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90-13-02: 90-13-02 GULFSTREAM AEROSPACE CORP: Amendment 39-6660. Docket No. 90-NM-126-AD. Final copy of Priority Letter issued June 14, 1990. Applicability: Model G-1159 (G-II) series airplanes, serial numbers as follows, certificated in any category: 001 011 021 031 040 050 061 002 012 022 033 041 051 063 003 013 023 034 043 052 065 005 014 024 035 044 053 006 015 025 037 045 055 007 017 026 038 046 056 008 018 027 039 047 057 010 019 028 049 059 020 029 Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wing, accomplish the following: A. Within the next 10 days after the effective date of this AD, perform the following inspections: 1. Perform a visual inspection to detect corrosion or cracks in the wing rear beam/upper cap angle, wing upper aft plank, and the clothespin attach fitting, part number 1159WM20016, located at fuselage station 452. 2. Inspect the lower cavity of the clothespin attach fitting, using a 4.9 mm or smaller flexible borescope through the existing drain hole. If no drain hole exists, prior to further flight, install a drain hole in accordance with Gulfstream G-II Customer Bulletin No. 42, Section V, dated December 15, 1969. 3. Inspect the upper cavity of the clothespin attach fitting, using the borescope through the gaps where the clothespin mates with the fitting. If foam filler is present and the inspection cannot be accomplished, prior to further flight, perform the inspection in accordance with a method approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. 4. Inspect the wing upper aft plank adjacent to the clothespin fitting for corrosion or defects using pulse echo ultrasonic equipment (CAUTION: a machined step in this area may be misinterpreted as material loss.) B. If corrosion or cracks are found, prior to further flight, replace the affected parts or repair the corroded area in a manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. C. Within 7 days after accomplishing the inspections required by paragraph A., above, submit a written report of the inspection results to the Manager, Atlanta Aircraft Certification Office, FAA, Central Region, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. D. 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be submitted directly to the Manager, Atlanta Aircraft Certification Office, and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI), if appropriate. The PMI will then forward comments or concurrence to the Atlanta Aircraft Certification Office. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service document (Gulfstream G-II Customer Bulletin No. 42, dated December 15, 1969) from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P. O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, Central Region, Atlanta Aircraft Certification Office, Suite 210C, 1669 Phoenix Parkway, Atlanta, Georgia. This amendment (39-6660, AD 90-13-02) becomes effective on July 31, 1990, as to all persons, except those persons to whom it was made immediately effective by priority letter AD 90-13-02, issued June 14, 1990, which contained this amendment.
2013-13-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-112, -113, and -132 airplanes; Model A320-211, -212, -214, -231, and -232 airplanes; and Model A321-111 and -131 airplanes. This AD was prompted by a report of two fatigue cracks on the left-hand and right-hand sides of the continuity fittings at the front windshield lower framing on a Model A319 series airplane. This AD requires a high frequency eddy current (HFEC) inspection for any cracking on the left- hand and right-hand sides of the windshield central lower node continuity fittings, and repair if necessary. We are issuing this AD to detect and correct cracking of the windshield central lower node continuity fittings, which could reduce the structural integrity of the airplane.
2013-13-10: We are adopting a new airworthiness directive (AD) for all PILATUS Aircraft Ltd. Model PC-7 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 a need to incorporate new revisions into the Limitations section of the FAA-approved maintenance program (e.g., maintenance manual). The limitations were revised to include an emergency fuel control system adjustment test. We are issuing this AD to require actions to address the unsafe condition on these products.
98-25-11: This amendment adopts a new airworthiness directive (AD) that is applicable to all McDonnell Douglas Model MD-11 series airplanes. This action requires a one-time inspection to detect discrepancies at certain areas around the entry light connector of the sliding ceiling panel above the forward passenger doors, and repair, if necessary. This amendment is prompted by a report indicating that damaged electrical wires were found above the forward passenger doors due to flapper panels moving inboard and chafing the electrical wire assemblies of this area. The actions specified in this AD are intended to prevent such chafing, which could result in an electrical fire in the passenger compartment.
