Results
2015-23-01: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model 269A, 269A-1, 269B, 269C, 269C-1, 269D, and TH-55A helicopters. This AD requires repetitively inspecting and lubricating the tail rotor (T/R) driveshaft splined fittings. This AD was prompted by a report that the T/R driveshaft can disconnect due to deterioration of the splined coupling. The actions are intended to detect and prevent excessive wear of the splined coupling, which could lead to failure of the T/R driveshaft and subsequent loss of control of the helicopter.
82-03-02: 82-03-02 DETROIT DIESEL ALLISON: Amendment 39-4305. Applies to all Model 250-C28B engines installed in, but not limited to, Bell Model 206L-1 rotorcraft certificated in all categories. Compliance is required as indicated, unless previously accomplished. To preclude possible engine power loss resulting from intermittent or spurious activation of the N2 (Electronic) Overspeed Control System, accomplish the following before further flight: (1) Disarm the aircraft installed engine N2 Overspeed Circuit Breaker by pulling the N2 Overspeed Circuit Breaker and secure by wrapping with tape or placing a Ty-wrap (or equivalent plastic tie strap) around the breaker stem. (2) Install placard which states: "ENG OVSP CIRCUIT DEACTIVATED" in 1/4" or larger letters adjacent to N2 Overspeed Circuit Breaker. NOTE: The engine electronic overspeed test and the engine electronic overspeed trip system outlined in the rotorcraft Flight Manual will no longer function with the circuit breaker deactivated. (3) Install a P/N AN814-4DL or Alternate Plug and P/N AS3084-04 Packing in the outlet port of the N2 Overspeed Solenoid Valve. Tighten and safety with lockwire. NOTE: This action further assures deactivation of the N2 (Electronic) Overspeed Control System. Primary overspeed protection is still provided by the mechanical power turbine fuel governor. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration, Central Region. NOTE: Detroit Diesel Allison Commercial Engine Alert Bulletin CEB-A-73-2020 refers to this subject. This amendment becomes effective February 4, 1982.
79-21-09 R1: 79-21-09 R1 CONSOLIDATED AERONAUTICS: Amendment 39-3589 is further amended by Amendment 39-4128. Applies to Colonial C-1, Colonial C-2, Lake LA-4, Lake LA-4A, Lake LA-4P, and Lake LA-4-200 airplanes with an anchor light or bilge pump installed with a power line which bypasses the battery relay. Compliance required within the next 50 hours time in service unless already accomplished. To preclude burning of power wires in case of an electrical short, install a Cole-Hersee 3031-D fuse holder and a Buss AG5A 5 ampere fuse, or FAA approved equivalents, within 4 inches of the battery relay, in the power lines for the anchor light and bilge pump. (Lake Aircraft Division, Consolidated Aeronautics Service Bulletin B-62 pertains to the installation required by this AD.) Upon request, an equivalent method of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. Amendment 39-3589 became effective upon publication in the FEDERAL REGISTER. This Amendment, 39-4128, becomes effective June 8, 1981.
2015-06-02 R2: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8-TC320 airplanes. This AD revises AD 2015-06- 02 R1, which required inspection to detect and correct the omission of steel washers at each isolator mount location. This AD retains the actions of AD 2014-06-02 R1 but corrects the AD number in the parenthetical of the compliance time in paragraph (f)(1) of the AD. This AD was prompted by reports of missing required engine mount fire seal washers, which could reduce the engine retention capability in the event of a fire. We are issuing this AD to require actions to address the unsafe condition on these products.
