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75-01-03: 75-01-03 ROCKWELL INTERNATIONAL: Amendment 39-2061. Applies to all NA- 265, NA-265-20, -30, -40, -60, -70 and -80 model airplanes, certificated in all categories. Compliance required as indicated. To provide temporary operating limitations on airplanes affected, pending modification of the landing gear warning system to ensure continuous functioning of the aural warning device under the conditions of CAR 4b, accomplish the following: (1) The following operating limitation is hereby adopted effective ten days after the effective date of this AD, applicable to NA-265-60, -70 and -80 model airplanes: "MAXIMUM TAKEOFF AND LANDING PRESSURE ALTITUDE - 8,000 FEET." (2) For NA-265-60, -70 and -80 model airplanes, within ten days after the effective date of this AD, unless already accomplished, install a placard: "MAXIMUM TAKEOFF AND LANDING PRESSURE ALTITUDE - 8,000 FEET. GEAR WARNING HORN MAY NOT SOUND ABOVE 125 KIAS WITH FLAPS LESS THAN 80%." (3) For NA-265, NA-265-20, -30 and -40 model airplanes, within ten days after the effective date of this AD, unless already accomplished, install a placard: "GEAR WARNING HORN MAY NOT SOUND ABOVE 125 KIAS WITH FLAPS LESS THAN 80%." (4) Within 9 months after the effective date of this AD, unless already accomplished, remove and replace the altitude and airspeed switch, in accordance with Rockwell International Sabreliner Service Bulletin 74-32, dated December 18, 1974, or later FAA-approved revisions. (5) Equivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. (6) After accomplishing the work required by paragraph 4, above, or FAA-approved equivalent per paragraph 5, the operating limitation imposed by paragraph 1, above, will no longer apply and the placards specified in paragraphs 2 and 3, above, must be removed. (7) Airplanes may be flown to a base for accomplishment of the installation required by paragraph 4, above, per FAR's 21.197 and 21.199. This amendment becomes effective January 6, 1975.
2021-25-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL-600-2B16 (601-3A, 601-3R, and 604 Variants) airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
98-03-11: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300, A310, and A300-600 series airplanes. For certain airplanes, this amendment requires replacing the bearings of the throttle control levers with new sealed bearings. For certain other airplanes, this amendment requires replacing the throttle control assemblies with new assemblies. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent asymmetric engine thrust on the airplane when the autothrottle is engaged, which could result in roll and yaw disturbances, and consequent reduced controllability of the airplane.
2021-24-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by reports of damage to the thrust reverser (TR) translating sleeve secondary sliders due to contact between the slider and the slider track liner. This damage could reduce the fatigue life of the slider below its full design life for the TRs installed on certain engines. This AD requires determining the serial number of the TR and performing applicable on-condition actions; or replacing the TR with a serviceable TR. The FAA is issuing this AD to address the unsafe condition on these products.