81-17-06: 81-17-06 BRITISH AEROSPACE, AIRCRAFT GROUP (formerly British Aircraft Corporation): Amendment 39-4193. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories, that incorporate a ground charging system as a part of the airplane oxygen system. Compliance is required as indicated unless already accomplished. To minimize the possibility of fire originating in the oxygen system during recharging, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, install a placard in clear view of the pilots and at the oxygen filler valve to read as follows: "REMOVE OXYGEN BOTTLES FROM AIRPLANE FOR CHARGING" (b) Within the next 50 hours time in service after the effective date of this AD, unless already accomplished, replace the non-return valve, P/N WKA 30035 or WKA 30035/1, in accordance with British Aerospace, Aircraft Group, Alert Bulletin 35-A-PM 5541,Issue 2, dated August 31, 1978, (hereinafter referred to as the service bulletin) with a new valve, P/N WKA 30035/1, modified to WKA 37395 configuration in accordance with paragraph 2.4 of section 2, "Accomplishment Instructions" of the service bulletin, or an FAA-approved equivalent. (c) Prior to October 1, 1981, accomplish British Aerospace, Aircraft Group, Modification PM 5291, or an FAA-approved equivalent. (d) Prior to October 1, 1981, if equipped with self-sealing charging valve, accomplish British Aerospace, Aircraft Group, Modification PM 5413, or an FAA-approved equivalent. (e) As an alternative to complying with paragraphs (a), (b), (c), or (d) of this AD, deactivate the ground charging system in accordance with paragraph 2.3.2 of Section 2, "Accomplishment Instructions," of the service bulletin, or an FAA-approved equivalent. (f) For airplanes incorporating oxygen shut-off valves, Normalair P/N OP 6370 or Adams P/N 6D/2313 MK 10 A: (1) Withinthe next 300 hours time in service or within the next 60 days after the effective date of this AD, whichever occurs sooner, unless already accomplished within the last 2100 hours time in service or 10 months, whichever is the shorter, and thereafter at intervals not to exceed 2400 hours time in service, or 1 year, whichever occurs sooner, inspect ground charging and passenger and crew supply shut-off valves, in accordance with paragraph 2.2.3 of section 2, "Accomplishment Instructions" of the service bulletin, or an FAA-approved equivalent. Precautions regarding securing and operation of the shut-off valves are outlined in paragraph 2.2.1 of section 2, "Accomplishment Instructions" of the service bulletin. (2) If, during the inspections required by paragraph (f)(1) of this AD, a valve is determined to be unserviceable in accordance with the criteria established in paragraph 2.2.3 of section 2, "Accomplishment Instructions" of the service bulletin, before further flight, replace the valve with a serviceable part of the same part number, and continue to inspect the valve in accordance with paragraph (f)(1) of this AD, or replace with P/N WKA 30342 valve, in accordance with British Aerospace, Aircraft Group, Modification No. PM 5575, or an FAA-approved equivalent. (g) Upon satisfactory compliance with paragraphs (b), (c), (d), and (f) of this AD, the placard required by paragraph (a) may be removed. (h) In accordance with FAR Sections 21.197 and 21.199, the airplane may be flown to a location where the required modification can be made. (i) For purposes of complying with this AD, an FAA-approved equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to5 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 British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, DC 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective August 31, 1981.
2006-14-03: The FAA is adopting a new airworthiness directive (AD) for certain Honeywell International Inc. TPE331 series turboprop, and TSE331-3U model turboshaft engines. This AD requires implementing a new flight cycle counting method for first, second, and third-stage turbine rotors used in aircraft that make multiple takeoffs and landings without an engine shutdown, and removing turbine rotors from service that have reached or exceeded their cycle life limits. This new flight cycle counting method requires determining total equivalent cycles accrued. This AD results from several reports of uncontained turbine rotor separation on engines used in special-use operations. We are issuing this AD to prevent uncontained failure of the turbine rotor due to low-cycle-fatigue (LCF), and damage to the aircraft.
