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76-13-11 R1: 76-13-11 R1 SCHWEIZER: Amendment 39-2659 as amended by Amendment 39-5924. Applies to SGS 2-33, SGS 2-33A, S/N's 1 thru 424, and SGU 2-22C, CK, E, EK, S/N's 98 thru 258. To prevent failure of the forward and aft fuselage tubular longerons due to internal corrosion caused by trapped water accomplish the following: Within the next 30 days or 25 hours in service, whichever occurs first, after the effective date of this Airworthiness Directive, unless already accomplished, perform the following or an approved equivalent inspection. (a) In the forward keel tube drill a No. 41 hole just ahead of the tow release slot. (b) In the aft longerons drill a No. 41 hole approximately one inch forward of the weld cluster at the tail skid in the lower longerons. (c) If there is any water drainage inspect for corrosion using x-ray or an approved equivalent inspection. (d) Repair corroded parts prior to further flight, in accordance with an approved repair or replace with an unused part of the same part number or an approved equivalent part. (e) Subsequent to the inspections, the No. 41 holes must be sealed with either a drive screw or a self plugging blind rivet. Holes may be enlarged to .125 inches for installation of a blind rivet. A waterproof sealant must be applied when installing the screw or rivet. (f) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, New England Region, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (g) Upon submission of substantiating data, by an owner or operator through an FAA Airworthiness Inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. (Schweizer Service Bulletin No. 102-33-1.1, covers this subject and is considered an approved equivalent inspection). Amendment 39-2659, became effective July 7, 1976. This Amendment 39-5924 amends AD 76-13-11, Amendment 39-2659 (41 FR 27029; July 1, 1976). This Amendment 39-5924 becomes effective on May 25, 1988.
93-15-06: 93-15-06 AIRBUS INDUSTRIE: Amendment 39-8652. Docket 93-NM-118-AD. Applicability: All Airbus Industrie Model A300, A310 and A300-600 series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent jamming of the free fall mechanical control mechanism, which could result in the failure of the nose landing gear (NLG) to extend during a gravity free fall, accomplish the following: (a) Within 30 landings after the effective date of this AD, perform a detailed visual inspection to verify correct installation of the bolts that attach the left- and right-hand NLG door uplock assemblies to the support fittings, and of the bolt connecting the free fall rod to its lever in accordance with Airbus Industrie All Operator Telex (AOT) 32-06, dated March 3, 1993. (1) If the bolts are installed correctly, no further action is required by paragraph (a) of this AD. (2) If any bolt is found to have been incorrectly installed, prior to further flight, correct its installation and perform a functional test of the landing gear free fall control and emergency extension systems in accordance with the AOT. (b) Within 7 days after accomplishing the detailed visual inspection required by paragraph (a) of this AD, submit a report of any inspection findings to Airbus Industrie, in accordance with Airbus Industrie AOT 32-06, dated March 3, 1993. Report all findings, including nil defects to: Airbus Industrie, Product Support Directorate, Attention: Technical Support, AI/ST41, 1 Rond Point Bellonte, 31707 Blagnac Cedex, France. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptablelevel of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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 detailed visual inspection, correction, reporting requirement, and functional test shall be done in accordance with Airbus Industrie All Operator Telex (AOT) 32-06, dated March 3, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (f) This amendment becomes effective on August 18, 1993.
69-23-06: 69-23-06 UNITED AIRCRAFT OF CANADA, LIMITED: Amdt. 39-874. Applies to PT6 model series engines equipped with Pesco Model 024-800 fuel pumps as follows: PT6A-6, -6A, -6B, PT6B-9 all engines PT6A-20 prior to S/N PC-E22480 PT6A-27 prior to S/N PC-E40311 PT6A-28 prior to S/N PC-E50054 except 50051, 50052 Compliance within 50 hours after the effective date of this Airworthiness Directive unless already accomplished. To prevent disengagement of the fuel pump input coupling from the engine gearbox, remove retaining ring, Pesco P/N 99-4660 and install new snap ring Pesco P/N 99-4906. United Aircraft of Canada Ltd. Service Bulletin No. 174 pertains to this subject. This amendment is effective November 15, 1969.
