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83-03-03: 83-03-03 GARLICK HELICOPTERS, HAWKINS & POWERS AVIATION, INC., WILCO AVIATION (BELL): Amendment 39-4556. Applies to Model UH-1 series helicopters certificated in restricted category. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo detect cracks and to prevent possible failure of the tail boom and fin, accomplish the following: \n\n\tWithin the next 30 hours' time in service after the effective date of this AD: \n\n\ta.\tConduct the following inspections: \n\n\t\t(1)\tVisually inspect the tail boom skin joint at tail boom Station 194 for fretting or cracking (inspect 10 inches forward and 10 inches aft of Station 194). \n\n\t\t(2)\tVisually inspect the vertical fin front spar cap at its intersection with the tail rotor gear box support fitting for cracks. \n\n\t\t(3)\tThe areas to be inspected are shown in Figure 1. \n\n\tb.\tFor aircraft found to have fretting or cracks by the inspections of paragraph a. above and for aircraft with more than 1,000 hours' time inservice, conduct a radiographic inspection of the tail boom Station 194 splice joint in accordance with Advisory Circulars 43-3 (Chapter 2) and 43-13-1A (paragraph 298) to MIL-STD-453 requirements, or FAA approved equivalent. \n\n\tc.\tAfter the initial inspections - \n\n\t\t(1)\tVisually inspect the tail boom skin and fin spar cap area in accordance with paragraph a. above, at intervals not to exceed 100 hours' time in service from the last radiographic inspection. \n\n\t\t(2)\tRadiographically inspect the tail boom skin in accordance with paragraph b. above at intervals not to exceed 500 hours' time in service from the last radiographic inspection. \n\n\td.\tReplace cracked skin panels with serviceable panels. \n\n\te.\tReplace cracked fin spar caps with serviceable parts. \n\n\tf.\tAny equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. \n\n\tg.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Manager, Aircraft Certification Division, FAA Southwest 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\n\th.\tIn accordance with FAR 21.197, flight is permitted to a base where the inspections required by this AD may be accomplished. \n\n\tThis amendment becomes effective March 14, 1983.
86-08-06 R1: 86-08-06 R1 GARRETT TURBINE ENGINE COMPANY (GTEC): Amendment 39-5275 as amended by amendment 39-5726. Applies to GTEC Model TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, -55B, and -61A turboprop engines. Compliance is required as indicated unless already accomplished. To prevent uncontained failure of the second stage turbine rotor assembly, accomplish the following: (a) Radiographically inspect Part Number 865037-10 through -70 second stage turbine stator seal plate assemblies installed in TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, and -55B turboprop engines within the next 200 engine hours time in service after April 18, 1986, or prior to the next 500 engine hours time in service since the last engine overhaul, whichever comes later, and at intervals not to exceed 300 engine hours thereafter in accordance with the accomplishment instructions of Garrett Alert Service Bulletin TPE331-A72-0522, Revision 2, dated July 1, 1987, except that useof prior issues of this service bulletin are acceptable for inspections conducted before the effective date of this amendment. (b) Radiographically inspect Part Number 865037-80 second stage turbine stator seal plate assemblies installed in TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, and -55B turboprop engines and Part Number 865037-10 through -80 stator assemblies installed in TPE331-61A turboprop engines within the next 200 engine hours time in service after the effective date of this amendment, or prior to the next 500 engine hours time in service since the last engine overhaul, whichever comes later, and at intervals not to exceed 300 engine hours thereafter in accordance with the accomplishment instructions of Garrett Alert Service Bulletin TPE331-A72-0522, Revision 2, dated July 1, 1987. (c) Radiographically inspect Part Number 865037-10 through -80 second stage turbine stator seal plate assemblies installed in TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, -55B, and -61A turboprop engines within the next 200 engine hours time in service after the effective date of this amendment, to determine cooling jet orientation in accordance with the accomplishment instructions of Garrett Alert Service Bulletin TPE331-A72-0560, dated July 1, 1987. This is a one-time requirement. NOTE: The radiographic film obtained from a previously inspected engine can be used to determine compliance with paragraph (c) of this amendment. (d) Remove the engine from service prior to further flight if the second stage turbine stator seal plate assembly fails to meet the above service bulletin radiographic inspection standards for misassembly or warpage. Repair the engine per the accomplishment instructions of the applicable service bulletin before return to service. NOTE: GTEC has also provided instructions for accomplishing an interim rotational check of the engine in paragraph 2.A. in Garrett Alert Service Bulletin TPE331-A72-0522,dated July 1, 1987. The FAA has approved and encourages operators to perform this inspection at 25 hour intervals until the radiographic inspection is accomplished; however, the rotational check is not mandatory. Aircraft may be ferried in accordance with the provisions of FAR's 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, Los Angeles Aircraft Certification Office, Federal Aviation Administration, Northwest Mountain Region, 4344 Donald Douglas Drive, Long Beach, California 90808. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Los Angeles Aircraft Certification Office, may adjust the compliance time specified in this AD. Garrett Alert Service Bulletins TPE331-A72-0522, Revision 2, dated July 1, 1987, "Engine - Turbine Section - Inspect Second Stage Stator Assembly" andTPE331-A72-0560, dated July 1, 1987, "Engine - Turbine Section - Inspect Second Stage Stator Assembly" identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Garrett Airline Service Division, Technical Publications Department 65-70, P.O. Box 29003, Phoenix, Arizona 85072; telephone (602) 225-2969/2973. These documents 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, Room 311, Rules Docket No. 86-ANE-10, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment 39-5726 amends Amendment 39-5275 (51 FR 12989; April 17, 1986), AD 86-08-06. This amendment 39-5726 becomes effective on December 21,1987.