98-25-10: This amendment adopts a new airworthiness directive (AD) that is applicable to Aircraft Belts, Inc. Model CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM, MN, NB, PM, PN, RG, and RH seat restraint systems, installed on, but not limited to, Beech Aircraft Corp., Bell Helicopter Textron, Inc., Cessna Aircraft Co., Dassault Aviation, Eurocopter Deutschland, Eurocopter France, Gulfstream Aerospace, Learjet Corp., Lockheed Aircraft Corp., and Piper Aircraft Corp. aircraft. This action requires an inspection to ensure the locking mechanism is engaging properly, and replacing the buckle-half of the seat restraint system, if necessary. This amendment is prompted by the manufacturer reporting two failures of the seat restraint system in the field. The actions specified in this AD are intended to prevent failure of the seat restraint system due to the buckle assembly locking mechanism not engaging properly, which could result in the seat restraint system failing to properly secure the occupant during turbulence or landing.
67-02-03: 67-02-03 GENERAL DYNAMICS: Amdt. 39-331 Part 39 Federal Register December 29, 1966, as amended by Amendment 39-1284. Applies to Model 340 Airplanes That Have Not Been Modified to Incorporate the Provisions of Convair Service Bulletin 340-174A or Equivalent Approved by the Chief, Aircraft Engineering Division, FAA Western Region. Compliance required as indicated. As a result of a number of inflight openings of the rear service door on Model 340 aircraft, (one such occurrence resulting in a fatal accident to a crewmember) accomplish the following: (a) Within the next 25 hours' time in service after December 18, 1962, unless already accomplished: (1) Add a placard to the rear service door indicating the "Open", "Unsafe", and "Locked" position for the door handle in accordance with Convair Service Bulletin 340-213, dated October 15, 1956, or an FAA approved equivalent installation. (2) Add a placard in the cockpit which requires that a flight crewmember inspectthe rear service door to determine that it is properly latched prior to takeoff. (b) Within the next 50 hours' time in service after May 8, 1963, unless already accomplished, incorporate an FAA-approved revision to the FAA approved Airplane Flight Manual as follows: (1) In the "Limitations Section", add a note which requires that a flight crewmember inspect the rear service door to determine that it is properly latched immediately prior to each takeoff unless it is known to that flight crewmember that the door has not been operated since last inspected by the flight crew. (2) In the "Emergency Procedure Section", add a note which requires that the airplane be depressurized in accordance with the procedure prescribed in this Manual if there is evidence that a door latch has become disengaged or leakage around the door occurs. (3) When the FAA approved Airplane Flight Manual is revised as prescribed in (b)(1), the placard prescribed in (a)(2) may be removed.(c) Within the next 1,000 hours' time in service after December 18, 1962, unless already accomplished: (1) Install inspection holes and lights in the rear service door threshold for inspection of the lower door latches in accordance with Item 6 of Convair Newsletter No. 294 dated May 6, 1955, and Convair Service Bulletin 340-232 dated November 11, 1957, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. (2) Install microswitches in the upper and lower forward latches of the rear service door in accordance with the portion of Convair Service Bulletin 340-126A dated June 1, 1954, and revised December 1, 1954, pertaining to the rear service door, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. (3) Install proximity switches on the rear service door in accordance with the portion of Convair Service Bulletin 340-234 dated January 29, 1958, pertaining to the rear service door, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. (d) Within the next 1,000 hours' time in service after December 18, 1962, unless already accomplished, install an irreversible clutch mechanism on the rear service door in accordance with Convair Service Bulletin 340-233 dated September 10, 1957, or an FAA Western Region Aircraft Engineering Division approved equivalent. (e) Within the next 7,000 hours' time in service after January 28, 1967, install a rear service door forward hinge in accordance with Convair Service Bulletin 340-174A dated February 1, 1957, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. NOTE. - Many Model 340 aircraft incorporate the provisions of the Model 440 performance kit, Service Bulletin 340-144, and have incorrectly been redesignated as Model 440 aircraft. Such aircraft are still Model 340 and should be treated as such (see nameplate and manufacturing serial numbers). (General Dynamics/Convair Service Bulletins 340-126A, 340-213, 340-232, 340-233, 340-234, and Service Newsletter No. 294 pertain to this subject.) AD 67-02-03 Amendment 39-331 supersedes AD 62-27-06. Amendment 39-331 became effective January 28, 1967. This Amendment 39-1284 becomes effective September 8, 1971.