2010-14-13: We are adopting a new airworthiness directive (AD) for certain Model 777 airplanes. This AD requires inspecting the bolt, nut, and downstop of the slat track assembly to determine if the bolt, nut, or stops are missing and to determine if the thread protrusion of the bolt from the nut is within specified limits and parts are correctly installed, and related investigative and corrective actions if necessary. For certain airplanes, this AD also requires inspecting the slat cans at the outboard slat number 3 and 12 outboard main track locations for holes and wear damage, and corrective actions if necessary; and replacing the downstop hardware for the outboard slats number 3 and 12 outboard and inboard main track locations. This AD results from a report of a hole in the inboard main track slat can for outboard slat number 12 on a Model 777 airplane. The hole was caused when the bolt securing the downstop migrated out of the fitting and contacted the slat can. We are issuing this AD to detect and correct damage to the outboard slat main track slat cans, which can allow fuel leakage into the fixed wing leading edge in excess of the capacity of the draining system. Excess fuel leakage could result in an uncontained fire.
92-09-04: 92-09-04 BRITISH AEROSPACE: Amendment 39-8229. Docket No. 91-NM-283-AD. Applicability: All Viscount Model 744, 745D, and 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of one or more of the landing gears, accomplish the following: (a) Within 500 hours time in-service or within 6 months after the effective date of this AD, whichever occurs first, accomplish the following procedures in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 319 (for Model 744 and 745D series airplanes) or PTL 188 (for Model 810 series airplanes), both dated March 14, 1990, as applicable: (1) Remove the nose and main landing gear retraction jacks. Remove the shuttle valve elbow connections, part numbers 70050-69 and 74450-117, and the shuttle, part number A5133-7, from the jacks, in accordance with the service bulletin. (2) Ream the bore of each shuttle valve elbow connection, and chamfer the elbow bore aperture to 45 degrees. Remove the swarf and clean each shuttle valve elbow. If any residual obstructions or burrs are detected, prior to further flight, remove them in accordance with the service bulletin. (3) Visually inspect the "hard chrome" plating of the shuttle for damage. If any damaged or binding shuttles are detected, prior to further flight, replace them with new parts, in accordance with the service bulletin. (4) Visually inspect the bores in the retraction jack cylinder ends for obstructions. If any obstructions or damaged parts are detected, prior to further flight, remove or replace them in accordance with the service bulletin. (5) Reassemble the shuttles and shuttle valve elbow connections to their respective retraction jacks. Immediately subsequent to installation and reassembly, perform bench checks on the retraction jack assemblies, in accordance with the Viscount Maintenance Manual, to ensure proper operation of the shuttle valves. If any malfunctioning parts are detected, prior to further flight, repair or replace them in accordance with the Maintenance Manual. Reinstall the retraction jacks on the airplane, bleed the hydraulic system and perform landing gear functioning checks in accordance with the Viscount Maintenance Manual. If any malfunctioning parts are detected, prior to further flight, replace or repair them in accordance with the Maintenance Manual. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 tooperate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and repairs shall be done in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 319 (for Model 744 and 745D series airplanes), dated March 14, 1990; or PTL 188 (for Model 810 series airplanes), dated March 14, 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O Box 17414, Dulles International Airport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on June 2, 1992.
49-32-01: 49-32-01 FLEETWINGS: Applies to All Model F-5 and F-401 Aircraft. Compliance required as soon as possible but not later than September 1, 1949. Because of recent accident believed to be due to failure of the rear engine support strut or its attachments, conduct close inspection of all engine support members and their attachments. Cracked or damaged member should be replaced or repaired.
47-06-03: 47-06-03 GLOBE: (Was Mandatory Note 6 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 314 to 408 Inclusive; 1038 to 1350 Inclusive; and 2011 to 2350 Inclusive. Compliance required prior to April 1, 1947. Replace the present collars at the attachment of the elevator cables to the control wheel shafts with redesigned collars, Globe P/N 11-532-1818-2. This is necessary to prevent fouling of the elevator cable links with the control wheel shafts. (Globe Customer Service Maintenance Bulletin No. 8 covers this same subject.)
