Results
94-01-10 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 757-200 and -200PF series airplanes, that currently requires inspections, adjustments, and functional checks of the engine thrust reverser system; and modification of the engine thrust reverser directional control valve. The existing AD also requires installation of an additional thrust reverser locking feature and periodic functional tests of the locking feature following installation. That AD was prompted by results of a safety review of the thrust reverser system on these airplanes. The actions specified by that AD are intended to prevent deployment of a thrust reverser in flight and subsequent reduced controllability of the airplane. This action reduces the applicability of the existing AD. \n\nDATES: Effective September 18, 2003.\n\n\tThe incorporation by reference of certain publications, as listed in the regulations, was approved by the Director of the Federal Register asof March 3, 1994 (59 FR 4558, February 1, 1994). The incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of September 16, 1991 (56 FR 46725, September 16, 1991). (The document numbers of these certain publications were\ncited erroneously in the September 16, 1991, issue of the Federal Register, as listed in the regulations.)
47-41-06: 47-41-06 BELL: (Was Mandatory Note 18 of AD-1H-2.) Applies to All Models of 47B Series, Through Serial Number 71. Compliance required prior to next periodic inspection. The butt plate screws of the main rotor blade should be staked in accordance with Bell Service Bulletin 47C50 dated July 22, 1947, to prevent them from working loose in service.
94-14-10: 94-14-10 CURTISS-WRIGHT: Amendment 39-9471. Docket 94-ANE-36. Applicability: Curtiss-Wright R1820 series reciprocating engines, installed on the following U.S. registered aircraft: N313WB, N7044L, N815SH, and N83AW. NOTE: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configurationon the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent detonation due to low octane, which can result in severe engine damage and subsequent failure, accomplish the following: (a) For engines that are certified to operate on only 91 or higher octane aviation gasoline (avgas) within the next 2 hours time in service (TIS) after the effective date of this airworthiness directive (AD) perform an engine teardown and analytical inspection, and replace with serviceable parts as necessary in accordance with the applicable overhaul manuals. (b) For engines that are certified to operate on 80 octane avgas, within the next 2 hours TIS after the effective date of this AD conduct a differential compression test on all cylinders in accordance with the applicable maintenance manuals, and examinethe oil filter by cutting the oil filter apart and spreading the filter paper out to look for metal particles. If metal particles are present, or if one or more cylinders shows unacceptable compression as specified in the applicable maintenance manuals, perform an engine teardown and analytical inspection, and replace with serviceable parts as necessary in accordance with the applicable overhaul manuals. NOTE: Additional guidance for conducting differential compression tests is contained in paragraph 692 of Advisory Circular (AC) No. 43.13-1A, dated 1988. (c) 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, Engine and Propeller Standards Staff. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Engine and Propeller Standards Staff. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine and Propeller Standards Staff. (d) 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 aircraft to a location where the requirements of this AD can be accomplished. (e) This amendment becomes effective February 13, 1996, to all persons except those persons to whom it was made immediately effective by priority letter AD 94-14-10, issued June 23, 1994, which contained the requirements of this amendment.
2016-01-11: We are superseding Airworthiness Directive (AD) 98-18-26, for certain Airbus Model A320 series airplanes. AD 98-18-26 required repetitive inspections to detect fatigue cracking of the front spar vertical stringers on the wings; and repair, if necessary. This new AD requires repetitive high frequency eddy current (HFEC) inspections for cracking of the radius of the front spar vertical stringers and the horizontal floor beam on frame 36, a rototest inspection for cracking of the fastener holes of the front spar vertical stringers on frame 36, and repair if necessary. This AD was prompted by reports that indicate new repetitive inspections having new thresholds and intervals are needed and that additional work is needed to accomplish the inspections on airplanes on which a previous modification has been accomplished. We are issuing this AD to detect and correct fatigue cracking of the front spar vertical stringers on the wings, which could result in the reduced structural integrity of the airframe.
48-50-01: 48-50-01 FRANKLIN: Applies to All Bellanca 14-13, 14-13-2 and Universal (Stinson) 108, 108-1 Aircraft Equipped With Franklin Model 6A4-150-B3 and B31 Engines With Serial Numbers 11000 to 14000 Inclusive. Compliance required after each 25 hours of operation. To prevent possible cylinder base flange failure, visual inspection for cracks just above the base flange should be made every 25 hours of operation on the early type cylinders until replaced by the later type cylinders. Early type cylinders have a flat section which extends 3/8 inch to 7/8 inch from the outer edge of the base flange. On later type cylinders the flat section has been practically eliminated by extending the ribbed section close to the edge of the flange. It is urgently recommended that early type cylinders be replaced at the earliest opportunity. (Franklin Service Bulletin No. 69 covers this same subject and offers special discounts effective through January 1949, for cylinder replacements). This supersedes AD 48-47-02.