76-24-06 R2: 76-24-06 R2 BRITISH AIRCRAFT CORPORATION: Amendment 39-2779 as amended by Amendment 39-2800 is further amended by Amendment 39-4734. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated. To detect oxygen leaks, due to fractures in the flexible oxygen hoses of the emergency oxygen system, and prevent possible in-flight fires, accomplish the following: (a) Within the next 250 hours time in service after the effective date of this AD, unless already accomplished in the last 1500 hours time in service, conduct a leak test of the emergency oxygen system in accordance with paragraph 2.3 of the section entitled "Accomplishment Instructions" of British Aircraft Corporation Alert Service Bulletin 35-A-PM 5394, issue 3, dated June 29, 1979, or an FAA-approved equivalent. (b) If, during the leak test required by paragraph (a) of this AD, a leak is found, before further flight, locate the source of the leak and replace the defective part with a new part of the same part number or with a serviceable FAA-approved part and then retest the emergency oxygen system in accordance with paragraph (a) of this AD. (c) Inspect and rework the flexible hoses of the emergency oxygen system within the next 1000 hours time in service or six months after the effective date of this AD, whichever occurs sooner, unless already accomplished within the proceeding 1500 hours time in service, and thereafter at intervals not to exceed one year, in accordance with paragraph 2.4, Figure 1 through 3, and Table 1 of the service bulletin. (d) If, during an inspection required by paragraph (c) of this AD, the flexible oxygen hoses are found fractured or embrittled, before further flight, replace the affected parts with new parts of the same part number or with serviceable FAA-approved parts and then retest the oxygen system for leaks in accordance with paragraph (a) of this AD. Amendment 39-2779 became effective December 14, 1976. Amendment 39-2800 became effective January 6, 1977. This Amendment 39-4734 becomes effective November 14, 1983.
2022-11-21: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports that the inflation valve safety pin has been found installed on the nitrogen bottle of a certain escape slide in-service and may be installed on the nitrogen bottles of certain other escape slides on other airplanes in-service. This AD requires inspecting the inflation valve of the nitrogen bottle of the escape slide for the presence of the safety pin, and if the safety pin is installed, removing the safety pin from the inflation valve and stowing it in the safety pin stowage pouch of the escape slide, as specified in a Transport Canada Civil Aviation (TCCA) Emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-10-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL-600-2B16 (601-3A, 601-3R, and 604 Variants) airplanes. This AD was prompted by a report of a wing stall (wing drop/un-commanded roll) during a landing flare. This AD requires revising the existing airplane flight manual (AFM) to incorporate a limitation and procedure for the wing anti-ice (WAI) system in order to mitigate the risk of ice accumulation on the wing leading edges. The FAA is issuing this AD to address the unsafe condition on these products.
98-22-11: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-22-11 that was sent previously to all known U.S. owners and operators of AlliedSignal, Inc. (formerly Textron Lycoming) model T5317A-1 turboshaft engines by individual letters. This AD requires, prior to further flight, a pressure test to determine if both fuel pumps in the regulator, Part Number (PN) 1-170-240-93, are producing fuel pressure, and, if necessary, replacement of the fuel regulator with serviceable part. In addition, this AD requires repetitive engine fuel pump pressure tests. This amendment is prompted by a report of an accident involving an AlliedSignal, Inc. (formerly Textron Lycoming) model T5317A-1 turboshaft engine installed on a Kaman Aerospace model K-1200 rotorcraft engaged in logging operations. The actions specified by this AD are intended to prevent loss of fuel flow from the engine fuel regulator due to failure of both primary and secondary fuelpump drive shaft splines. This condition, if not corrected, could result in engine failure and forced autorotation landing.
