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79-04-01 R3: 79-04-01 R3 BOEING: Amendment 39-3410 as amended by Amendment 39-3577 is further amended by Amendment 39-3889 and Amendment 39-4000. Applies to all Boeing Model 727 series airplanes certificated in all categories. Compliance required as indicated below. To prevent main landing gear-up landings as a result of structural failure in the lock system, accomplish the following: \n\n\tA.\tUnless already accomplished, within the next 1,500 landings after March 12, 1979, or prior to the accumulation of the threshold listed in the table below, whichever occurs later, replace the components listed in the table in accordance with Boeing Service Bulletins Nos. 727-32-211, Revision 4, or 727-32-237, Revision 2, or 727-32-286, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. As an alternate to replacement, the applicable components may be inspected for cracks in accordance with inspection methodsspecified in Boeing Service Bulletin No. 727-32-211, Revision 4, or 727-32-286, Revision 1, or later FAA approved revisions, or other methods approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region at the intervals specified in the table. Cracked parts must be replaced prior to further flight.\n \tB.\tUnless already accomplished, within the next 3,000 landings after March 12, 1979, replace (1) the left and right hand main gear manual extension gearbox horizontal supports, P/N 65-24575-1, with P/N 65-69156-1 and (2) the left and right hand main gear manual extension support yokes, P/N 65-26300- 1/-2 or 65-26300-7/-8, 65-81412-1/-2, with P/N 65-26300-21/-22 or 65-26300-23/-24 in accordance with the applicable procedures of Boeing Service Bulletin Numbers 727-32-164, Revision 2, and 727-32-204, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. Replacement of the gearbox housing is not required if the bushing/fastener configuration described in Boeing Service Bulletin No. 727-32-164, Revision 2, or later FAA approved revisions, or equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, is installed in each horizontal support attach hole for the gearbox housing. As an alternate to replacement of items (1) and (2) above, within the next 3,000 landings after March 12, 1979, and thereafter at intervals of 3,000 landings, eddy current inspect the horizontal supports and penetrant or eddy current inspect the support yokes in accordance with Boeing Service Bulletin No. 727-32-164, Revision 2, and Boeing Service Bulletin No. 727-32-204, Revision 1, or later FAA approved revisions, or in an equivalent manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. Cracked parts must be replaced prior to further flight. \n\tC.\t1.\tWithin the next 600 landings after October 9, 1979, unless accomplished within the last 900 landings preceding October 9, 1979, in accordance with the original issue of this AD, and thereafter at intervals not to exceed 1,500 landings, accomplish the rotational force tests on the main landing gear uplock hook assemblies (2 per airplane) in accordance with the procedures specified in Paragraph III of Boeing Service Bulletin No. 727-32-212, Revision 2, or later FAA approved revisions, for assembly P/Ns 65-24485-3, -4, and -6, and Boeing Service Bulletin No. 727-32-245, Revision 4, for assembly P/Ns 65-24485-7, or later FAA approved revisions, or alternate procedures approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. Rework and/or replace uplock hook assembly components as required to obtain the acceptable hook rotational forces specified in the service bulletins. \n\tC.\t2.\tOn or before July 1, 1982, accomplish the main landing gear uplock assembly modification specified in Boeing Service BulletinNo. 727-32-245, Revision 4, dated August 31, 1979, or later FAA approved revisions, or an alternate approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. This modification constitutes terminating action for the requirements of Paragraph C.1 above. \n\tD.\tUnless already accomplished, within the next 3,000 landings after March 12, 1979, accomplish the inspection/cleanup and replacement, as necessary, of the main landing gear manual extension support yoke attach bolts (2 per side) in accordance with Figures 1 and 2, as applicable, of Boeing Service Bulletin No. 727-32-251, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\tE.\tWithin the next 1,500 landings after March 12, 1979, or prior to the accumulation of 6,000 landings whichever occurs later, and thereafter at intervals not to exceed 1,500 landings, magnetic particle or eddy current inspect the main landing gear uplock lower shaft assemblies, P/Ns 65-24489-3 and 65- 43772-1/-2 in accordance with Boeing Service Bulletin No. 727-32-257, Revision 1, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\t\tCracked parts must be replaced with serviceable parts prior to further flight. Terminating action consists of replacement of the uplock lower shaft assembly with an improved shaft in accordance with Figure 2 of Boeing Service Bulletin No. 727-32-257, Revision 1, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. \n\tF.