86-05-09: 86-05-09 FAIRCHILD: Amendment 39-5252. Applies to all Model F27 and FH227 series airplanes certificated in any category. Compliance required as indicated. To detect cracks in the FH227 and F27 main landing gear drag strut assemblies due to the bores of some tubes having surface break-up generated during the drawing process, accomplish the following, unless previously accomplished: A. For airplanes which have accumulated 20,000 landings or more prior to the effective date of this AD, within 400 hours time-in-service after the effective date of this AD, using eddy current or ultrasonic inspection equipment and procedures, inspect the left and right upper main undercarriage drag stay for flaws, in accordance with the Accomplishment Instructions and sketches outlined in Dowty Rotol Service Bulletin 32-45N (for Model FH227 airplanes) or Service Bulletin 32-81C (for Model F27 airplanes), dated October 16, 1981. B. For airplanes which have accumulated more than 10,000landings but less than 20,000 landings prior to the effective date of this AD, within 800 hours time-in-service after the effective date of this AD, using eddy current or ultrasonic inspection equipment and procedures, inspect the left and right upper main undercarriage drag stay for flaws in accordance with the Accomplishment Instructions and sketches outlined in Dowty Rotol Service Bulletin 32-45N (for Model FH227 airplanes) or Service Bulletin 32-81C (for Model F27 airplanes), dated October 16, 1981. C. Within 2,000 hours time-in-service after the effective date of this AD, visually inspect the left and right upper main undercarriage stay in accordance with Dowty Rotol Service Bulletin 32-45N (for Model FH227 airplanes) or Service Bulletin 32-81C (for Model F27 airplanes), Item 2B(1)(2)(3)(4), dated October 16, 1981. D. If, as a result of the inspections referred to in paragraphs A. and B., above, flaws are detected, replace damaged part with a serviceable part prior tonext flight. E. Upon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. F. 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 inspection requirements of this AD. G. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this proposal who have not already received these documents from the manufacturer may obtain copies upon request to Fairchild Industries, Inc., Fairchild Republic Division, Hagerstown, Maryland21740. These documents may be examined at the FAA, Northwest Mountain Region, 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. This amendment becomes effective April 13, 1986.
60-08-04: 60-08-04 LOCKHEED: Amdt. 132 Federal Register April 14, 1960. Applies to All Models 1049 Series and 1649A Aircraft. Compliance required as indicated. As a result of several cases of rudder torque tube failure (P/N 306525-2 and P/N 306525- 3), attributed to stress corrosion, the following inspection must be accomplished: Within the next 300 hours' time in service on all aircraft which have accumulated 5,000 hours' time in service, visually inspect for cracks, using a 10-power magnifying glass, the lower attachment portion of the upper rudder torque tube and the upper attachment portion of the lower rudder torque tube. If cracks or crack indications are found, reinspect the above area using dye penetrant or equivalent. (The cracks progress along the longitudinal direction from the edge of the tube to the first row of bolt holes and beyond. The cracks may also emanate from the second row of bolt holes.) Replace the torque tube prior to further flight if the tube is cracked beyond the first 3/8- inch bolt attachment hole or if the tube is cracked at the second row of 5/16-inch bolt attachment holes. If the tube is cracked from the edge to the first 3/8-inch bolt hole a repair may be used provided the repaired tube is reinspected in the above manner every 300 hours until replaced. The repair must be made prior to further flight and consists of the addition of two 1/4-inch blind lockbolts or Jobolts, located one on each side of the crack, spaced halfway between the existing 3/8-inch bolt holes and in line with these bolts. The maximum number of cracks permitted is two. If the crack progresses beyond the 3/8-inch bolt attachment hole, with the repair installed, replace the torque tube prior to further flight. If no cracks are found, reinspect visually every 1,300 hours' time in service. If torque tubes are replaced with new parts (P/N 306525-5 or P/N 306525-7), no further special inspections are required. (Lockheed Service Letter FS/237201 coversthis same subject.) Revised August 19, 1960.
