suitable airport. NOTE: Not applicable to aircraft equipped with APU fuel supply from tank 3. If number 2 engine is shutdown, then engine 2 tank valve must be closed. 6. During flight, the fuel quantity in each tank must be closely monitored and logged at intervals not to exceed 15 minutes. SECTION 2 - EMERGENCIES UNCONTROLLED FUEL TRANSFER INTO FUEL TANK 2L OR 2R REFERENCE If a fuel quantity differential of 1500 lbs. or more develops between tanks 2L and 2R, the following procedure applies: 1. All tank pumps ON 2. All fuel crossfeed valves CLOSED 3. Tank pumps (low quantity tank 2L or 2R) OFF 4. Fuel quantity indicators MONITOR 5A. If fuel quantity differential between tank 2L and 2R decreases, resume normal operation when fuel tank quantities are equal. 5B. If fuel quantity differential between tank 2L and 2R remains constant, or is increasing: (1) All tank 2L and 2R fuel pumps OFF (2) Aircraft range CHECK (3) Continue number 2 engine operation on suction feed until the low fuel pressure light illuminates. (4) Shut down number 2 engine.B. A copy of this AD inserted in the FAA approved AFM may be considered as an acceptable means of compliance with required AFM revisions. C. Within 1200 hours time in service, or four (4) months after the effective date of this amendment, whichever occurs first, inspect and replace, if necessary, P/N 1527605-101 fittings in fuel tanks 2L and 2R as specified in Part 2, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. This action terminates the requirement for the AFM revised limitations and emergency procedures required in paragraph A., above. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.E. 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 repair requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective August 18, 1983, and was effective earlier to those recipients of telegraphic AD T83-09-51, dated May 3, 1983.