89-10-11 R1: 89-10-11 R1 BELL HELICOPTER TEXTRON, INC.: Amendment 39-6211 as corrected by Amendment 39-6283. (Airworthiness Docket No. 88-ASW-55) Applicability: Bell Helicopter Textron, Inc., Model 206A and 206B helicopters certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible in-flight engine flameout, which could result in the loss of the helicopter, accomplish the following: (a) Within the next 20 days after the effective date of this AD, revise the following Rotorcraft Flight Manual and Rotorcraft Flight Manual Supplements, as applicable. (1) For Model 206A helicopters, revise the FAA approved Rotorcraft Flight Manual (RFM) No. BHT-206A-FM-1 Operating Limitations, Section 1, Type of Operation, by adding the following: The following equipment shall be installed when conducting flight operations in falling and/or blowing snow to prevent possibility of engine flameout: The Particle Separator Engine Air Induction System Kit and the Deflector Kit. (See BHT-206A-FMS-18 and BHT-206A-FMS-24.) or The Snow Winterization Air Induction System. (See BHT-206A-FMS- 11.) (2) For Model 206A helicopters, revise the FAA approved Rotorcraft Flight Manual Supplement (RFMS) Nos. BHT-206A-FMS-18 and BHT-206A-FMS-24 Operating Limitations, Section 1, Type of Operation, by adding the following: The FAA approved Engine Air Induction Deflector Kit No. 206-706-136 shall be installed in conjunction with the Particle Separator Air Inducting Kit No. 206-706-201-17 or 206-706-200-9 when conducting flight operations in falling and/or blowing snow, and the following limits apply: Hover flight in falling and/or blowing snow is limited to a 20-minute duration after which the helicopter must be landed and checked for snow and/or ice accumulation. Flight operations are prohibited when visibility in falling and/or blowing snow is less than one- half (1/2) statute mile. (3) For Model 206B (206B II) helicopters, revise the FAA approved RFM No. BHT-206B-FM-1 Operating Limitations, Section 1, Type of Operation, by adding the following: The following equipment shall be installed when conducting flight operations in falling and/or blowing snow to prevent possibility of engine flameout: The Particle Separator Engine Air Induction System Kit and The Deflector Kit. (See BHT-206B-FMS-15 and BHT-206B-FMS-18.) (4) For Model 206B (206B II) helicopters, revise FAA approved RFMS Nos. BHT-206B-FMS-15 and BHT-206B-FMS-18 Operating Limitations, Section 1, Type of Operation, by adding the following: The FAA approved Engine Air Induction Deflector Kit No. 206-706-136 shall be installed in conjunction with the Particle Separator Air Induction Kit No. 206-706-200-5 or 206-706-201-11 when conducting flight operations in falling and/or blowing snow, and the following limits apply: Hover flight in falling and/or blowing snow is limited to a 20-minute duration after which the helicopter must be landed and checked for snow and/or ice accumulation. Flight operations are prohibited when visibility in falling and/or blowing snow is less than one- half (1/2) statute mile. (5) For Model 206B (206B III) helicopters, revise the FAA approved RFM No. BHT-206B3-FM-1 Operating Limitations, Section 1, Type of Operation, by adding the following: The following equipment shall be installed when conducting flight operations in falling and/or blowing snow to prevent possibility of engine flameout: The Particle Separator Engine Air Induction System Kit and the Deflector Kit. (See BHT-206B3-FMS-10 and BHT-206B3-FMS-12.) (6) For Model 206B (206B III) helicopters, revise the FAA approved RFM Nos. BHT-206B3-FMS-10 and BHT-206B3-FMS-12 Operating Limitations, Section 1, Type of Operation, by adding the following: The FAA approved Engine Air Induction Deflector Kit No. 206-706-136 shall be installed in conjunctionwith the Particle Separator Air Induction Kit No. 206-706-201 or 206-706-200 when conducting flight operations in falling and/or blowing snow, and the following limits apply: Hover flight in falling and/or blowing snow is limited to a 20-minute duration after which the helicopter must be landed and checked for snow and/or ice accumulation. Flight operations are prohibited when visibility in falling and/or blowing snow is less than one- half (1/2) statute mile. (b) Adding the following RFM and RFMS revisions to the basic RFM manual, as applicable, is an approved alternate method of compliance with paragraph (a) of this AD: BHT-206A-FM-1, Rev. D-39 BHT-206A-FMS-18, Rev. 6 BHT-206A-FMS-24, Rev. 3 BHT-206B-FM-1, Rev. B-39 BHT-206B-FMS-15, Rev. 4 BHT-206B-FMS-18, Rev. 3 BHT-206B3-FM-1, Rev. 18 BHT-206B3-FMS-12, Rev. 1 BHT-206B3-FMS-10, Rev. 1 (c) An alternate method of compliance, which provides an equivalent level of safety, may be used when approvedby the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. Airworthiness Directive 89-10-11 (Amendment 39-6211) became effective on June 8, 1989. This amendment (39-6283, AD 89-10-11 R1) becomes effective on July 31, 1989.