2015-26-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C1, AS332L1, AS332L2, EC225LP, AS-365N2, AS 365 N3, EC 155B, and EC155B1 helicopters with an energy absorbing seat (seat). This AD requires inspecting for the presence of labels that prohibit stowing anything under the seat. If a label is missing or not clearly visible to each occupant, we require installing a label. This AD was prompted by the discovery that required labels had not been systematically installed. The actions of this AD are intended to prevent objects from being stowed under the seat as these objects could reduce the energy-absorbing function of the seat, resulting in injury to the seat occupants during an accident.
64-28-01: 64-28-01 HARTZELL: Amdt. 39-14 Part 39 Federal Register December 16, 1964. Applies to Models HC-12X20-1, -2, -3, -5, and -7B Propellers Equipped with C-49-2B and C-49-2C Hub Spiders Having Serial Numbers 4220 through 5400 Installed on Downer (Republic) RC-3; Navion, Navion A; and Grumman G-44 Series Aircraft. Compliance required as indicated. As a result of loss of propeller blade due to failure of a hub spider, accomplish the following: (a) Visually inspect propeller hub spiders for cracks in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, within 10 hours' time in service after the effective date of this AD, and at intervals thereafter not to exceed 25 hours' time in service from the last inspection until modification in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, is accomplished. Replace cracked parts before further flight (b) Replace propeller hub spiders having accumulated less than 400 hours' time in service since new or last overhaul in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, prior to the accumulation of 500 hours' total time in service since new or last overhaul. (c) Replace propeller hub spiders having accumulated 400 or more hours' time in service since new or last overhaul in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, prior to the accumulation of 100 hours' time in service after the effective date of this AD. (Hartzell Service Bulletin No. 32 dated March 9, 1955, amended August 11, 1964, covers this subject.) This directive effective January 15, 1965 Revised April 8, 1965. Revised June 18, 1965.
83-23-05: 83-23-05 GENERAL DYNAMICS (Convair): Amendment 39-4773. Applies to Model 240 series and all military models eligible or to be made eligible for civil use under Type Certificate A- 793 and all such model airplanes converted to turbo propeller power, certificated in all categories, equipped with a forward right hand cabin "Main Entrance Door and Stairs - Mechanism Installation," P/N 240-3110695, regardless of whether or not the stairs have been replaced with a crew ladder. Compliance is required as indicated unless already accomplished. To prevent separation of the main entrance door in flight due to a malfunction of the door latching systems, accomplish the following: A. Within the next 30 days or 100 hours time in service, whichever occurs first after the effective date of this AD, perform a visual inspection and functional test of the forward right hand cabin main entrance door primary and secondary latch mechanisms, linkages, switch plungers, and switches to insurethat these elements function properly. Accomplish this using paragraphs (1) and (2), below, and the instructions as specified in paragraph 2, "Accomplished Instructions," of General Dynamics, Convair Division Service Bulletin 600 (240D) No. 53-6 dated May 25, 1983, or equivalent means approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. (1) In the primary latching mechanism, the main entrance door latch link attaching arms must be thrown up, inboard, then down and over-center on both forward and aft door hooks. Each hook will move a plunger and lever to actuate separate warning switches to indicate that the primary latching mechanism is in the closed position. (2) In the secondary latching mechanism a forward moving linkage rod will guide separate pins through each door hook in the closed position, then up against stops in the aft and forward latch housings. This action simultaneously activates a door open warning switch to indicate that the secondary latching mechanism is in the closed position, and that the main entrance door is now securely closed and locked. NOTE 1. Failure of the primary latching mechanism to operate as designed may be caused by numerous conditions. One condition defeating the warning light exists when the main entrance door lock indicating pin or plunger is restricted in the depressed position. This may be due to rust, corrosion, a weak or broken pin spring, grease that has aged and hardened, or an accumulation of dirt and sand in the latch housing. Refer to appropriate Convair-Liner