\tAccomplish one of the following: \n\t\t1.\tOn or before July 1, 1982, install the main landing gear safety bar mechanism, LH and RH sides, in accordance with Boeing Service Bulletin No. 727-32-275, dated March 28, 1980, or later FAA approved revisions, or an equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. If Boeing Service Bulletin Numbers 727-32-237, Revision2, dated March 9, 1979; 727-32-251 dated March 11, 1977; and 727-32-257, Revision 1, dated July 21, 1978; or later FAA approved revisions, or equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, have been accomplished, the improved safety bar mechanism or FAA approved equivalent need not be installed until December 31, 1983. \n\t\t2.\tOn or before July 1, 1982, replace the main landing gear lock system components with improved components in accordance with Boeing Service Bulletin No. 727-32-237, Revision 2, dated March 9, 1979, or later FAA approved revisions, or equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, and thereafter overhaul and maintain the main landing gear lock system in accordance with a supplemental overhaul/maintenance program acceptable to the assigned FAA maintenance inspector and approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. (Recurring action taken under the overhaul/maintenance program shall be recorded to show the status of compliance with this AD.) \n\tAccomplishment of Paragraph F.1. constitutes terminating action to Paragraphs A, D, and E above. If Paragraph F.2. is accomplished, the requirements of F.2. supersede Paragraphs A, D, and E. \n\tG.\tOn or before July 1, 1982, (1) replace the main landing gear manual extension system gearbox horizontal supports, LH and RH sides, Boeing P/N 65-24575-1, with Boeing P/N 65-69156-1 in accordance with Boeing Service Bulletin No. 727-32-164, Revision 2, dated June 22, 1979, or later FAA approved revisions, or an equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, (2) replace the main landing gear manual extension system support yokes, LH and RH sides, Boeing P/Ns 65-26300-1/-2, 65-26300-7/-8, 65-81412-1/-2, 65-26300-11/-12, and 65-26300- 17/-18 with Boeing P/Ns 65-26300-21/-22 or 65-26300-23/-24 in accordance with Boeing Service Bulletin No. 727-32-204, Revision 3, dated December 7, 1979, or later FAA approved revisions, or an equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, and (3) replace the main landing gear manual extension system gearbox housing, Boeing P/N 65-27485-1/-2, LH and RH sides, with Boeing P/N 65-27485-11/-12 in accordance with Boeing Service Bulletin No. 727-32-279, dated June 22, 1979, or later FAA approved revisions, or an equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. The replacement accomplished per this paragraph constitutes terminating action to Paragraph B of this AD. \n\tH.\tAirplanes may be ferried to a maintenance base for replacement of parts in accordance with FAR 21.197. \n\tI.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Seattle Area Aircraft Certification Office, FAA Northwest 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 that operator.\n \tJ.\tFor the purpose of this AD, when conclusive records are not available to show the total number of landings accumulated by a particular part (or assembly), the number of landings may be computed by dividing the airplane time-in-service since the part (or assembly) was installed in the airplane by the operator's fleet average time per flight for his Model 727 series airplanes. \n\tFor those operators who are unable to determine the total time-in-service or landings accumulated on a part (or assembly) since new, the total number of landings of the airplane on which it is installed may be used. This applies only to the establishment of the total landings for the initial compliance threshold. \n\tNOTE: The overhaul/maintenance program specified in ATA Report 32-30-1, Revision 4, dated September 9, 1980, is an FAA approved program for the purpose of complying with the requirements of paragraph F.2. of this AD. \n\tThe 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). \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 FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3410 became effective March 12, 1979. \n\tAmendment 39-3577 became effective October 9, 1979. \n\tAmendment 39-3889 became effective September 25, 1980. \n\tThis amendment 39-4000 becomes effective January 25, 1981. \n\n\n\nComponent\nPart No.\nReplacement or Initial Inspection Threshold\t (Landings)\t\t\nRepeat Inspection Interval Not To Exceed (Landings)\n\n\n\n\nDownlock Torque Shaft\n65-78698-1,-2\n35,000\n3,000\n\n-5,-6\n\n\n\n-7,-8\n\n\n\n\n\n\nDownlock Rod Assy.