2010-20-20: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) helicopters. That AD requires repetitively inspecting the main gearbox (MGB) planet gear carrier for a crack and replacing any MGB that has a cracked planet gear carrier before further flight. This action requires the same inspections required by the existing AD, but shortens the initial inspection interval. This AD is prompted by the discovery of another crack in a MGB planet gear carrier and additional analysis that indicates that the initial inspection interval must be shortened. The actions specified by this AD are intended to detect a crack in the web of the planet gear carrier, which could lead to a MGB seizure and subsequent loss of control of the helicopter.
87-24-11: 87-24-11 GARRETT TURBINE ENGINE COMPANY: Amendment 39-5781. Applies to Garrett Model GTCP 85 series Auxiliary Power Units equipped with one-piece cast turbine wheels, Part Nos. 968095-X, 3604604-X, 3606982-1, and 3842072-1. Compliance required as indicated, unless previously accomplished. To prevent turbine wheel separation and resulting containment shroud fragmentation, accomplish the following: A. Install the augmentation containment ring, part number 3612249-1, in Garrett Model GTCP 85 series auxiliary power units in accordance with the accomplishment instructions of Garrett Service Bulletin GTCP 85-49-5689, dated July 24, 1987, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: 1. On in-flight operable units, within 18 months after the effective date of this AD. 2. On ground-operable-only units, within 36 months after the effective date of this AD. B. Installation ofthe Hastelloy S turbine shroud, in accordance with Garrett Service Bulletin 85-49-700, dated July 20, 1987, or later FAA approved revisions, is considered an acceptable alternate means of compliance with this AD. C. An alternate means of compliance with this AD which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base 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 Garrett Aviation Services Company, Data Distribution, Department H64-5, P.O. Box 29003, Phoenix, Arizona 85038. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective January 13, 1988.
90-10-01: 90-10-01 AEROSPATIALE (FORMERLY SUD AVIATION/SUD-SERVICE): Amendment 39-6585. Docket No. 90-NM-03-AD. Applicability: All Aerospatiale Caravelle Model SE 210 Model series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect fatigue cracks in the wing-to-fuselage junction and fuselage lower section components, accomplish the following: A. Prior to the accumulation of 29,000 landings, or within 2,000 landings after the effective date of this AD, whichever occurs later, perform one of the following inspections in accordance with Aerospatiale Service Bulletin 53-51, Revision 6, dated July 31, 1986: 1. Visual inspection of the wing-to-fuselage junction fittings at Frames 31 and 35, in accordance with the service bulletin. Repeat this inspection thereafter at intervals not to exceed 2,500 landings; or 2. Visual and eddy current inspection of the wing-to-fuselage junction fittings at Frames 31and 35, and a magnetic particle inspection of all removed horizontal bolts, in accordance with the service bulletin. Repeat this inspection thereafter at intervals not to exceed 7,500 landings. B. If cracks or sheared bolts or rivets are detected during the inspection required by paragraph A., above, replace with serviceable parts prior to further flight, in accordance with Aerospatiale Service Bulletin 53-51, Revision 6, dated July 31, 1986. Repeat inspections thereafter at intervals specified in paragraph A., above. C. Prior to the accumulation of 29,000 landings, or within 2,000 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 2,500 landings, perform a visual and dye penetrant inspection of the fuselage lower section beam under Rib 52, the attachment fittings at the rear section of Rib 52, and the front pick-up fittings between the beam under Rib 52 and the canted frames at Frame 30, in accordance with Aerospatiale Service Bulletin 53-52, Revision 7, dated March 22, 1988. D. If sheared-off attachment hardware is detected during the inspection required by paragraph C., above, prior to further flight replace with serviceable parts in accordance with the Structural Repair Manual, Chapter 57-1-33. Repeat the inspection identified in paragraph C., above, at intervals not to exceed 2,500 landings. E. If cracks are detected during the inspection required by paragraph C., above, in Fittings 210.12.52.382/383 and 210.22.53.012 at the attachment level, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. Repeat the inspection identified in paragraph C., above, at an interval to be approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. F. If cracks are detected during the inspection required by paragraph C., above, in Fittings 210.12.52.382/383 and 210.22.53.012 outside the attachment areas, prior to further flight, replace with new fittings, in accordance with Aerospatiale Service Bulletin 53-52, Revision 7, dated March 22, 1988. Repeat the inspection identified in paragraph C., above, at intervals not to exceed 2,500 landings. 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 will either concur or comment and then send it to the Manager, Standardization Branch, 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 mayobtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, 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 (39-6585, AD 90-10-01) becomes effective on June 1, 1990.