63-10-01: 63-10-01 FAIRCHILD: Amdt. 563 Part 507 Federal Register May 7, 1963. Applies to all C-82A and C-82A Jet Packet Aircraft equipped with Pratt & Whitney R-2800 Military or Civil C, CA, or CB Series engines and Hamilton Standard 33E60/6491-0 or 33E60/6801-0 Propellers. Compliance required as indicated. Premature wear in the bushings in the original rear (heavyweight crankshaft vibration dampers in R-2800 "C" Series engines reduces crankshaft damping characteristics such as to cause propeller blade vibration stresses above the safe limit for continuous service. In addition, flight operation at grass weights in excess of 36,500 pounds with unmodified Hamilton Standard 6491-0 propeller blades installed, imposes blade vibration stresses above the safe limit for continuous service. To prevent propeller blade fatigue failures from these causes, the following modifications and engine operating limitations are required: (a) On airplanes equipped withany of the engines specified herein, prior to 100 hours' time in service after the effective date of this AD, accomplish the following: (1) Install the following placard on the instrument panel in full view of the pilot: "Avoid operation between 1,550 and 1,650 r.p.m." (2) Apply red arc markings on the tachometers over this restricted speed range. (b) On airplanes equipped with R-2800-C Series engines having the original C series type crankshaft with heavyweight front and rear vibration dampers accomplish one of the following within the next 300 hours' time in service after June 6, 1963, for engines which had 350 or more hours' time in service since new or overhaul on June 6, 1963, or prior to the accumulation of 650 hours' time in service since new or overhaul for engines which had less than 350 hours' time in service since new or overhaul on June 6, 1963: (1) Replace the crankshaft assembly with crankshaft assembly, P/N 326054, in accordance with Pratt & Whitney Aircraft Service Bulletin No. 1687 dated April 22, 1958. Identify engines so modified by adding suffix letter " D" to the engine model designation on the nameplate. (2) Replace present engines with engines incorporating the CA or CB type crankshaft. These engines are identified by the suffix letter H or D on the engine model designation on the nameplate. (c) On 33E60/6491-0 propellers, prior to 300 propeller hours' time in service after the effective date of this AD, accomplish one of the following: (1) Replace the 6491-0 propeller blades with 6801-0 blades. (2) Replace present 6491-0 blades with 6491-0 blades which have had the blade shanks cold rolled and the inner portion of the blades shotpeened by Hamilton Standard or by a method approved by the FAA. Note. - Hamilton Standard has advised that only blades which have had no time in service and which are in good condition otherwise, will be accepted for this rework. (d) On 33E60/6491-0 or 33E60/6801-0 propellers, prior to 300 propeller hours' time in service after the effective date of this AD, the barrel bolt lugs on the 33E60 hubs shall be reworked and shotpeened and the inside of the barrel arms shotpeened in accordance with Detailed Instruction No. 6 of Hamilton Standard Bulletin No. 628 dated January 30, 1962. (e) The propeller modifications specified in (c) and (d) are not required provided the operating limitations of this airplane are revised to limit the operating gross weight to 36,500 pounds and to limit the maximum takeoff power to 2,100 hp. This directive effective June 6, 1963. Revised January 27, 1965.
79-24-07: 79-24-07 DETROIT DIESEL ALLISON: Amendment 39-3624. Applies to Aeroproducts Models A6441FN-606 and -606A propeller blades. Compliance is required as indicated. To preclude propeller blade failure due to fatigue, complete an interim inspection of the blades in accordance with Detroit Diesel Allison Commercial Service Letter 501-D13/-606 CSL-240 dated March 1, 1976 thru Revision 3 dated July 26, 1977 as follows: NOTE: The fluorescent magnetic particle method must be used. a. If blades have more than 4000 hours since the last interim inspection or overhaul, complete an inspection within the next 150 hours time in service. b. If blades have 3150 to 4000 hours since the last interim inspection or overhaul, complete an inspection within the next 450 hours, or prior to exceeding 4150 hours, whichever occurs first. c. If blades have 2550 to 3149 hours since the last interim inspection or overhaul, complete an inspection within 600 hours, or prior to exceeding 3600 hours, whichever occurs first. d. If blades have less than 2550 hours since the last interim inspection or overhaul, complete an inspection prior to exceeding 3150 hours. e. If blade cracks are found during these inspections and/or if spalled areas are found exceeding limits as per CSL-240, entire propeller hub must also be inspected per CSL-240. f. Report the results of all inspections to Chief, Engineering and Manufacturing Branch, AGL-210, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by Office of Management and Budget under OMB No. 04-RO-174.) g. All subsequent interim inspections shall be carried out at intervals not to exceed 3150 hours time in service. h. Alternate inspections or other actions which provide equivalent levels of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This amendment becomes effective December 5, 1979.