2013-13-09: We are adopting a new airworthiness directive (AD) for certain Learjet Inc. Model 60 airplanes. This AD was prompted by a report of a high-speed rejected takeoff caused by all four main landing gear (MLG) tires blowing out during the takeoff roll. This AD requires installing new rigid hydraulic tube assemblies to the MLG struts; installing a new MLG squat switch bracket, modifying the MLG squat switch wire harness; modifying the MLG anti-skid wheel transducer electrical wire harnesses; routing and securing the anti-skid wheel and squat switch electrical wire harnesses to the MLG strut assembly; installing outboard bracket assemblies, anti-skid shield, forward electrical cover on the forward stiffener, upper and lower inboard bracket assemblies, and clamps that support the electrical wire harness; modifying the aft stiffener for the new electrical wire harness support; installing the aft electrical cover and strap on the aft stiffener; installing a new flat landing light lamp if necessary; and, for certain airplanes, installing a new wheel speed detect box assembly, nutplates, and brackets and a new thrust reverser interface box, and modifying the wiring for the new thrust reverser interface box. We are issuing this AD to prevent failure of the braking system or adverse operation of the spoiler and thrust reverser system due to external damage, particularly from tire failure, which could result in loss of control of the airplane.
98-25-04: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires repetitive inspections to detect debris in the areas behind the aft lavatory toilet shroud, behind the aft lavatory modules, and below the cabin floor aft of the aft cargo compartment bulkhead; and removal of debris. This amendment also requires modification of the lavatory toilet shroud assemblies and modification of the lavatory entry door louvers, which terminates the repetitive inspections. This amendment is prompted by reports of paper debris collecting below the cabin floor. The actions specified by this AD are intended to prevent paper debris from collecting below the cabin floor, which could result in a potential fire hazard or possible loss of elevator control system redundancy.
98-24-34: This amendment adopts a new airworthiness directive (AD) that is applicable to Hamilton Standard 54H60 series propellers. This action requires affected propeller blades to be removed from service and shipped to designated repair facilities for inspection for insufficient cold rolling of the beveled radius of the blade flange. Affected blades are identified by serial number. This amendment is prompted by reports of propeller blades that cracked due to incomplete cold rolling in the beveled radius area of the blade flange. The actions specified in this AD are intended to prevent propeller blade cracks due to incomplete cold rolling during manufacture, which can result in propeller blade separation and damage to the aircraft.
2022-09-16: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series; A319-111, -112, -113, -114, -115, -131, -132, -133, -151N, and -153N; A320 series; and A321 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
98-25-02: This amendment adopts a new airworthiness directive (AD) that applies to all BF Goodrich Avionics Systems, Inc. (BF Goodrich) SKYWATCH SKY497 installations with a top-mounted antenna that are installed on aircraft. This AD requires incorporating information into the airplane flight manual (AFM) that specifies verifying the correct antenna configuration each time an aircraft equipped with a SKY497 installation with a top-mounted antenna is powered-up. The AD also requires removing from service any of these SKY497 installations with an incorrect antenna configuration. This AD results from numerous reports of internal component failure of the above-referenced installations, which changed the antenna configuration (from TOP to BOTTOM mount). The actions specified by this AD are intended to prevent the display of target indicators on the wrong side of the aircraft caused by an internal component failure in the SKY497 installations with a top-mounted antenna, which could resultin the pilot making an incorrect initial maneuver based on the displayed information while trying to visually acquire the aircraft.
60-24-01: 60-24-01 LOCKHEED: Amdt. 222 Part 507 Federal Register November 15, 1960. Applies to All 188 Aircraft. Compliance required within 5,000 hours' time in service after the effective date of this directive. To provide protection against possible over-pressurization of fuel tanks during refueling, the following modification is required unless already accomplished: Install pressure relief overflow valves in each fuel tank. Lockheed overflow valves P/N 634114-7 or -9 are satisfactory for this purpose. (Lockheed Service Bulletin 188/SB-422 covers this subject.) This directive effective December 13, 1960.