47-11-02: 47-11-02 NAVION: (Was Mandatory note 2 of AD-782-3.) Applies to All Models Equipped With Hartzell HC12x20-1 Propeller Hubs and 8628 Blades. To be accomplished not later than May 1, 1947. Vibration tests of the Hartzell HC12x20-1 propeller with these airplanes indicate that the propeller diameter should be reduced from 86 inches to 84 inches. This is accomplished by cutting 1 inch from the tip of each 8628 blade, and making the shortened blade 18428R. This blade rework must be performed either by the Hartzell factory or by a certified propeller repair agency. (Par. B of North American Field Service Bulletin No. 20 dated January 28, 1947, covers this rework.) Upon compliance with this AD, the presently required placard against engine operation between 1,950 and 2,150 r.p.m. and over 2,250 r.p.m. may be removed.
90-05-03: 90-05-03 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6520. Docket No. 89-NM-236-AD. Applicability: de Havilland Model DHC-8-300 series airplanes, Serial Numbers 100 through 231, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible rupture of the engine bleed air ducts, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, perform a visual inspection to detect cracks or complete separation of the bleed air precooler mounting lugs, in accordance with de Havilland Alert Service Bulletin A8-21-32, Revision A, dated November 22, 1989. B. If cracks are found in more than one lug, or if any lug has completely separated, repair prior to further flight, in accordance with de Havilland Alert Service Bulletin A8-21-32, Revision A, dated November 22, 1989.C. 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 will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. 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 information from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South,Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment (39-6520, AD 90-05-03) becomes effective on April 6, 1990.
77-03-01: 77-03-01 ROCKWELL: Amendment 39-2823. Applies to Models 690, 690A, and 690B, S/N's 11000 through 11371. Compliance required as indicated. Before further flight, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the inspection or repair may be performed, accomplish the following: Inspect both left and right wing rivets in accordance with Rockwell Service Bulletin No. 163 dated January 21, 1977, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (a) If no loose or sheared rivets are found, reinspect at 25-hour intervals or after any unusually hard landing, in accordance with Rockwell Service Bulletin No. 163 dated January 21, 1977, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (b) If loose or sheared rivets are detected, repair and reinspect in accordance with the procedures described in Rockwell Service Bulletin No. 163 dated January 21, 1977, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (c) Within 500 hours' time in service after the effective date of this AD, rework all designated rivet patterns in accordance with (b) above. When all patterns have been reworked in accordance with (b), the repetitive inspections of (a) and (b) may be discontinued. This amendment becomes effective February 16, 1977, and is effective upon receipt for all recipients of the AD dated January 27, 1977, which contained this amendment.