2000-23-32: This amendment adopts a new airworthiness directive (AD) that applies to certain DG Flugzeugbau GmbH (DG Flugzeugbau) Models DG-500 Elan Series, DG-500M, and DG-500MB sailplanes. This AD requires you to visually inspect the elevator control system for proper movement, obtain and incorporate a repair scheme if improper movement is found, and modify and install resin thickened cottonflock reinforcements to the elevator control system as a way to increase the stiffness of the elevator control support stand. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Federal Republic of Germany. The actions specified by this AD are intended to detect and correct improper movement in the elevator control system and to increase the stiffness of the elevator control support stand. Without accomplishing these actions, the pilot's capability to use full elevator control deflection could be limited, which could require increased force in moving the elevator control with a consequent potentially uncontrolled flight condition.
2015-21-04: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney (PW) PW4164, PW4168, PW4168A, PW4164-1D, PW4168-1D, PW4168A-1D, and PW4170 turbofan engines. This AD was prompted by crack finds in the 6th stage low-pressure turbine (LPT) disk. This AD requires [[Page 64313]] removal of the affected 6th stage LPT disks. We are issuing this AD to prevent failure of the 6th stage LPT disk, which could lead to an uncontained disk release, damage to the engine, and damage to the airplane.
81-08-51: 81-08-51 DEHAVILLAND AIRCRAFT OF CANADA: Amendment 39-4263. Applies to DeHavilland DHC-7 series airplanes, serial numbers 3 through 42 inclusive. 1. To prevent failure of the main landing gear to extend, unless already accomplished, accomplish the following within the next ten hours time-in-service: A. Using a suitable sharp pointed tool, attempt to rotate the thickest washer under the head of each bolt attaching the main landing gear actuator brackets P/N's 75710543-003 and 75710542-003 to the wing skin on each inboard nacelle. B. If rotation is observed, replace existing barrel nuts DSC 100-8, retainers and washers with Esna barrel nuts P/N 2452-080 and washers P/N's MS20002-C8 and MS20002- 8 in accordance with DeHavilland Engineering Order 72136 prior to further flight. Torque bolts to 850-900 inch-lbs. and wirelock. 2. To prevent possible malfunction of the flaps, unless already accomplished, accomplish the following within the next ten hours time-in-service: A. Using a 9/16 inch, 12 point socket wrench with standard length handle, attempt to tighten all bolts attaching the number 4 flap track bracket to each wing. Ref. PSM 1-7- 4, Chapter 57-52-00, Fig. 15, Item 160, for bolt location. B. If movement of the bolt head is observed, replace existing barrel nuts DSC 100-8 with Esna barrel nuts P/N 2452-080 using additional MS20002-C8 washers, as required, to ensure correct bolt engagement in accordance with Engineering Order 72139 prior to further flight. Torque bolts to 900-1000 inch-lbs. 3. For aircraft Serial Numbers 28 through 42 inclusive, repeat inspections specified in paragraphs 1 and 2 above daily until replacement of existing barrel nuts DSC 100-8 is accomplished, in accordance with subparagraphs 1B and 2B, above. 4. For aircraft Serial Numbers 28 through 42 inclusive, replacement of existing barrel nuts DSC 100-8 is required within 50 hours time-in-service following receipt of this AD. 5. Alternatemeans of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective November 25, 1981 and was effective earlier to those recipients of Telegraphic AD T-81-08-51 dated April 10, 1981.
