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56-02-01: 56-02-01 AERO COMMANDER: Applies to Model 560A Aircraft, Serial Numbers 231 Through 269. Compliance required by April 1, 1956. Due to loss of an augmenter tube in flight, new type support clamps are required at the aft end of the augmenter tubes and at nacelle frames 148.75 and 158.75. Also, new support clips bolted through the augmenter tube at the aft end are required. Parts will be furnished by Aero Design and the rework is described in Aero Commander Service Bulletin No. 31. This supersedes CAA telegram of December 5, 1955, which required immediate inspection and installation of a 10-32 machine screw through the bell mouth and augmenter tube.
78-16-06: 78-16-06 BEECH: Amendment 39-3275. Applies to the following models and serial number airplanes certificated in all categories: Model Serial Numbers B19 MB-558 through MB-886 C23 M-1413, M-1414, M-1416 through M-1418, M-1420 through M-1422, M-1424 through M-1438, M-1440 through M-1446, M-1448 through M-2009, M-2011 through M-2015, and M-2017 through M-2020. B24R MC-151 through MC-448, MC-450, and MC-451. C24R MC-449, MC-452 through MC-559, MC-561 through MC-563, MC-565 through MC-568 and MC-571. COMPLIANCE: Required as indicated unless already accomplished. To assure continued structural integrity of the rod between the stabilator trim tab actuator and the trim tab, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) Visually inspect both ends of the stabilator trim tab actuator rod for proper rivet location, security of rivets and security of clevis fittings and rework if necessary, all in accordance with Beechcraft Service Instructions Number 0994 or later approved revisions. B) 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 on August 14, 1978.
76-10-07: 76-10-07 FAIRCHILD: Amendment 39-2609. Applies to all F-27 airplanes incorporating the outward opening large cargo door installed in accordance with STC No. SA932SW. Compliance required within the next 300 hours' or 30 days' time in service, whichever occurs first, after the effective date of this AD unless already accomplished. To prevent inadvertent opening of the large cargo door in flight, accomplish the alteration in paragraph 2, Accomplishment Instructions, in Fairchild Service Bulletin F27-52-31 dated January 8, 1976, for F-27 airplanes or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region. This amendment becomes effective June 14, 1976.
76-18-03: 76-18-03 DOWTY ROTOL: Amendment 39-2711. Applies to Dowty Rotol Type (c)R193/4-30-4/50, (c)R257/4-30-4/60, and (c)R184/4-30-4/50 propellers having Hub Driving Centers, P/N 601026638, modified to Dowty Rotol Mod. No. (c)VP2486. These propellers are installed on, but not necessarily limited to, Fokker Model F-27, Fairchild Model FH-227, and Grumman Model G-159 Series airplanes. NOTE: Dowty Rotol Mod. No. (c)VP2486 is covered in Dowty Rotol Service Bulletin 61-573A, dated June 1968, and the incorporation of the modification is required by AD 68-20-7. Compliance is required at the next propeller overhaul or within the next 4700 hours propeller time in service after the effective date of this AD, whichever occurs first, unless already accomplished. To prevent cracking and possible failure of the hub driving center due to improper machining, accomplish the following: (a) For propellers that incorporate hub and driving center assemblies having the following serial numbers, rework the hub driving center to salvage scheme No. 640144000, in accordance with Dowty Rotol Service Bulletin 61-858, dated February 4, 1975, or an equivalent approved in accordance with paragraph (c) of this AD: Hub and Driving Center Assembly Serial Numbers Serial No. Propeller Type Serial No. Propeller Type 184/59/47 R184/4-30-4/50 DRG/31/62 R184/4-30-4/50 184/59/60 " DRG/288/64 " 184/59/62 " DRG/290/64 " 184/59/64 " DRG/56/65 " 184/59/65 " DRG/116/65 " 184/60/79 " DRG/122/65 " 184/60/86 " DRG/223/65 " 184/60/89 " DRG/223/65 " 184/60/94 " DRG/224/65 " 184/60/95 " DRG/42/66 " 184/60/96 " DRG/122/66 " 184/60/99 " 193/58/11 R193/4-30-4/50 184/60/103 " 193/58/17 " 184/60/126 " 193/58/27 " 184/60/146 " 193/58/38 " 184/60/147 " 193/59/116 " 184/60/159 " 193/59/119 " 184/60/160 " 193/60/150 " DRG/10/61 " 193/60/151 " DRG/12/61 " DRG/32/62 " DRG/14/61 " DRG/119/66 "DRG/17/61 " DRG/442/66 " DRG/20/61 " DRG/131/66 R257/4-30-4/60 DRG/24/61 " DRG/407/66 " DRG/25/61 " DRG/408/66 " DRG/31/61 " DRG/454/66 " DRG/38/61 " DRG/28/67 " DRG/41/61 " DRG/30/67 " DRG/43/61 " DRG/86/67 " DRG/44/61 " DRG/93/67 " DRG/48/61 " DRG/95/67 " DRG/49/61 " DRG/189/67 " DRG/58/61 " DRG/194/67 " DRG/2/62 " DRG/231/67 " DRG/9/62 " DRG/233/67 " DRG/10/62 " DRG/344/67 " DRG/11/62 " DRG/345/67 " DRG/19/62 " DRG/348/67 " (b) For propellers that incorporate hub and driving center assemblies having serial numbers not listed in paragraph (a) of this AD, accomplish the following in accordance with Dowty Rotol Service Bulletin 61-858, dated February 4, 1975, or an equivalent approved in accordance with paragraph (c) of this AD: (1) Inspect the hub driving center to verify correct machining. (2) If the hub driving center is found to be incorrectly machined, rework the hub driving center tosalvage scheme No. 640144000. (c) The equivalent means of compliance specified in paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. This amendment becomes effective on October 1, 1976.