71-16-04: 71-16-04 LEARJET: Amdt. 39-1255. Applies to Models 23 (S/N 23-003 through 23- 099); 24 (S/N 24-100 through 24-247); and 25 (S/N 25-002 through 25-080) Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent battery temperature and charging conditions that can result in battery fires and in intense heat, accomplish the following: A) Prior to the next flight conduct a one-time inspection of both batteries for: 1) Heat damage, and if any heat damage is found, replace the damaged battery with an airworthy one. 2) The presence of marathon (sonotone) batteries, Model CA20H or CA21H and for the type of cells (polystyrene, nylon or a combination thereof) contained in said batteries. NOTE: Polystyrene cells can be identified by their clear or slightly yellow plastic appearance. All marathon batteries manufactured prior to 1969 contained polystyrene cells. Marathon batteries manufactured in 1969 or later, contain nylon cells which are identifiable by their milky white or bluish appearance. All marathon batteries rebuilt since new may contain a mixture of polystyrene and nylon cells. B) Within ten (10) hours' time in service after the effective date of this AD, on those aircraft having marathon (sonotone) batteries Models CA20H or CA21H containing either all polystyrene cells or a combination of polystyrene and nylon cells, and within fifty (50) hours' time in service after the effective date of this AD and on those aircraft having other approved batteries or sonotone batteries containing all nylon cells install Learjet Modification Kit No. AMK 71-10 or any equivalent modification submitted to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter operate the aircraft in accordance with the flight manual revision provided with the kit. NOTE: If polystyrene battery cells are replaced with nylon battery cells, the aircraft need not be modified within 10 hours' but may be operated up to 50 hours' time in service after the effective date of this AD. C) Until Paragraph B is accomplished if any ground operation discloses a weak battery, prior to further flight, check both aircraft batteries in accordance with applicable Learjet Service Manual instructions and make needed battery repairs or replacement and conduct all flight operations in accordance with Learjet Service Bulletin 23/24/25-224 dated April 14, 1971. NOTE: The Service Bulletin was incorrectly cited as 23/24/25-225 in the air mail letter dated July 20, 1971. This amendment becomes effective August 3, 1971, to all persons except those to whom it was made effective by letter dated July 20, 1971.
96-11-15: 96-11-15 DORNIER: Amendment 39-9655. Docket 96-NM-109-AD. Applicability: All Model 328-100 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been otherwise modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent restriction of the flightcrew's ability to see through the windshields due to shattering or cracking of the windshields, and to continue to control the airplane safely; accomplish the following: (a) For airplanes on which a windshield having Part Number (P/N) 001A561A0000204 is installed on the left-hand side of the cockpit, or on which a windshield having P/N 001A561A0000205 is installed on the right-hand side of the cockpit: Within 24 hours after receipt of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. "Flight above 10,000 feet mean sea level (MSL) is prohibited." (b) For all airplanes: Within 45 days after receipt of this AD, replace any windshield having P/N 001A561A0000204 (left-hand side), or P/N 001A61A0000205 (right-hand side); with a new windshield having P/N 001A561A0000200 (left-hand side), or P/N 001A561A0000201 (right-hand side); in accordance with Dornier Service Bulletin SB-328-56-165, dated April 19, 1996. Following this replacement, the AFM limitation required by paragraph (a) of this AD may be removed. (c) For all airplanes: Within 24 hours (clock hours, not flight hours) following any incident of shattering or cracking of either front windshield, submit a report containing the serial number of the airplane and the part number of the affected windshield to: Connie Beane, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056; fax (206) 227-1149. This reporting requirement is applicable to findings on all windshields, including the replacement windshields required by paragraph (b) of this AD. 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. (d) As of the date of receipt of this AD, no person shall install a windshield having P/N 001A561A0000204 (left-hand side), or P/N 001A561A0000205 (right-hand side), on any airplane. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The replacement shall be done in accordance with Dornier Service Bulletin SB-328-56-165, dated April 19, 1996. 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 Dornier Luftfahrt GmbH, P.O. Box 1103, D-82230 Wessling, Germany. 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. (h) This amendment becomes effective on June 17, 1996, to all persons except those persons to whom it was made immediately effective by emergency AD 96-11-15, issued May 24, 1996, which contained the requirements of this amendment.