86-25-03: 86-25-03 THE DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5478. Applies to all Model DHC-7 and DHC-8 series airplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent the elevator trim-tab from becoming inoperable due to accumulated water freezing in the trim-tab jack-screw housing, accomplish the following, unless already accomplished. A. For Model DHC-7 airplanes, within three months after the effective date of this AD, incorporate de Havilland Modification Number 7/2489 to provide a drain hole in the elevator trim-tab jack-screw housing in accordance with the "Accomplishment Instructions" contained in de Havilland Service Bulletin No. 7-27-76, dated January 17, 1986. B. For Model DHC-8 airplanes, within three months after the effective date of this AD, incorporate de Havilland Modification Number 8/0415 to provide a drain hole in the elevator trim-tab jack-screw housing in accordance with the "Accomplishment Instructions" contained in de Havilland Service Bulletin No. 8-27-15, dated January 17, 1986. 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, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain upon request to de Havilland Aircraft Company of Canada, a Division of Boeing of Canada Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective January 12, 1987.
84-08-04: 84-08-04 BEECH: Amendment 39-4931. Applies to Model A36TC (S/Ns EA-1 thru EA-241 ((modified in accordance with Beech Service Instructions No. 1191)), and EA-243 thru EA-272), and Model B36TC (S/Ns EA-242, EA-273 thru EA-382, EA-384 thru EA-396, EA-398 thru EA- 404, EA-406 thru EA-409, EA-411 thru EA-415, and EA-418) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of engine oil due to blockage of the turbocharger oil return line check valve, accomplish the following: (a) Prior to further flight after the effective date of this AD: (1) Inspect the turbocharger oil return line check valve per Beechcraft Service Bulletin No. 2027 to determine if a P/N 101-389011-55 check valve is installed. This valve may be identified by the blue color and the P/N on the valve outlet end fitting. (i) If a Beech P/N 101-389011-55 check valve is not installed, the airplane may be returned to service without further action. (ii) If a Beech P/N 101-389011-55 check valve is installed, prior to return to service and within each additional five hours time-in-service until replaced, inspect and clean this valve in accordance with Beech Service Bulletin No. 2027. (b) Within the next 25 hours time-in-service after the effective date of this AD on airplanes on which a Beech P/N 101-389011-55 check valve is installed, modify this part to, or replace it with, a Beech P/N 101-389011-69 check valve in accordance with Beech Service Bulletin No. 2027. (c) The repetitive inspections in paragraph (a)(ii) are not required when a Beech P/N 101-389011-69 check valve is installed. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 100, 1801 Airport Road, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 946-4400. This amendment becomes effective on October 15, 1984, to all personsexcept those to whom it has already been made effective by priority letter from the FAA dated April 25, 1984.
2015-15-06: We are superseding Airworthiness Directive (AD) 2003-13-01 for certain The Boeing Company Model 767 airplanes. AD 2003-13-01 required an inspection to detect cracks and fractures of the outboard hinge fitting assemblies on the trailing edge of the inboard main flap, and follow-on and corrective actions if necessary. For certain airplanes, AD 2003-13-01 required an inspection to determine if a tool runout option has been performed in the area. This new AD reduces certain compliance times, adds airplanes to the applicability, and provides optional terminating action for certain inspections. This AD was prompted by reports of hinge assembly fractures found before certain required compliance times in AD 2003-13-01. We are issuing this AD to prevent the inboard aft flap from separating from the wing and potentially striking the airplane, which could result in damage to the surrounding structure and potential personal injury.