2006-01-09: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146-100A and -200A series airplanes. This AD requires inspecting the nose landing gear (NLG) assembly to determine the part number of the NLG main fitting subassembly. For subject NLG main fitting subassemblies, this AD also requires determining the total number of accumulated landings on a subject NLG main fitting subassembly, and eventually replacing the NLG assembly. This AD results from a report indicating that the airplane maintenance manual contains incorrect safe-life limit information for certain NLG assemblies. We are issuing this AD to ensure that affected NLG fitting subassemblies are removed from service before they reach their approved safe-life limit. Operating with an NLG fitting subassembly that is beyond its approved safe-life limit could result in failure of the NLG and consequent loss of directional control on the ground and major structural damage to the airplane.
98-24-35: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-350B, B1, B2, BA, C, D, D1, and AS 355E, F, F1, F2, and N helicopters. This action requires measuring the tail rotor pitch change control rod (control rod) outboard spherical bearing for radial and axial play. If the play exceeds 0.008-inch, replacing the control rod with an airworthy control rod is required. This amendment is prompted by one accident and one incident. Investigations revealed a broken control rod on the helicopter involved in the accident and a severely worn control rod on the helicopter involved in the incident. This condition, if not corrected, could result in separation of the outboard spherical bearing ball from its outer race, rubbing of the body of the control rod against the tail rotor blade pitch horn clevis, failure of the control rod, and loss of control of the helicopter.
78-20-11: 78-20-11 TAYLORCRAFT: Amendment 39-3314. Applies to Model BC-12D, Serial Nos. 6923, 8376, 8444, 8570, and 10538, and Model F-19, Serial Nos. F-080 through F-105, F- 107 through F-112 and F-115 through F-126 certificated in all categories. To prevent malfunction of the aileron controls, accomplish the following: (a) Inspect the two aileron stop pins (Taylorcraft P/N A-235) of the aileron control assembly (Taylorcraft P/N A-A231) prior to next 10 hours time in service after the effective date of this AD or by December 1, 1978, whichever occurs first. The assembly is located on the left side of the control column at the forward end of the control shaft and universal joint. Determine whether the stop pins are AN393-9 clevis pins as follows: Remove the deck panel (above instrument panel) and set control wheel in neutral position. In this position aileron stop pins will be on top. The proper pins (2) are identified by the flat head of the pins against front face of the sprocket. The flat head is cut partially to clear chain and obtain smooth operation of control. The shank of the stop protrudes approximately 1/4". If the sprocket has AN393-9 clevis pins, no further action is necessary. (b) If the pins are made from 3/16" diameter rod (no head), inspect for the following: (1) Bent pins (2) Loose pins (3) Inadequate protrusion (less than 1/4") of pin through aft of sprocket or improper functioning. (c) If any of the conditions identified in (b) above are present, replace the sprocket prior to further flight. (d) If the AN393-9 clevis pin is not installed and none of the three conditions in (b) are found, replace the sprocket within 50 flight hours or by May 1, 1979 with a sprocket in which clevis pins (AN393-9) have been installed. Until the sprocket is replaced, reinspect within 10 hours time in service from last inspection. A proper sprocket may be obtained from Taylorcraft Aviation Corporation, 14600 Commerce N.E., P.O. Box 243,Alliance, Ohio 44601. Taylorcraft Bulletin Number 78-002 dated September 19, 1978 also applies to the subject matter of this AD. This amendment becomes effective October 16, 1978.
98-24-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) T98-24-51 that was sent previously to all known U.S. owners and operators of certain McDonnell Douglas Model MD-11 series airplanes by individual telegrams. This AD requires a revision to the Airplane Flight Manual to prohibit autopilot coupled autoland operations in certain conditions; or, for certain airplanes, replacement of certain Collins LRA-900 radio altimeters with Collins LRA-700 radio altimeters. This action is prompted by a report that a fault in certain Collins LRA-900 radio altimeters could result in an incorrect and unbounded output of radio altitude to other airplane systems. The actions specified by this AD are intended to prevent an undetected anomalous radio altitude signal that is passed along to the flare control law of the flight control computer, which could cause the airplane to flare too high or too low during landing, and consequently result in a hardlanding.