50-12-01: 50-12-01 HAMILTON STANDARD: Applies to All Aircraft Equipped With Continental Engines, Models W-670-6A (R-670-3, -5), W-670-6N (R-670-4), W-670-16 (R-670-8, -11, - 11A) and Hamilton Standard Ground Adjustable Propellers Having Blades, Model 11C1 (Navy 4350, 4350F, 4350F1). Compliance required not later than April 15, 1950. To minimize the possibility of propeller blade shank fatigue failures as a result of noncompliance with a mandatory engine operation restriction, the following precautionary measures should be taken: (1) Check the marking on the engine tachometer and correctly mark it, if necessary, with a red arc which covers the entire r.p.m. range above the higher side of the 1,900 r.p.m. graduation. (2) Install placard in aircraft to read: "Avoid all engine operation above 1,900 r.p.m. except during takeoff". (3) Check position of the propeller and correctly index, if necessary, in the zero degree position (blades in line with crankthrow).
80-21-09 R1: 80-21-09 R1 BELL: Amendment 39-3942 as amended by amendment 39-3976. Applies to all Model 47 series helicopters and military Model H-13, OH-13, and TH-13T series helicopters, including modified versions, certificated in all categories, that are equipped with the 47-641-170 series tail rotor hub and blade assemblies (Airworthiness Docket No. 80-ASW-29). Compliance required within 100 hours' time in service after November 17, 1980. To prevent loss of directional control as a result of possible tail rotor pitch link failure, accomplish the following, unless already accomplished in accordance with Bell Helicopter Textron Alert Service Bulletin No. 47-80-5, Rev. A, dated April 29, 1980. (a) Remove the tail rotor pitch link from each blade pitch horn. (b) Inspect the pitch link bearings for axial and radial play. Remove bearings having .015 inch or more of play or looseness, and install serviceable bearings. (c) Install bolts P/N NAS1304-32D or 20-057-4-32D (used with pitch horn, P/N 47-641-187-1, -3, or -5), or P/N NAS1304-30D, or 20-057-4-30D (used with pitch horn, P/N 47-641-187-7) as appropriate, with washer, P/N 47-641-189-1 or -3 under the bolt head or nut, and washer P/N 47-641-189-3 between the link bearing and pitch horn with bevel towards the bearing. Torque nuts 80 to 100 inch-pounds and install cotter pins. (d) Determine that no binding or interference occurs in the blade controls when the tail rotor controls are full left and right, and the tail rotor hub is flapped to each stop. Track the tail rotor blades in accordance with the appropriate Model 47 maintenance manual if a rod end bearing or a link is replaced in accordance with paragraph (b) of this AD. (e) Equivalent means of compliance with this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, FAA, Southwest Region. (Bell Helicopter Textron Operations Safety Notice OSN 47-79-1 dated October 19, 1979, also pertains to this subject.) Amendment 39-3942 became effective November 17, 1980. This amendment 39-3976 becomes effective November 24, 1980.
47-21-13: 47-21-13 REPUBLIC: (Was Mandatory Note 3 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 to 234, Inclusive. Compliance required prior to July 1, 1947. Inspect the rivets of the forward end of the elevator control push-pull tube in front of the instrument panel for size, looseness and replacement as necessary. If the installation has been made with four 5/32-inch diameter rivets, replace with six 3/16-inch rivets (3 on each side evenly spaded). If four 3/16-inch diameter rivets are already installed and looseness exists, replace the loose rivets and install two additional 3/16-inch rivets (one on each side evenly spaced). (Republic Seabee Service Bulletin No. 6 dated January 16, 1947, covers this same subject.)
48-12-03: 48-12-03 LOCKHEED: Applies to All 649 and 749 Series Aircraft As Specified by Civil Air Regulations Amendments 41-3, 42-2 and 61-2. To be accomplished not later than the dates specified in the above amendments as revised by special Civil Air Regulations Serial Nos. 385, 390, 390A, 390B and any subsequent regulations affecting these compliance dates. All air carrier aircraft must be modified in all necessary respects to comply with the aircraft fire prevention requirements outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with those requirements may be completed as follows: 1. Revise the smoke detection system in accordance with LAC Service Bulletin 49/SB-401. Other rework shown to be equivalent to that covered by this Service Bulletin will also be acceptable. (Applies to Serial Nos. 2512 through 2515, 2519 through 2543, 2545 through 2550, 2552 through 2555, 2560, and 2561 only.) 2. Inspect all cabin interior fabrics and finishes to determine that any substitutes or replacements for the materials originally installed comply with the applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
46-39-03: 46-39-03 DOUGLAS: (Was Service Note 2 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tPending accomplishment of AD 46-24-02, the magneto wires forward of the firewall must be inspected for chafing each 100 hours of operation.