60-06-04: 60-06-04 CONTINENTAL: Amdt. 114, Part 507, Federal Register March 11, 1960. Applies to E165, E185, and E225 Series Engines Equipped with Delco-Remy Generators P/N 1101886, 1101887, 1101888, and 1101908. Compliance required at next periodic inspection, engine overhaul or generator removal whichever occurs first, but in any case not later than December 31, 1960. To prevent failure of the generator drive gear retaining nut internal tooth lockwasher (CMC P/N 531232) remove the generator and inspect the generator drive to determine whether the internal tooth lockwasher or the plain flat washer (CMC P/N 401507) is installed. If the internal tooth lockwasher is installed, remove it and install the flat washer. (Note: The flat washer is not an aircraft standard part.) Use a new retaining nut (CMC P/N 531231, Esna P/N 29NTE-064 or equivalent) for reassembly. Apply a torque of 175-195 inch-pounds to the nut. (Continental Motors Corporation Service Bulletin M57-4 covers this same subject.)
83-17-06: 83-17-06 CESSNA: Amendment 39-4716. Applies to Models 180 through 180H, 180J and 180K airplanes, modified per Robertson STC SA1435WE; 150D through 150L airplanes, modified per Robertson STC SA2191WE; 150D through 150L airplanes, modified per Robertson STC SA2192WE; 185, 185A through 185E, A185E and A185F airplanes, modified per Robertson STC SA1441WE; 182 through 182R, R182, T182 and TR182 airplanes, modified per Robertson STC SA1382WE; and 172, 172A through 172P airplanes, modified per Robertson STC SA1689WE airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent possible destructive aileron flutter, accomplish the following: a) Check the permanent aircraft records of the airplane to determine if it has been modified per the applicable STC at Robertson Aircraft Corporation Repair Station No. 415-23 prior to August 1, 1983. If not, no furtheraction is necessary. If, modified at this facility before this date, inspect and, if necessary, correct the aileron balance weight installation in accordance with paragraph b) of this AD. b) Measure the height of all aileron balance weights. If the measured height of all weights is approximately 3/4 inch, the weights are correctly installed and no further action is necessary. If the measured height of any weight is approximately 1/2 inch, prior to further flight, install new balance weights of the appropriate part number in accordance with the applicable STC data or Robertson Service Bulletin No. 20. Rebalance the ailerons within the limits specified by the Cessna Aircraft Company Service Manual for the airplane involved. c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. d) An equivalent method of compliance with this AD may be used if approved by the Manager, Seattle Aircraft Certification Office, FAA, NorthwestMountain Region, 9010 East Marginal Way South, Seattle, Washington 98168. This amendment becomes effective on September 1, 1983.
83-26-04: 83-26-04 BRITISH AEROSPACE: Amendment 39-4791. Applies to all Model HS 748 2A and 2B series airplanes certificated in all categories. Compliance is required as indicated. To prevent the gust locks of the control surfaces from re-engaging during flight, accomplish the following within the next 60 days after the effective date of this AD, unless previously accomplished: A. Replace the existing elevator, rudder and aileron lock levers with new parts in accordance with the Accomplishment Instructions of British Aerospace HS 748 Service Bulletin 27/88, Revision 2, dated April 22, 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 January 11, 1984.
2015-19-14: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model BO-105A, BO-105C, [[Page 58352]] and BO-105S helicopters. This AD requires inspections to detect oil contamination in the main gearbox (MGB). This AD was prompted by initial findings from an accident investigation of a Model BO-105 helicopter, which indicated deterioration of the MGB caused by a contaminated oil supply. The actions of this AD are intended to detect oil contamination in the MGB, which could result in MGB deterioration, MGB failure, and subsequent loss of control of the helicopter.
81-04-02: 81-04-02 GULFSTREAM AMERICAN CORPORATION: Amendment 39-4035. Applies to all Gulfstream I (G-159) airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible operation at degraded performance levels due to inaccurate performance data presented in the AFM, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, incorporate FAA approved Gulfstream I (G-159) Interim Revisions 23-5, dated October 30, 1980, and 23-6, dated November 28, 1980, into the AFM and operate the airplane accordingly. (b) These interim revisions may be removed from Gulfstream I (G-159) AFM when FAA approved Revision 24 is incorporated. An equivalent means of compliance may be approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective February 12, 1981.