2024-25-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-200, and CN-235-300 airplanes. This AD was prompted by a torn bulkhead seal found jamming the nose landing gear (NLG) emergency cable pulley. Due to the similarity of design, the main landing gear (MLG) emergency cable pulley could be exposed to the same failure mode. This AD requires repetitive inspections and corrective actions for damage of affected bulkhead seals and retainer rings, and repetitive replacement of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2024-25-03: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GVII-G500 and GVII-G600 airplanes. This AD was prompted by a report of cracking in the electrical grounding receptacles located on the left and right wings. This AD requires inspecting the electrical grounding receptacles for cracks and corrosion, performing applicable on-condition actions, and sealing over the grounding receptacles on the top of the wings to permanently disable the receptacle. The FAA is issuing this AD to address the unsafe condition on these products.
2009-02-10: 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: Several reports have been received about roll control problems due to frozen moisture on the aileron pulleys that are located in the LH [left-hand] and RH [right-hand] Main Landing Gear (MLG) wheel bays on the centre wing rear spar, under the wing to fuselage fairings. Investigation revealed that improper sealing of the aerodynamic seals of the Wing-to-Fuselage Fairings can cause rain-or washwater and de-icing fluids to leak onto the affected aileron pulleys. Exposure of the aileron pulleys to the leaked moisture in freezing condition can result in restricted aileron control movement (partly jammed) and/or higher control forces. This condition,if not corrected, could lead to partial loss of control of the aircraft. * * ** * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective April 2, 2009. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of April 2, 2009. The Director of the Federal Register approved the incorporation by reference of a certain other publication listed in this AD as of April 3, 2008 (73 FR 10650, February 28, 2008).
2016-01-14: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (AHD) (previously Eurocopter Deutschland GmbH) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, C-1, and C-2 helicopters. This AD requires an initial and recurring inspection of the N2 control arm and, depending on the outcome of the inspection, repairing or replacing the N2 control arm. This AD was prompted by a report of a heavily corroded and broken N2 control arm. The actions of this AD are intended to detect corrosion, a crack, or a scratch in the N2 control arm, which could lead to failure of the N2 control arm, a drop in rotor speed, and subsequent loss of control of the helicopter.
98-12-22: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron Canada (BHTC) Model 407 helicopters that requires shimming the tail rotor drive system bearing supports (bearing supports). This amendment is prompted by reports of cracked bearing hangar support arms in the area of the fillet radius. The actions specified by this AD are intended to prevent failure of the bearing supports, which could result in excessive tail rotor drive system vibration, loss of tail rotor drive, and subsequent loss of control of the helicopter.
2002-26-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 & 701) series airplanes. This action requires revising the airplane flight manual (AFM) to advise the flightcrew to limit use of the auxiliary power unit (APU) to ground operation only, except for those in-flight emergencies described in the AFM when use of the APU is specified. This action also provides for optional terminating action for the requirements of this AD. This action is necessary to prevent fuel from being sprayed throughout the APU compartment and drawn out of the APU exhaust duct due to a cracked APU fuel nozzle, which could result in a fire or explosion in the APU compartment during flight. This action is intended to address the identified unsafe condition.
47-33-03: 47-33-03 BEECH: (Was Mandatory Note 5 of AD-757-2 and Mandatory Note 4 of AD- 582-2.) Applies to AT-11 and C18S Aircraft. \n\n\tTo be accomplished prior to certification or, if certificated, on next periodic inspection but not later than November 1, 1947. \n\n\tIn order to provide better tail cone drainage, add two drain holes in the tail cone and two 1/4-inch drain holes in the fuselage bulkhead No. 15 as shown in Figure 2. \n\n\n\n\n\t(Beech Service Bulletin No. C18-7 covers this same subject.)
2024-25-02: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) Model LEAP-1B engines. This AD was prompted by a report of a quality escape involving certain high- pressure compressor (HPC) stage 2 seals manufactured without detailed finish machining, which could result in deeper rubs and mechanical damage to the seal teeth of the stage 3-4 compressor rotor blisk (stage 3-4 blisk) of the mating compressor rotor during initial operation. This AD requires a visual inspection of the HPC stage 2 seal, a visual inspection of the forward arm seal teeth of the stage 3-4 blisk, an eddy current inspection (ECI) of the forward arm seal teeth of the stage 3-4 blisk, and replacement of the HPC stage 2 seal and the stage 3-4 blisk, if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2016-01-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of fluid entry and accumulation in the aft equipment bay. This AD requires modifying the aft equipment bay. We are issuing this AD to prevent excessive quantities of flammable fluid accumulation in the aft equipment bay. Flammable fluid entry and accumulation in the aft equipment bay, in excessive quantities, could exceed safe levels maintained by the drainage and ventilation system.