47-10-39: 47-10-39 LOCKHEED: (Was Service Note 10 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2046 on Which All Metal Ailerons Are Not Installed. At periods not to exceed 250 hours, inspect the aileron inboard of the trim tab for evidence of cracks in the trailing edge and in the aft portions of the ribs. When cracks are found, parts of heavier gage should be installed and the aileron rebalanced. The periodic inspection may be discontinued when this modification has been made. (LAC Service Bulletin 49/SB-52 covers this same subject.)
2010-20-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747- 400F, and 747SR series airplanes. That AD currently requires repetitive inspections to find cracking of the web, strap, inner chords, and inner chord angle of the forward edge frame of the number 5 main entry door cutouts, and repair, if necessary. This new AD requires expanding the inspection areas to include the frame segment between stringers 16 and 23. This AD reinstates the repetitive inspections specified above for certain airplanes. This AD also requires repetitive inspections for cracking of repairs. This AD results from additional reports of cracks that have been found in the strap and inner chord of the forward edge frame of the number 5 main entry door cutouts, between stringers 16 and 23. We are issuing this AD to detect and correct such cracks. This condition, if not corrected, could cause damage to the adjacent body structure, which could result in depressurization of the airplane in flight.
2010-20-17: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Three cases of in-flight loss of cabin pressurization have been reported, resulting from failure of a bulkhead check valve in combination with failure of an air supply duct. In addition to mandating inspection, rework and/or replacement of the air supply ducts, Airworthiness Directive (AD) CF-2003-05 (subsequently revised to CF-2003-05R1) [which corresponds to FAA AD 2004-22-08] mandated the incorporation of a 4000 flight-hour repetitive inspection task for bulkhead check valves, Part Numbers (P/N) 92E20-3 and 92E20-4, into the approved maintenance schedule. However, this repetitive inspection task has since been superseded by a 3000 flight-hour periodic discard task for these bulkhead check valves. This directive mandates revision of the approved maintenance schedule to incorporate the discard task for bulkhead check valves, P/N 92E20-3 and 92E20-4, and supersedes the instructions in Corrective Actions, Part A, of AD CF-2003-05R1, dated 7 February 2006. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-23-07: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (Eurocopter) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that establishes a new retirement life for the clutch and requires an entry into the Accessory Replacement Record indicating the new life limit. This amendment is prompted by a recalculation of life limitations by the part manufacturer, Warner Electric. The clutch manufacturer used the airframe load spectrum to establish the new life limit of 3,600 hours time-in-service (TIS). The actions specified by this AD are intended to prevent failure of the clutch, loss of power to the main rotor and a subsequent forced landing of the helicopter.