2022-10-06: The FAA is superseding Airworthiness Directive (AD) 2017-18- 14, which applied to certain Rolls-Royce Corporation (RRC) 250 model turboshaft engines. AD 2017-18-14 required repetitive visual inspections and fluorescent penetrant inspections (FPIs) of the 3rd- stage turbine wheel and removal from service of the 4th-stage turbine wheel. This AD was prompted by in-service turbine blade failures that resulted in the loss of power and engine in-flight shutdowns. This AD requires replacement of the 3rd-stage and 4th-stage turbine wheels. This AD also revises the applicability to include an additional turboshaft engine model. The FAA is issuing this AD to address the unsafe condition on these products.
98-24-32: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-365N2, SA-360C, SA-365C, C1, C2, N, N1, and SA-366G1 helicopters. This action requires inspecting for broken or out-of-tolerance attachment springs on the tail rotor hub fairing (fairing), replacing broken attachment springs and attachment springs that are out-of-tolerance, and marking the fairing to indicate compliance with this AD. This amendment is prompted by three in-service reports of failed attachment springs. The actions specified in this AD are intended to prevent failure of an attachment spring, which could cause loss of the fairing, damage to the tail rotor, and subsequent loss of control of the helicopter.
86-25-05: 86-25-05 SIKORSKY AIRCRAFT: Amendment 39-5471. Applies to Model S-58A, B, C, D, E, F, G, H, J, BT, DT, ET, FT, HT, and JT, CH-34 series, HH-34 series, SH-34 series, UH- 34 series, and VH-34 series helicopters certificated in any category and fitted with tail rotor intermediate gearbox input bevel pinions Part Number (P/N) S1635-64114-0 and output bevel gears P/N S1635-64115-0. (See Note 1 for exempt pinion and gear configurations.) Compliance is required as indicated, unless already accomplished. (a) To preclude failure of pinions or gears identified above, accomplish the following: (1) For applicable pinions or gears that have attained 750 or less hours' time in service on the effective date of this AD, replace with a serviceable pinion or gear as required, prior to their accumulation of 1,000 hours' time in service. (2) For pinions or gears that have attained more than 750 hours' time in service on the effective date of this AD, replace with a serviceablepinion or gear as required, within the next 250 hours' time in service. (3) Operators who have not kept records of hours' time in service on individual intermediate gearbox bevel gears and bevel pinions shall substitute rotorcraft hours' time in service in lieu thereof. NOTE 1. This AD is not applicable to helicopters fitted with tail rotor intermediate gears which utilize the following pinion and gear combinations: (a) P/N 1635-64114-101 pinion and P/N S1635-64115-101 gear. (b) P/N 1635-64114-102 pinion and P/N S1635-64115-102 gear. (c) P/N 1635-64114-0 pinion and P/N S1635-64115-0 gear reworked in accordance with Sikorsky Service Bulletin 58B35-26. This rework includes remarking P/N S1635-64114-0 pinion and P/N S1635-64115-0 gear with TS-200-1 and TS-200-2, respectively. NOTE 2. Refer to the Equalized Inspection and Maintenance Program Manual SA 4047-20, Revision 10, dated December 14, 1984, or later FAA-approved revision for retirement times assigned tonew or modified bevel pinions and bevel gears for the Model S-58BT, DT, ET, FT, HT, and JT helicopters, and to the Maintenance Manual SA 4045-15 Section IV, revised December 14, 1984, or later FAA-approved revision for retirement times assigned to new or modified bevel pinions and gears for the Model S-58A, B, C, D, E, F, G, H, and J helicopters. Upon request, an alternate method of compliance which provides an equivalent level of safety may be approved by the Manager, Boston Aircraft Certification Office, ANE-150, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Boston Aircraft Certification Office, ANE-150, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 may adjust the compliance time specified in this AD. This amendment becomes effective on January 5, 1987.