70-07-01: 70-07-01 HAWKER SIDDELEY: Amdt. 39-960 as amended by Amendment 39-1416. Applies to Model DH 104 "Dove" airplanes. Compliance is required as indicated. (a) Within 25 hours' time in service after the effective date of this AD, visually inspect the tubular engine mounting structure, P/N 4EM.201A and 4EM.203A, for external evidence of internal corrosion (paint blistering, pin holes, etc.), cracks, or structural defects. (Particular attention should be given to the lower tubes and welded joints.) If any evidence of internal corrosion, cracks, or structural defects is found, before further flight comply with paragraph (c). If no evidence of internal corrosion, cracks, or structural defects is found, repeat the visual inspection within each 100 hours' time in service since the last inspection. (b) Conduct x-ray inspections of engine mounting frames in accordance with paragraph (c) as follows: (1) For engine mounting frames serial numbers DHB/1 and subsequent or prefixed by "DH/...", including those frames incorporating Modification PP.225, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last four years prior to the effective date of this AD, and thereafter at intervals not to exceed four years from the last inspection. (2) For engine mounting frames serial number prefix "S4/DHB/..." or "BGB/DHB/..." (manufactured to the standards of Modification PP.225), within 10 years after the date of manufacture and thereafter at intervals not to exceed four years from the last inspection. NOTE: See Hawker Siddeley Technical News Sheet Series: CT(104) No. 190, Issue 3, dated September 14, 1970, for dates of engine mount manufacture. (c) Conduct an x-ray inspection in accordance with Hawker Siddeley Technical News Sheet Series: CT (104) No. 190, Issue 1, dated August 24, 1964, or Issue 3, dated September 14, 1970, or FAA-approved equivalent. If internal corrosion, cracks,or structural defects are found, before further flight replace or repair the engine mounting frame in accordance with de Havilland Division Factory-approved instructions or an equivalent approved by the Chief, Aircraft Certification Staff, FAA European Region. If no internal corrosion, cracks, or structural defects are found, the frame may be returned to service. (d) Within 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 30 hours' time in service since the last inspection, visually inspect the engine mount pickup fittings for loose rivets and structural defects. If loose rivets or structural defects are found, before further flight replace or repair in accordance with de Havilland Division Factory-approved Instructions Technical News Sheet CT (104) No. 49, dated 2 February 1951, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA European Region. (e) Upon incorporation of Modification 524 (and repair R4W169), the 30-hour periodic inspection specified in paragraph (d) may be changed to inspections not to exceed 100- hour intervals. (f) It is requested that notification in writing of the results, positive and negative, of all of the above required inspections be given the Chief, Engineering and Manufacturing Branch, Aeronautical Center, AC-210. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174.) This supersedes AD 55-20-01, published in 21 F.R. 9538, and AD 65-20-02, Amendment 39-123. Amendment 39-960 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated February 3, 1970, which contained this amendment. This Amendment 39-1416 is effective April 24, 1972.
2010-14-12: This amendment adopts a new airworthiness directive (AD) for the Aeronautical Accessories, Inc. (AAI) Low Skid Landing Gear Forward Crosstube (crosstube) installed on the specified helicopters. This action requires replacing certain AAI serial-numbered crosstubes installed on these model helicopters. This amendment is prompted by the discovery of a defect in the raw material used in manufacturing certain crosstubes. The actions specified in this AD are intended to prevent failure of a crosstube and subsequent collapse of the landing gear.
86-24-05: 86-24-05 ROLLS-ROYCE plc (formerly Rolls-Royce Limited): Amendment 39-5458. Applies to Rolls-Royce (R-R) RB211-22B and -524 series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent intermediate pressure compressor (IPC) rotor and turbine (IPT) disc uncontained failure, remove and inspect or retire from service IPC rotors and IPT disks which were oversped prior to August 13, 1982, using the laboratory inspection referred to in R-R Mandatory Service Bulletin (SB) RB.211-72-5887, Revision 2, dated August 23, 1985, or FAA approved equivalent as follows: (a) For rotors and disks oversped in excess of 115 percent intermediate pressure rotor speed (N2) up to and including 120 percent N2: (1) Inspect for cracks at the first engine shop visit after the effective date of this AD, after having accumulated 4,000 or more cycles since overspeed. (2) Reinspect, thereafter, at intervals not to exceed 4,500 cycles in service.(3) Remove and retire cracked parts from service, prior to further flight, and replace with serviceable parts. (b) Remove and retire from service rotors and disks oversped in excess of 120 percent N2 at the first engine shop visit after the effective date of this AD, after having accumulated 3,000 or more cycles since overspeed. (c) Rotors and disks which have experienced multiple overspeeds are subject to the more stringent requirements of the applicable paragraphs (a) or (b) above for each of the overspeed events. (d) Rotors and disks that have experienced an overspeed that was read on a gauge calibrated only to 110 percent N2, and in the absence of substantiating data as to the magnitude of the overspeed, must be considered as having oversped beyond 120 percent N2 and are subject to the requirements of paragraph (b) above. NOTE: Shop visit is defined as the input of an engine into a repair shop where the subsequent engine maintenance entails one or more of the following: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "shop visit". (b) Removal of a disk, hub, or spool. (c) Removal of a main or angle gearbox. (d) Removal of fuel nozzles. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 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, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. R-R Mandatory SB RB.211-72-5887, identified and described in this document, is 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 Rolls-Royce plc, Technical Publications Department, P.O. Box 31, Derby DE2 8BJ, England. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 85-ANE-31, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on December 20, 1986.