\n69-20527-2 \n\n\n\n69-33654-1\n12,000\n1\n\n69-33654-2\n\n\n\n69-33654-3\n\n\n\n69-33654-4\n\n\n\n69-33654-5\n35,000\n3,000\n\n\n\n\nDownlock Torque Tube \nAssy. \n65-26921-17\n37,000\n3,000\n\n65-26921-18\n\n\n\n\n\n\nUplock\tUniversal Block\n65-24488-1\n10,000 flt hrs or 4 years, whichever occurs first.\n1,500 \n\n-4\n48,000 landings\n3,000\n\n\n\n\nUplock\tUniversal Bolt\nNAS 1106-44D\n11,000\nTo be replaced \n\n69-47743-1\n\n\n\n\n\n\nUplock\tUpper Shaft Assy.\n65-25851-1\n46,000\n3,000 \n\n65-25851-2\n\n\n\n65-25851-5\n\n\n\n65-25851-6\n\n\n\n\n\n\nUplock Lower Crank\n65-49325-1,-2\n\n1,500 \n\n65-49325-5,-6\n3,000\n\n\n65-49325-7,-8\n\n\n\n\n\n\nDownlock Crank 2\n69-25028-1\n\n\n\n-2\n\n\n\n-3\n25,000\n1,500\n\n-4\n\n\n\n\n\t\t\n\n\t\t\n\n1\tWithin 1500 landings from the last inspection or within 1500 landings from October 9, 1979, whichever occurs first,thereafter not to exceed 500 landings. \n\n2\tInitially inspect or replace prior to accumulation of 25,000 landings or within 750 landings from the effective date of this amendment, whichever occurs later. Replacement with steel downlock crank, Boeing Part Number 69-20528-5 or -6 or an equivalent approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region, terminates the downlock crank inspection requirement of this table. \n\n\n\nComponent\nPart No.\nReplacement or Initial Inspection Threshold (Landings)\nRepeat Inspection Interval Not To Exceed (Landings) \nUplock\tLower Crank Bolt \nNAS 1105-28\t\t\n7,000\nTo be replaced\n\nBACP18T5-( )\t\t\n7,000 \n\n\nMS20392-5C( )\t\t\n(oversize option) \n12,000\n\n\nMS20392-6C( )\t\t \n(oversize option) \n50,000\n\n\n\n\n\nDownlock Rod Bolt (Inboard)\nNAS 1105-13DW\n20,000\nTo be replaced \n\nBACB30LJ5U13\t\tOptional Bolts:\nBACB30LJ5U15 \nBACB30LJ5-16 \nBACB30GE5-16 \n20,000\nTo be replaced \n\n\n\n\nDownlock Rod Bolt (Outboard)\nNAS 1105-13DW\t\t\t\t\t\t\n20,000\nTo be replaced \n\nBACB30LM5DU12\n20,000\nTo be replaced\n\nOptional Bolts: \nBACB30NE5D12 \nBACB30GE5D12 \nNAS 1305-12D
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74-23-02: 74-23-02 BELL: Amendment 39-1999. Applies to Bell Model 204B and 205A-1 helicopters certificated in all categories.
Compliance required as indicated.
To detect cracks in the tail rotor pitch change link segments and to prevent possible failure of the tail rotor pitch change chains accomplish the following repetitive inspections on chains, P/N 205-001-721-1 and 205-001-748-1.
(a) Within five hours time in service after June 7, 1974, unless already accomplished, and thereafter at intervals not to exceed 25 hours time in service from the last inspection, accomplish the following inspections:
(1) Remove the chain or chains from the helicopter in accordance with the applicable maintenance manual.
(2) Clean each chain with solvent and stiff bristle brush and air dry.
(3) Roll each chain into a tight flat disc and inspect the links' outer segments, both sides, for cracks, using a light and a ten-power or higher magnifying glass. Unroll the chain and withteeth up inspect inner segments of the links at the radius between the teeth. Turn each chain over and inspect the opposite side of the link segments.
(4) Replace chains with cracked segments before further flight.
(5) Install chains with uncracked link segments in accordance with the pertinent maintenance manual and rig tail rotor controls in accordance with the pertinent maintenance manual. If 212-010-701 Tail Rotor Hub and Blade Assembly is installed on the Model 205A-1, rig the controls in accordance with the maintenance manual and as specified in Bell Helicopter Company Service Bulletin No. 205-05-74-1, Rev. A, dated June 24, 1974, or later approved revision.
(b) Before the first flight of each day after June 7, 1974, accomplish the following repetitive inspections.
(1) Remove the cover from the chain assembly.
(2) Inspect each chain assembly for cracks in the link segments using a three-power or higher magnifying glass. Particular attention should be placed on the portion of each chain that travels over each sprocket and that extends three inches each side of this area or portion.
(3) Remove chains with cracked segments before further flight in accordance with the applicable maintenance manual.
(4) Install chains with uncracked segments in accordance with the applicable maintenance manual and rig the controls as specified in paragraph (a)(5) of this airworthiness directive.
(c) Replace chains, P/N 205-001-721-1 having manufacturing dates of June 20, 1974, or later etched on the clevis, as follows:
(1) Replace chains with more that 140 hours total time in service on the effective date of this Airworthiness Directive within ten hours time in service.
(2) Replace chains with less than 140 hours total time in service on the effective date of this Airworthiness Directive prior to attaining 150 hours total time in service.