57-12-05: 57-12-05 CONVAIR: Applies to All Model 340 Aircraft. Compliance as indicated below. Several reports have been received of cracks occurring in the spar of the left-hand elevator in the area of the cutouts for the tab controls. The cracks originated in the area of the bolts that attach the support bracket for the tab control idler to the spar and in some cases, the cracks extend to a corner of one of the spar cutouts. Reports also indicate that the two angles P/N 340-2210114-10 and -111 above and below the spar openings have been cracked. 1. Compliance required as soon as possible but not later than the next 100 hours of operation unless already accomplished and at each 250 hours of operation thereafter. Inspect the left-hand elevator spar for cracking as described above. If cracks are found, they shall be repaired before the next flight. (Convair "Service Airgram" No. 212, dated March 15, 1957, sections 1 through 7 illustrate a satisfactory means of repairing cracks in the elevator main spar.) 2. The special inspection period specified in item 1 may be discontinued and the regular inspection periods resumed after the following is accomplished: (a) Repair of all cracks found during the inspection of the left-hand elevator spar as indicated in item 1. (b) Reinforce the elevator spar in the vicinity of the tab control idler attachment. A satisfactory means of reinforcing the elevator spar is described in sections 8 and 9 of Convair "Service Airgram" No. 212. Reinforcement to be accomplished regardless of whether or not cracks are found.
83-15-01: 83-15-01 BRITISH AEROSPACE: Amendment 39-4690. Applies to H.S. 748 Series 2A airplanes certificated in all categories. Compliance is required as indicated. To assure that propeller control circuit relays have proper resistance levels for the internal insulation and to correct the wiring connections to the propeller control circuit and thereby prevent multiple propeller feathering, accomplish the following, unless already accomplished: 1. Within 100 hours time in service after the effective date of this AD, and prior to each installation of a replacement relay, conduct an insulation resistance check of relays 34 and 35, type 7CZ105648/1 or 7CZ105648/2 in the propeller control circuit in accordance with paragraph 2.A or 2.B, as appropriate, Accomplishment Instructions of British Aerospace H.S. 748 Aircraft Service Bulletin 61/31 dated January 1980. Replace any relay with less than 50 megohms resistance. Reconnect the wiring to relays 34 and 35 in accordance with paragraph 2.Cof the service bulletin and conduct the propeller auto feathering check in accordance with paragraph 2.D of the service bulletin. 2. 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. 3. 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 August 1, 1983.
2015-19-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by reports of latently failed fuel shutoff valves discovered during fuel filter replacement. This AD requires revising the maintenance or inspection program to include new airworthiness limitations. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine and auxiliary power unit (APU), which \n\n((Page 55513)) \n\ncould result in the inability to shut off fuel to the engine and APU and, in case of certain fires, an uncontrollable fire that could lead to structural failure.
82-03-05: 82-03-05 MAULE AIRCRAFT CORPORATION: Amendment 39-4309. Applies to Model M-5-235C, serial numbers 7322C, 7350C, A7354C, A7355C, A7358C, A7360C, A7361C, 7364C, 7365C, A7366C, A7367C; Model M-6-235, serial numbers 7356C, 7379C, 7380C, 7382C through 7388C, and 7390C, airplanes certificated in all categories. Compliance is required within the next 25 hours time in service after the effective date of this AD unless already accomplished. To prevent engine stoppage, accomplish the following: Install drain tube, using Maule P/N 5393A and using two hose clamp P/N 10047A-32, in the engine alternate air hose at the lowest point in the hose in accordance with Maule Service bulletin #3 dated November 6, 1981. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, 3400 Norman Berry Drive, East Point, Georgia 30344. Maule Aircraft Service Bulletin #3 dated November 6, 1981, pertains to this subject.Make an appropriate maintenance record entry. This amendment becomes effective February 11, 1982.