89-23-11: 89-23-11 AIRBUS INDUSTRIE: Amendment 39-6374. Docket No. 89-NM-94-AD. Applicability: Model A300, A310, and A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear, accomplish the following: A. Perform an ultrasonic inspection of the nose landing gear barrel, in accordance with Airbus Industrie Service Bulletins A300-32-388, Revision 1, dated January 24, 1989 (for Model A300 series airplanes); A310-32-2040, dated July 15, 1988 (for Model A310 series airplanes); or A300-32-6023, dated July 15, 1988 (for Model A300-600 series airplanes); as follows: 1. For airplanes with nose landing gears having less than 11,500 cycles accumulated as of the effective date of this AD, perform the inspection prior to the accumulation of 12,000 cycles. 2. For airplanes with nose landing gears with 11,500 or more cycles accumulated as of the effective date of this AD, perform the inspection within 500 cycles or 3 months after the effective date of this AD, whichever occurs first. B. If no ultrasonic echo is observed, or the echo amplitude is lower than or equal to ten percent (10 percent) of ultrasonic generator screen height, repeat the inspection required by paragraph A., above, at intervals not to exceed 1,250 cycles. C. If an echo amplitude higher than ten percent (10 percent) and below eighty percent (80 percent) of ultrasonic generator screen height is observed during the inspection required by paragraphs A. and B., above, prior to further flight, perform a visual inspection to determine if the crack is visible, in accordance with Airbus Industrie Service Bulletin A300-32-388, A310-32- 2040, or A300-32-6023, as appropriate. NOTE: The above-listed service bulletins reference Messier-Hispano-Bugatti (MHB) Service Bulletin No. 470-32-641 for additional inspection instructions. 1. If no crack is visible from the outside of the barrel, repeat the visual inspection prior to each flight. Replace the nose landing gear barrel within 100 cycles after discovery of first echo, in accordance with Airbus Industrie Service Bulletin A300-32-389 (for Model A300 series airplanes), A310-32-2041 (for Model A310 series airplanes), or A300-32-6024 (for Model A300-600 series airplanes), each dated October 15, 1988, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) 2. If a crack is visible from the outside of the barrel, replace the nose landing gear barrel prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-32- 389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470- 32-642.) 3. After replacement is accomplished, the repetitive inspections required by paragraphs A. and B., above, may be discontinued. D. If an echo amplitude equal to or higher than eighty percent (80 percent) of ultrasonic generator screen height is observed during the inspections required by paragraphs A. and B., above, prior to further flight, perform a visual inspection to determine if the crack is visible, in accordance with Airbus Industrie Service Bulletin A300-32-388, A300-32-2040, or A310-32- 6023, as appropriate. (Reference: MHB Service Bulletin 470-32-641.) 1. If no crack is visible from the outside of the barrel, one ferry flight for return to the main base is allowed before the barrel must be replaced. 2. If a crack is visible from the outside of the barrel, the barrel must be replaced prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-32-389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32- 642.) 3. After replacement is accomplished, the repetitive inspections required by paragraphs A. and B., above, may be discontinued. E. Within 18 months after the initial inspection for cracks, modify the nose landing gear barrel, in accordance with Airbus Industrie Bulletin A300-32-389, A310-32-2041, or A300- 32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) F. The inspections required by paragraphs A. and B., above may be terminated following modification of the nose landing gear barrel, in accordance with Airbus Industrie Bulletin A300-32-389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) G. An alternate means 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, FAA, ANM-113. H. 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 requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6374, AD 89-23-11) becomes effective on December 4, 1989.