(d) Replace chains, P/N 205-001-721-1 having manufacturing dates prior to June 20, 1974, as follows:
(1) Replace chains with more than 40 hours total time in service on the effective date of this Airworthiness Directive within ten hours time in service.
(2) Replace chains with less than 40 hours total time in service on the effective date of this Airworthiness Directive prior to attaining 50 hours total time in service.
(e) Replace chains, P/N 205-001-748-1, with more than 140 hours total time in service on the effective date of this Airworthiness Directive within ten hours total time in service. Replace chains, P/N 205-001-748-1, with less than 140 hours total time in service on the effective date of this Airworthiness Directive prior to attaining 150 hours total time in service.
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 themanufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this Airworthiness Directive which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D. C. and at the FAA Southwest Regional Office, Fort Worth, Texas.
(Bell telefax messages dated May 10, 1974; June 15, 1974; August 2, 1974; and September 25, 1974, pertain to this subject, and Information Letter to all Bell 204B/205A-1 operators, 35:WJD:jge-3152 dated August 12, 1974, also pertains to this subject.)
This supersedes Amendment 39-1963 (39 F.R. 34054), A.D. 74-20-06.
This amendment becomes effective November 3, 1974.
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90-02-18 R1: 90-02-18 R1 SOCATA GROUPE AEROSPATIALE: Amendment 39-6454 as revised by Amendment 39-6619. Docket No. 89-CE-37-AD.
Applicability: Models TB 9 and TB 10, TB 20, and TB 21 (all serial numbers (S/N)) airplanes certificated in any category.
Compliance: As indicated in the body of the AD, unless already accomplished per AD 90-02-18.
To preclude loss of power due to contamination of the fuel system, accomplish the following:
(a) Within the next 75 hours time-in-service (TIS) from February 6, 1990, except as indicated in paragraph (c) of this AD, modify the fuel system by the installation of the following applicable SOCATA modification kit, as described in SOCATA Service Bulletin (SB) Number 48/2, dated March 1990:
Airplanes
Kit Number
All TB airplanes (S/N 1
through 822, 850 through
887, 889 and subsequent)
9154
Airplanes
Kit Number
TB 20 (S/N 823 through 849,
and 888)
9155
(b) For Models TB 20 and TB 21 (S/N 1 through 730)airplanes (unless modified with SOCATA Modification Number 66), within the next 75 hours TIS from February 6, 1990, except as indicated in paragraph (d) of this AD, modify the fuel system by replacement of the installed Dukes fuel pump with a Weldon fuel pump and the addition of a check valve, in accordance with the instructions contained in SOCATA SB Number 47/1, dated October 1989.
(c) If the required parts are not available to accomplish the modification specified in paragraph (a) of this AD, the airplane may continue operation for an additional 150 hours TIS after the compliance time specified in paragraph (a) of this AD provided the fuel tank sump is drained at intervals not to exceed each 50 hours TIS in accordance with the procedures specified in the DESCRIPTION section of SOCATA SB 48/2, dated March 1990.
(d) If the required parts are not available to accomplish the modifications specified in paragraph (b) of this AD, the airplane may continue operation for an additional 150 hours TIS after the compliance time specified in paragraph (b) of this AD provided the following preflight actions are accomplished by the pilot prior to each engine start:
(i) Select battery (main switch) ON.
(ii) Advance the mixture control to FULL RICH.
(iii) Select electric fuel boost pump ON.
(iv) Advance the throttle until a positive fuel flow is observed on the fuel flow gauge, then retard the throttle and move the mixture control to IDLE/CUTOFF.
(v) Select electric fuel boost pump OFF.
(vi) Select battery (main switch) OFF.
(vii) Visually inspect the electric fuel boost pump area for leaks.
(viii) If no positive fuel flow is observed on the fuel flow gauge, or fuel leaks are detected from the electric fuel boost pump, repair or replace the defective component prior to further flight.
NOTE: Avoid moving the propeller and standing in the propeller area while inspecting the engine.
(e) Airplanes may be flown in accordance withFAR 21.197 to a location where this AD may be accomplished.
(f) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium.
NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office.
All persons affected by this directive may obtain copies of the documents referred to herein upon request to SOCATA Groupe Aerospatiale, B.P. 38, 65001 Tarbes, Cedex, France; Telephone 62.51.73.00, or 62.51.73.55 (for Telefax); or the Product Support Manager, U.S., AEROSPATIALE, 2701 Forum Drive, Grand Prairie, Texas 73053; Telephone (214) 641-3614; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106.
This AD revises AD 90-02-18, Amendment 39-6454.
This amendment (39-6619, AD 90-12-18 R1) becomes effective on June 13, 1990.
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