98-04-31: This amendment adopts a new airworthiness directive (AD), applicable to all Fairchild Model F27 and FH227 series airplanes, that requires revising the Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2002-24-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2002-24-51 that was sent previously to all known U.S. owners and operators of the airplane models described previously by individual notices. This AD requires revising the Airplane Flight Manual to require the flightcrew to maintain certain minimum fuel levels in the center fuel tanks and, for certain airplanes, to prohibit the use of the horizontal stabilizer fuel tank and the certain center auxiliary fuel tanks. This action is prompted by reports indicating that two fuel tank pumps showed evidence of extreme localized overheating of parts in the priming and vapor pump section of the fuel pump; such overheating provides an ignition source in the fuel tank during dry running of the pump, which could result in fire/explosion of the fuel tank. The actions specified by this AD are intended to require the flightcrew to maintain certain minimum fuel levels in the center fuel tanks and, for certain airplanes and, for certain airplanes to prohibit the use of the horizontal stabilizer fuel tank and certain center auxiliary fuel tanks.
99-10-03: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 200 and 400 series airplanes, that requires an inspection to detect cracking of the flap control lever and to identify the material from which the lever is made; replacement of the flap control lever with an improved part, if necessary; and repetitive inspections for airplanes having a lever made from certain material. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the flap control lever, which could result in restricted flap movement and consequent reduced controllability of the airplane.
2024-25-09: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by reports of several occurrences of a power transfer unit (PTU) control valve that failed to open when commanded. This AD requires installing new relays and changing certain wire bundles leading to the PTU control valve. The FAA is issuing this AD to address the unsafe condition on these products.
47-02-04: 47-02-04 DOUGLAS: (Was Mandatory Note 12 AD-762-7.) Applies to C-54 and DC-4 Aircraft.\n \n\tTo be accomplished not later than March 15, 1947. \n\n\tRelocate engine primer solenoid to prevent fuel leaking into firewall junction box. This change shall be accomplished in accordance with item 25 of Douglas Service Bulletin C-54-266, dated May 17, 1946, or part 2A, item 4; and part 2C, item 12 of Douglas Service Bulletin DC-4 No. 66, dated June 18, 1947. \n\n\tRevised May 24, 1948.
47-02-09: 47-02-09 CULVER: (Was Mandatory Note 2 of AD-778-2.) Applies to Models V and V2 Aircraft Serial Numbers V-1 to V-150 Inclusive. Compliance required prior to April 1, 1947. Replace the brazed cabin heater valve box mounted on the firewall with a similar welded valve box which has fire resistant properties equivalent to the firewall. (Culver Service Bulletin No. 7 covers this same subject.)
75-17-21: 75-17-21 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2323. Applies to DH-125 and BH-125 airplanes certificated in all categories. Compliance required as indicated. To prevent possible rapid loss of cabin pressurization, accomplish the following: Within 50 hours time in service after the effective date of this AD, unless already accomplished, inspect all Hellerman type cabin pressure seal bungs for displacement and rework as necessary in accordance with the following: (a) Locate all Hellerman type cabin pressure seal bungs for the particular aircraft being inspected. NOTE: Refer to the relevant aircraft wiring diagram manual (2 volumes) and to the maintenance practices in the Maintenance Manual, Chapter 24-00 (all series pre-600) and Chapter 24-01 (series 600). Pressure bung installations may be of the normal or reverse type assembly as defined in the Maintenance Manual reference noted in paragraph (c) of this AD. The total number may vary from one airplane toanother depending on the electrical equipment installed. (b) Gain access to the bungs in accordance with the procedures in the Maintenance Manual, Chapters 24 and 25. (c) Inspect the bungs (both normal and reverse assemblies) for displacement and reinspect and/or rework as necessary in accordance with the instructions contained in Part B of temporary revision dated April 1, 1975, to HSA Maintenance Manual, Chapter 24-00 (all series except 600) and Chapter 24-01 (series 600), or the appropriate sections of the referenced chapters if the temporary revision has been incorporated into the HSA Maintenance Manual, or an FAA-approved equivalent. (d) Where pressure bung(s) have been removed for rework, upon re-installation of the pressure bung(s) conduct a cabin leak rate check in accordance with the appropriate provisions of chapter 21 of the HSA Maintenance Manual prior to further flight to ensure the integrity of the pressure cabin. This amendment becomes effective August 19, 1975.