maintenance manual for other conditions. NOTE 2. Failure of the secondary latching mechanism to operate as designed may also be caused by numerous conditions. One condition exists when a linkage rod fails to move the pins completely through the door hooks due to a bent rod, loose adjustment nuts or actuating linkage out of adjustment. Refer to appropriate Convair-Liner maintenance manualfor other conditions. B. Defective units of the primary and secondary main entrance door latch locking mechanism discovered during accomplishment of paragraph A, above, must be repaired or replaced prior to further flight. C. Repeat the inspections and tests specified in paragraph A. of this AD at intervals not to exceed twelve calendar months since the last such inspection. D. Prior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification, the airplane must be inspected and tested in accordance with paragraph A. of this AD. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the inspections and tests required by paragraph A. of this AD. F. Alternative means of compliance providing an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest MountainRegion, Hawthorne, California. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to General Dynamics, P.O. Box 80877, San Diego, California 92138, ATTN: Mr. Larry Hayes, Manager, Product Support, Convair Division. These documents also may be examined at Regional Rules Docket, Office of Regional Counsel, FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Western Aircraft Certification Office, FAA, Northwest Mountain Region, 15000 Aviation Blvd., Hawthorne, California. This amendment becomes effective November 28, 1983.
80-17-05: 80-17-05 BELL: Amendment 39-3875. Applies to Models 206A, 206B, 206A-1, 206B-1, and 206L helicopters equipped with tail rotor blades, P/N 206-010-750-005 and -007, certificated in all categories (Airworthiness Docket No. 80-ASW-18). Compliance required as indicated. To prevent possible failure of tail rotor blades, P/N 206-010-750-005 and -007, due to fatigue cracks, accomplish the following: a. Before the first flight of each day after the effective date of this AD, visually check for chordwise cracks in the tail rotor blade skin surfaces in the area between Blade Station 7.1 and 11.1 using a three-power or higher magnifying glass. (Blade Station 0 is the center of the tail rotor yoke.) b. Replace tail rotor blades having cracks before further flight. c. Blades with 450 or more hours' time in service (as calculated in paragraph (e) below) on the effective date of this AD must be removed from service within the next 50 hours' time in service. d. Blades with less than 450 hours' time in service (as calculated in paragraph (e) below) on the effective date of this AD must be removed from service prior to or on attaining 500 hours' time in service. e. For purposes of this AD, hours' time in service is calculated by the following formula: Time on 206A/B Series + Time on 206L = Calculated Time in Service 2.4 f. The check required by paragraph (a) of this AD may be performed by the pilot, providing the pilot's logbook has been endorsed by a properly rated mechanic stating that the pilot has been trained to conduct the daily check in accordance with this AD. NOTE: For the requirements regarding the listing of compliance with this AD in the aircraft maintenance record, see FAR 91.173. (Bell Helicopter Textron Operations Safety Notice No. 206-79-5/206L-79-2, dated December 4, 1979; Alert Service Bulletin Nos. 206-80-6 dated February 22, 1980, and 206L-80- 8, Rev. A, dated June 3, 1980; and Technical Bulletin Nos. 206-78-3 dated July 18, 1978, and 206L-79-38 dated September 28, 1979, pertain to this subject.) This amendment becomes effective September 10, 1980.
2015-24-02: We are adopting a new airworthiness directive (AD) for Viking Air Limited Model DHC-3 Airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 corrugation cracking found at various wing stations and on the main spar lower cap. We are issuing this AD to require actions to address the unsafe condition on these products.
84-06-03: 84-06-03 SHORT BROTHERS LTD: Amendment 39-4833. Applies to Model SD3-30 series airplanes as listed in Short Brothers Ltd. Service Bulletin SD3-24-18 dated November 1983, certificated in all categories. Compliance is required as indicated unless previously accomplished. To prevent short circuiting of the ECE141CC01A line contactor, accomplish the following: A. Within the next 60 days or 300 hours time in service, whichever occurs first after the effective date of this AD, modify the ECE141CC01A line contactor on the 1C and 2C panels in accordance with Short Brothers Ltd., Service Bulletin SD3-24-18 dated November 1983. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective April 9, 1984.