81-21-02 R1: 81-21-02 R1 RAVEN INDUSTRIES, INC.: Amendment 39-4232 as amended by Amendment 39-4820. Applies to Models S-40A, S-50A, S-55A, S-60A, S-66A, RX-6, RX-7 and W100LB hot air balloons, certificated in any category, which have deflation panels using continuous hook and pile fastener tape around the circumference except where the panel is sewn to the envelope. Compliance: Required as indicated, unless already accomplished. To prevent unwanted opening of the deflation panel, accomplish the following: (A) On balloons not equipped with Raven FAA Approved Balloon Flight Manual dated April 15, 1983, before each inflation for the purpose of flight, verify the condition of the deflation panel as follows: (1) Visually check the deflation panel hook and pile fastener tape. (2) Remove debris and foreign matter from the tape and check for damage due to wear, or deterioration caused by heat. (3) Check the tape for adequate retention capability by the following procedure: (a) Mate several 15-20 inch sections firmly by hand around the circumference. (b) Grasp the fabric firmly, approximately 12 inches on either side of and perpendicular to the mated portions, and apply a pull of approximately 20 pounds. A spring scale may be used to measure the load. If the fastener tape separates, it is unacceptable for flight. (4) The checks required by paragraphs (A)(1) through (A)(3) of this AD may be accomplished by a person holding at least a private pilot certificate with a free balloon rating. Note: A maintenance record entry as prescribed by FAR 91.173 is required when complying with this AD. (5) Whenever the hook and pile fastener tape is found unacceptable, inspect and repair according to Raven Service Bulletin No. 112, dated March 16, 1981, or Raven Instructions for Continued Airworthiness for Hot Air Balloons, dated December 23, 1981. (B) On all balloons of the applicable models regardless of fate of Approved Flight Manual installed, at intervals not to exceed 100 hours of balloon inflated-buoyant time or at each annual inspection, whichever occurs first, conduct a test of the hook and pile tape for adequate retention in accordance with Raven Service Bulletin No. 112. (C) An equivalent method of complying with this AD may be used if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 79-4232 became effective October 13, 1981. This Amendment 39-4820 becomes effective March 8, 1984.
58-20-03: 58-20-03 LOCKHEED: Applies to Models 049, 149, 649, 649A, 749, and 749A Aircraft; Serial Numbers 1963 Through 1980; 2021 Through 2088; 2501 Through 2631; 2633 Through 2638 and 2640. Compliance required as indicated. A recent in-flight failure of an aft pressure bulkhead has been determined to have resulted from severe corrosion in the area of the lavatories. The following must be accomplished on all aircraft which have accumulated 6,000 or more flight hours. Items 1. and 2. are not applicable to any of the aircraft which have been inspected in accordance with 2. and repaired as necessary per 3., within the past 4,000 hours. All affected aircraft will be limited to 2 p.s.i. cabin pressure differential until 1. and 2. have been accomplished. 1. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 50 flight hours thoroughly examine the aft side of the pressure bulkhead (Station 1037) and adjacent shell structure between stringers 24 and 48. Clean and apply concentrated pressure with a device, which will not scratch good metal, to detect any indication of corrosion which may have developed on the forward side. If even slight indication of corrosion is found, conduct inspection 2. immediately. 2. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 200 flight hours remove toilets, trim, plywood, insulation, paint, sealant, etc., to expose all bulkhead, bulkhead ring and shell structure, both forward and aft side of Station 1037, below the seat level and between stringers 24 and 48 and thoroughly inspect both sides of the pressure bulkhead and ring. Particularly close inspection shall be made to detect any evidence of corrosion at the periphery of faying surfaces at the pressure diaphragm attachment to the bulkhead ring, the elevator-rudder cable pulley bracket attachment on the lower left side and the Cannon plug attachment. 3. Replace any material or parts which show evidence ofcorrosion damage and thoroughly clean entire area, apply inhibitor, reseal, and paint in accordance with standard maintenance procedure. (See also 5.) 4. Inspect as in 2. and repair as in 3. at each block overhaul or at periods not to exceed 4,000 hours. This time may be increased to 8,000 hours on those airplanes in which sealing and drainage provisions equivalent to those outlined in Lockheed Service Bulletin No. SB-597 are incorporated. 5. If corrosion is found, flight operations shall be restricted, pending repairs, as follows: (a) No flight is permissible with significant corrosion damage to bulkhead ring, web, control brackets or shell structure. (b) Unpressurized flight is permissible if damage in confined strictly to the pressure diaphragm. (Lockheed wire FS/228562W, dated September 30, 1958, covers the same subject.) (Lockheed Structural Repair Manual, Report No. 5886, covers acceptable repair methods.)
2010-20-15: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The heating capability of several AOA [angle of attack] transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could result in an ineffective response to an aerodynamic stall and reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.