2016-01-19: We are adopting a new airworthiness directive (AD) for MD Helicopters Inc. (MDHI) Model 500N and 600N helicopters with certain rotating cone assemblies installed. This AD requires establishing a life limit of 10,000 hours time-in-service (TIS) on these rotating cone assemblies. This AD was prompted by the determination that MDHI created rotating cone assemblies with new dash numbers but incorrectly failed to identify them as life-limited parts. The actions are intended to prevent operation of rotating cone assemblies past their life limits, failure of the rotating cone assemblies, loss of directional control, and subsequent loss of control of the helicopter.
86-19-07: 86-19-07 BOEING: Amendment 39-5402. Applies to all Model 767 airplanes, certificated in any category, listed in Boeing Service Bulletin 767-52-0042, Revision A, dated January 15, 1986. To prevent structural failure of the vertical fin in the event of a rupture of the aft pressure bulkhead, accomplish the following within 12 months after the effective date of this amendment, unless already accomplished: \n\n\tA.\tInstall a stronger replacement fin access door or reinforce the existing fin access door in accordance with Boeing Service Bulletin 767-52-0042, Revision A, dated January 15, 1986, or later FAA-approved revisions. \n\n\tB.\tAlternate means of compliance or adjustment of compliance times, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service document from the manufacturer, may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective October 2, 1986.
86-02-52 R1: 86-02-52 R1 PRATT & WHITNEY: Amendment 39-5264. Applies to Pratt & Whitney (PW) JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR model turbofan engines overhauled by Aerothrust Corporation of Miami, Florida, with the following serial numbers: 648779 654034 657429 667109 688132 649019 654072 657480 667127 688418 649218 654344 657591 667130 688440 649255 654595 657699 667144 688441 649281 654799 657714 667203 688444 649283 654806 657742 667204 688445 649285 654857 665873 667216 688473 649347 654909 666661 674268 688504 649581 654975 666685 674465 688505 649655 655366 666716 674564 688509 653453 655813 666738 674611 688839 653509 655920 666764 687309 688844 653512 655967 666804 687323 689877 653526 656047 666850 687413 689935 653571 656089 666853 687715 696688 653645 656120 666878 687727 696720 653699 656854 666976 687806 702937 653838 656975666980 687836 702938 653854 657066 666989 687840 702975 653992 657112 666993 687841 653996 657201 667042 657258 667059 Compliance is required as indicated unless already accomplished. To prevent fracture of the combustion chamber which could result in an uncontained engine failure, accomplish the following: NOTES: 1) For the initial inspection, time since inspection (TSI) is defined as hours or cycles since installation by Aerothrust. Thereafter, for the repetitive inspections, TSI is defined as hours or cycles since the last inspection. 2) For the initial inspection, the cumulative crack length at the 2-3 seam weld is that present at the time of installation by Aerothrust as determined by individual chamber x-ray film records on file at Aerothrust. 3) Investigation is continuing and pending the results, additional engine serial numbers may be added to this AD. (a) Remove from service within the next 100 hours or 100cycles time in service from the effective date of this AD, whichever occurs first, chambers with greater than 8 inches but less than or equal to 12 inches cumulative crack length at installation by Aerothrust. (b) Remove from service, prior to further flight, chambers with greater than 12 inches cumulative crack length at installation by Aerothrust. (c) Inspect combustion chamber 2-3 seam welds in accordance with PW Service Bulletin Number 5639, dated November 15, 1985, or FAA approved equivalent, per the following schedule: (1) Inspect chambers with 3 inches or less cumulative crack length as follows: (i) Prior to accumulating 2,000 hours or 1,500 cycles TSI, whichever occurs first; or (ii) For chambers with greater than 1,900 hours or 1,400 cycles TSI on the effective date of this AD, inspect within the next 100 hours or 100 cycles time in service, whichever occurs first. (2) Inspect chambers with greater than 3 inches but less than or equal to 6 inches cumulative crack length as follows: (i) Prior to accumulating 1,500 hours or 1,000 cycles TSI, whichever occurs first; or (ii) For chambers with greater than 1,400 hours or 900 cycles TSI on the effective date of this AD, inspect within the next 100 hours or 100 cycles time in service, whichever occurs first. (3) Inspect chambers with greater than 6 inches but less than or equal to 8 inches cumulative crack length as follows: (i) Prior to accumulating 250 hours or 200 cycles TSI, whichever occurs first; or (ii) For chambers with greater than 150 hours or 100 cycles TSI on the effective date of this AD, inspect within the next 100 hours or 100 cycles time in service, whichever occurs first. (4) Chambers for which the cumulative crack length at installation by Aerothrust cannot be confirmed must be inspected within the next 100 hours or 100 cycles time in service, whichever occurs first. (d) Reinspect chambers, thereafter, in accordancewith the appropriate inspection interval of paragraphs (c)(1) through (c(3), as determined by the crack length at last inspection or at installation by Aerothrust, whichever crack length is greater. Remove from service, prior to further flight, any chambers with greater than 8 inches cumulative crack length at reinspection. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, New England Region. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. Pratt & Whitney Service Bulletin Number 5639, dated November 15, 1985, identified and described in this document is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Pratt & Whitney, East Hartford, Connecticut. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, Rules Docket Number 86-ANE-3, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective April 14, 1986, as to all persons except those persons to whom it was made immediately effective by TAD T86-02-52, issued January 29, 1986, which contained this amendment. TAD T86-02-52 superseded TAD T85-17-51R1 for the engines affected by this TAD, and this TAD supersedes TAD T86-02-51.