2015-17-23: We are adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ airplanes. This AD was prompted by a determination that more restrictive fuel limitations are needed. This AD requires revising the maintenance or inspection program to incorporate new compliance times and fuel limitations. We are issuing this AD to detect and correct fatigue cracking of various structural elements and prevent ignition sources in the fuel system.
80-08-03: 80-08-03 GENERAL DYNAMICS: Amendment 39-3734. Applies to Model 240, T-29, 340, 440, and C-131 and all such model airplanes converted to turbopropeller power in accordance with STC SA1054WE, known as Model 600, and STC's SA4-1100 and SA1096WE, known as Model 580 and Model 640, respectively, certificated in all categories. Compliance required as indicated. To detect incipient failure of the pilots' windshield, direct vision windows, sliding windows, P/N 340-3110307-7 or -8, and cabin windows and to provide for a modification to prevent door collapse on certain airplanes, accomplish the following: (a) For sliding windows P/N 340-3110307-7 or -8, which are five years or older after June 30, 1980, prior to further pressurized flight replace the window with a like serviceable part and inspect in accordance with paragraph (c). Replacement of the sliding windows, P/N 340- 3110307-7 or -8 with a new sliding window, P/N 340-3110307-9 or -10, eliminates the inspection requirements of this AD on the sliding window. (b) If an airplane is to be operated with damage to the sliding windows, or cabin windows exceeding the limits specified in the referenced applicable service bulletins specified in paragraph (c) or with sliding windows P/N 240-3110315-6 or -7; or with sliding windows, P/N 340-3110307-7, or -8, which are five years old or older after June 30, 1980, or twelve years old or older as of the effective date of this AD, or with cabin windows which are twelve years or older after the effective date of this AD, prior to further flight, install a placard in plain view of the flight crew stating: "Pressurized flight prohibited." The placard may be removed when the inspections or window replacements required by this AD have been complied with. (c) For those sliding windows, P/N 340-3110307-7 and -8, in airplanes used in pressurized operations; Within the next 100 hours' time in service from the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect windows per paragraph 2.D.(4) under the "Sliding Windows" Section, page 45 of General Dynamics Service Bulletin 640 (340D) No. 53-5B dated January 16, 1980, or page 46 of Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980. (d) For those sliding windows P/N 340-3110307-7 and -8 that have been in storage or installed on airplanes which have been in storage, or installed on airplanes operated unpressurized, which, after the effective date of this AD, are to be used in pressurized operation: Prior to return to pressurized flight, unless inspected within the last 30 days or 100 hours' time in service, whichever occurs first, inspect per paragraph (c). (e) For those pilots' windshields with chronological age of 12 years or more from date of manufacture, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the pilots' windshields per paragraph 2.D.4 under the Pilots' Windshield Section, page 39 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 38 of General Dynamics Service Bulletin 640 (340D) No. 53-5B, dated January 16, 1980. (f) For those direct vision windows with over 12 years time in service, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the direct vision windows per paragraph 2.D.4 under the DV Windows Section, page 41 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 40 of General Dynamics Service Bulletin 640 (340D) No. 53-5B, dated January 16, 1980.(g) For those cabin windows with over 12 years time in service, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the cabin windows per paragraph 2.D.(4) under the "Cabin Windows" Section, page 49 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 49 of General Dynamics Service Bulletin 640 (240D) No. 53-5B, dated January 16, 1980. (h) For those cabin windows twelve years of age or older after the effective date of this AD that have been in storage or installed on airplanes which have been in storage, or installed on airplanes operated unpressurized, which, after the effective date of this AD, are to be used in pressurized operation: Prior to return to pressurized flight, unless inspected within the last 90 days or 500 hours' time in service, whichever occurs first, inspect per paragraph (g). (i) On Models 340, 440, 580 and 640: As of the effective date of this AD, a condition for airworthiness certification shall be modification of the cockpit door in accordance with General Dynamics Service Bulletin 640 (340D) No. 25-9, dated November 16, 1970. (j) 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 required by this AD. (k) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective May 5, 1980.