77-09-06: 77-09-06 CANADAIR: Amendment 39-2887. Applies to Canadair CL-215-1A10 Airplanes, Serial Numbers 1001 to 1043 inclusive and 1046, not altered in accordance with Appendix I of Canadair Information Circular 110-CL-215 dated October 27, 1975 or an FAA approved equivalent. Compliance is required as indicated. To prevent failure of the lower rudder bearing due to water ingress and subsequent corrosion, accomplish the following: (a) Prior to 1200 hours in service, and at each 1050 hours in service or one year, whichever occurs first thereafter, inspect for corrosion as outlined in paragraphs "Inspection" and "Rework" in Canadair Information Circular 110-CL-215 dated October 27, 1975 or later approved revision thereto, or an FAA approved equivalent. (b) Equivalent alterations and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This amendment becomes effective May 9, 1977.
92-21-04: 92-21-04 BOEING: Amendment 39-8384. Docket No. 92-NM-18-AD. \n\n\tApplicability: Model 737 series airplanes; as listed in Boeing Service Bulletin 737-52-1060, dated June 11, 1976; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a cargo door from opening in flight, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 2 years after the effective date of this AD, modify and test the main deck cargo door lock, viewing windows, and warning indication system, in accordance with Section III of Boeing Service Bulletin 737-52-1060, dated June 11, 1976. \n\n\t(b)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification and test shall be done in accordance with of Boeing Service Bulletin 737-52-1060, dated June 11, 1976. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(e)\tThis amendment becomes effective on November 24, 1992.
95-19-11: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 airplanes, that requires inspections to detect cracking of certain fittings of the tailplane spar, and replacement of the fittings with serviceable parts, if necessary. This amendment is prompted by reports of fatigue cracking of certain fittings in the tailplane spar. The actions specified by this AD are intended to prevent such cracking, which could result in structural degradation of the attachment of the horizontal stabilizer to the fuselage.
93-11-07: 93-11-07 MCDONNELL DOUGLAS: Amendment 39-8597. Docket 92-NM-132-AD. \n\n\tApplicability: Model DC-6, DC-6A, DC-6B, C-118A, and R6D-1 series airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\t(a)\tExcept as provided by paragraph (b) of this AD, inspect each Principal Structural Element (PSE) defined in Chapter 1, Section 6, and Chapter III, of McDonnell Douglas Corporation Report No. L26-014, DC-6 Supplemental Inspection Document (SID), dated January 1992 (hereafter referred to as "the SID"), in accordance with the non-destructive inspection (NDI) methods set forth in Chapter II of the SID, and in accordance with the schedule specified in paragraphs (a)(1) and (a)(2) of this AD: \n\n\t\t(1)\tComplete the initial inspection of each PSE specified in Chapter I, Section 6, and Chapter III of the SID as follows: \n\n\t\t\t(i)\tFor PSE's that have not yet reached their inspection threshold as of one year after the effective date of this AD, the initial inspection must be accomplished no later than the threshold specified. \n\n\t\t\t(ii)\tFor PSE's that have exceeded their inspection threshold as of one year after the effective date of this AD, the initial inspection must be accomplished within on repeat (R) interval for the PSE, measured from a date one year after the effective date of this AD. \n\n\t\t(2)\tSubsequent inspections must be accomplished at intervals not to exceed the intervals specified in Chapter III, Section 1, of the SID for the specific NDI sequence code used at the previous inspection. \n\n\t(b)\tAs an alternative to the requirements of paragraph (a) of this AD: Within one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the PSE's defined in Chapter I, Section 6, and Chapter III of the SID. The NDI techniques set forth in the SID provide acceptable methods for accomplishing the inspections required by this AD. \n\n\t(c)\tDiscrepant structure detected during the inspections required by this AD must be replaced or repaired prior to further flight, in accordance with the McDonnell Douglas DC-6 Structural Repair Manual; or in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(d)\tAll inspection results (positive or negative) must be reported to the McDonnell Douglas Corporation in accordance with the instructions in the SID. 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. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safetymay be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(f)\tSpecial 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. \n\n\t(g)\tThe inspections and reporting requirements shall be done in accordance with McDonnell Douglas Corporation Report No. L26-014, DC-6 Supplemental Inspection Document (SID), dated January 1992. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on July 22, 1993.