93-16-15: 93-16-15 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8743. Docket 93-ANE-55. Applicability: Teledyne Continental Motors (TCM) Model IO-520B, IO-520BA, IO-520BB, IO-520C, IO- 520CB, IO-520M, IO-520MB; IO-550A, IO-550B, IO-550C, IO-550G; TSIO-520B, TSIO-520BB, TSIO-520D, TSIO-520DB, TSIO-520E, TSIO-520EB, TSIO-520J, TSIO-520JB, TSIO-520K, TSIO-520KB, TSIO-520L, TSIO-520LB, TSIO-520N, TSIO-520NB, TSIO-520UB, TSIO-520VB, TSIO-520WB; TSIO-550B; and TSIOL- 550A and TSIOL-550B reciprocating engines, with serial numbers lower than those listed in TCM Mandatory Service Bulletin (MSB) No. M93-9, Revision 1, dated March 10, 1993; which are equipped with the following fuel pumps: Part Numbers (P/N) 646210-1, -2, -8, -10, -11; P/N 646212-2, -5, -16, -17; P/N 646758-5, -7, -8, -9; P/N 646765-6 and -7; P/N 646766-1 and -2; 646767-1; 649368-19; or engines equipped with any fuel pump, regardless of part number that have had the fuel pump replaced in the field prior to the effective date of this AD with fuel pump drive shaft, P/N 646176, installed. These engines are installed on but not limited to the following aircraft: Beech Bonanza 35-C33A, E33A/C, F33A/C, S35, V35/A/B, A36/TC, B36TC; Beech Baron 95-C55/A, D55/A, E55/A, 58/A/P/PA/TC/TCA; Cessna 310R, T310P/Q/R, 320 D/E/F, 335 series, 340 series, 401 series, 402 series, 414 series; Cirrus VK-30; Lancaire IV; Mooney M20K with Rocket Engineering Corporation "Rocket Mooney" STC; Navion Model H; and Questair. Compliance: Required as indicated, unless accomplished previously. To prevent possible fuel pump drive shaft disengagement and loss of engine power, accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, visually inspect the fuel pump to determine which combination of fuel pump drive shaft and fuel pump drive coupling is installed, and replace, if necessary, fuel pump drive couplings that have less than the minimum required coupling engagement with longer fuelpump drive couplings, in accordance with Figure 1 of TCM MSB No. M93-9, Revision 1, dated March 10, 1993, as follows: (1) If fuel pump drive shaft, P/N 646176, is installed with fuel pump drive coupling, P/N 631263, replace the fuel pump drive coupling with a serviceable fuel pump drive coupling, P/N 653359. (2) If fuel pump drive shaft, P/N 643689, is installed with either fuel pump drive coupling, P/N 631263 or 653359, no further action is required. (3) If fuel pump drive shaft, P/N 646176, is installed with fuel pump drive coupling, P/N 653359, no further action is required. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections, and replacement, if necessary, shall be done in accordance with the following service bulletin: Document No. Pages Revision Date TCM MSB No. M93-9 1-5 1 March 10, 1993 Total pages: 5. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Teledyne Continental Motors, P.O. Box 90, Mobile, AL 36601; telephone (205) 438-3411. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective December 14, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 93-16-15, issued September 27, 1993, which contained the requirements of this amendment.