81-12-05: 81-12-05 HAMILTON STANDARD: Amendment 39-4131. Applies to all Hamilton Standard 24PF propellers with air-melt barrels, Part Number 772531-1, installed on DeHavilland DHC-7 aircraft. (Note: This AD does not apply to propellers with vacuum-melt barrels, Part Number 772531-2.) Compliance is required as indicated. To determine the presence of spalling in the bearing raceway surfaces of the barrel and blade split races, visually inspect in accordance with the procedure contained in the accomplishment instruction section of Hamilton Standard Service Bulletin HS Code 24PF No. 17, Revision 2 dated April 10, 1981, or later FAA approved revision, or equivalent means approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. Inspect in accordance with the following schedule: a. For propellers with 2,900 hours or more time in service since new, compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished within the last 1,400 hours time in service, and thereafter at intervals not to exceed 1,500 hours time in service from the last inspection required by this AD. b. For propellers with less than 2,900 hours time in service since new, compliance is required prior to the accumulation of 3,000 hours time in service, unless already accomplished within the last 1,400 hours time in service, and thereafter at intervals not to exceed 1,500 hours time in service from the last inspection required by this AD. c. Propellers with spalled barrels must be removed from service prior to further flight and replaced with airworthy propellers. Propellers with spalled split race(s) must have the race(s) replaced prior to further flight in accordance with Service Bulletin 24PF-17, Revision 2 dated April 10, 1981, or later FAA approved revision. d. Results of all propeller inspections required by this AD, including serial numbers and times in service, are to be forwarded toFederal Aviation Administration, Engineering and Manufacturing Branch, AGL-210, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by the Office of Management and Budget under OMB Number 04-R0174.) e. After successfully completing two consecutive 1500 hour inspections without seeing any evidence of barrel or bearing race spalling, the repetitive 1500 hour inspections required by this AD may be discontinued. f. Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in this AD provided such requests are made through an FAA Maintenance Inspector, and the request contains substantiating data to justify the request for that operator. g. For purpose of this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer may obtain copies upon request to Hamilton Standard, Division of United Technologies Corporation, Windsor Locks, Connecticut 06096. These documents may also be examined at the Great Lakes Regional Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This amendment becomes effective June 15, 1981.
60-20-02: 60-20-02 HAMILTON STANDARD: Amdt. 201 Part 507 Federal Register September 23, 1960. Applies to All 34E60 Propellers. Compliance required as indicated. As a result of two recent dome cap fractures one resulting in propeller overspeed and inability to feather the following must be accomplished: (a) All dome caps must be examined in the threaded area for crack indications in the inside diameter and outside diameter by means of visual or dye penetrant or magnetic particle inspection within the next 50 hours' time in service unless already accomplished within the last 50 hours. (b) Dome caps inspected visually only must be reexamined by means of dye penetrant or magnetic particle inspection within the next 200 hours' time in service. (c) Caps with indications of cracks must be replaced with caps which have also been inspected in accordance with the foregoing inspection provisions and found to have no crack indications. (d) Upon reinstallation caps mustbe tightened to 350-450 foot-pounds. (e) Dome caps must be reexamined by means of dye penetrant or magnetic particle inspection within the next 350 hours' time in service after the last dye penetrant or magnetic particle inspection made in accordance with paragraphs (a) or (b). This inspection must be repeated at intervals not to exceed 350 hours' time in service until new design-strengthened dome caps, P/N 565334, have been installed. (Hamilton Standard telegram to all operators dated September 16, 1960, covers this same subject.) NOTE: The replaced caps should be returned to Hamilton Standard. (Hamilton Standard telegram dated August 29, 1960, covers this subject.) This airworthiness directive sent by telegram to all known operators of Douglas DC-7 Series and Boeing B-377 aircraft equipped with Hamilton Standard 34E60 propellers on September 2, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegram of September 2, 1960. Revised October 15, 1960.