93-10-02: 93-10-02 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8603. Docket 93-ANE-28. Applicability: Teledyne Continental Motors (TCM) O-200, O-300, IO/TSIO/LTSIO-360, O/IO/TSIO-470, IO/TSIO/LTSIO/GTSIO-520, and IO/TSIO/TSIOL-550 series reciprocating engines listed by serial number in TCM Mandatory Service Bulletin (MSB) No. 93-12, dated May 12, 1993, or that contain cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993; installed on but not limited to: Aeronca Models 15AC and S15AC; American Champion (Bellanca) Models 7ACA and 402; Beagle Model 206S; Beech Models Debonaire, Bonanza, and Baron; Bellanca Models 14-19, 14-19-2, 14-19-3, 14-19-3A, 17-30, 17-31, and 17-31TC; Cessna Models 150, 170, 172, 180, 182, 185, 188, 205, 206, 207, 210, 303, 310, 320, 335, 336, 337, 340, 401, 402, 404, 414, 421, and T41; Aero Commander Models 200, 500, and 685; Champion Models Citabria and Lancer; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, M-4T, M-4-210, M-4-210C, M-4-210S,M-4-210T, and M-5-210C; Mooney Models 231 and 252; Navion series; Piper Models Arrow, Seneca, and PA46-310P; and Taylorcraft Model F-19 aircraft. Compliance: Required prior to further flight, unless previously accomplished. To prevent an engine failure due to a missing cylinder valve retainer key, accomplish the following: (a) For engines that have less than 25 hours time in service (TIS), or unknown TIS, on the effective date of the AD since new, rebuild, or factory overhaul, visually inspect each cylinder to determine if both valve retainer keys are in place on each valve, and if the roto coil, if applicable, is properly positioned, in accordance with TCM MSB No. 93-12, dated May 12, 1993. NOTE: Certain TCM engine models do not incorporate roto coils in the valve assembly. (1) If a valve retainer key is missing, or if a roto coil, if applicable, is mispositioned, repair or replace the cylinder, as necessary, in accordance with the applicable TCM Overhaul Manual. (2) If the valve retainer keys are in place, and the roto coil, if applicable, is correctly positioned, return engine to service in accordance with TCM MSB No. 93-12, dated May 12, 1993. (b) For engines with individually installed new service or chrome plated cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993, that have less than 25 hours TIS on the effective date of this AD since installation of any cylinder(s), visually inspect each new service or chrome plated cylinder, and repair or replace the cylinder, as necessary, in accordance with paragraph (a) of this AD. (c) Uninstalled cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993, must be inspected and repaired, as necessary, in accordance with paragraph (a) of this AD prior to installation on an engine. (d) For engines that have 25 hours or more TIS on the effective date of this AD, since new, rebuild, or factory overhaul, no inspection is required.(e) 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, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (f) The inspections shall be done in accordance with the following service bulletin: Document No. Pages Revision Date TCM MSB No. 93-12 1-7 Original May 12, 1993 Total pages: 7. 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 Teledyne Continental Motors, P.O.Box 90, Mobile, AL 36601; telephone (205) 438-3411 ext. 305, fax (205) 438-3411 ext. 179. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective August 12, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 93-10-02, issued May 17, 1993, which contained the requirements of this amendment.