Results
2016-09-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracking of a certain chord of the pivot bulkhead. This AD requires repetitive inspections for cracking of the left side and right side forward outer chords of the pivot bulkhead, and related investigative and corrective actions if necessary. This AD also provides a modification of the pivot bulkhead, which would terminate the repetitive inspections. We are issuing this AD to detect and correct fatigue cracking of the outer flanges of the left and right side forward outer chords of the pivot bulkhead, which could result in a severed forward outer chord and consequent loss of horizontal stabilizer control.
2001-01-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-01-51, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 222, 222B, 222U, 230, and 430 helicopters by individual letters. This AD requires visually inspecting the main rotor hydraulic actuator support (support) to verify the presence of all dowel pins and sealant between the support and transmission and verifying the proper torque of each attaching nut (nut). This amendment is prompted by the failure of a support resulting in an accident of a BHTC Model 222U helicopter. All retaining studs and shear pins were found sheared or pulled out at the junction between the support and the transmission case. The actions specified by this AD are intended to prevent failure of the support and subsequent loss of control of the helicopter.
93-13-06: 93-13-06 SHORT BROTHERS, PLC: Amendment 39-8619. Docket 92-NM-176-AD. Applicability: Model SD3-60 series airplanes; equipped with main landing gear (MLG) actuator part number (P/N) 104796004, having serial number DRG/4729/86, DRG/4730/86, DRG/5057/86, DRG/5059/86, DRG/5060/86, or DRG/5061/86; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the MLG actuator to unlock, which would prevent the extension of the MLG, accomplish the following: (a) Within 6 months after the effective date of this AD, replace the MLG actuator with a serviceable actuator that is marked "32-69SD" in accordance with Dowty Aerospace Hydraulics - Cheltenham Service Bulletin 32-69SD, Revision 2, dated January 20, 1993. (b) As of the effective date of this AD, no person shall install on any airplane a MLG actuator P/N 104796004, having serial number DRG/4729/86, DRG/4730/86, DRG/5057/86, DRG/5059/86, DRG/5060/86, or DRG/5061/86, that is not marked "32-69SD." (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) 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. (e) The replacement shall be done in accordance with Dowty Aerospace Hydraulics - Cheltenham Service Bulletin 32-69SD, Revision 2, dated January 20, 1993. 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 Short Brothers, PLC, 2011 Crystal Drive, suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 18, 1993.
2016-08-14: We are superseding Airworthiness Directive (AD) 2014-03-14 for all Airbus Model A330-200 and -300 series airplanes, and Model A340- 200, -300, -500, and -600 series airplanes. AD 2014-03-14 required removing bulb-type maintenance lights; installing a drain mast on certain airplanes; and installing muffs on connecting bleed elements on certain airplanes. For certain Model A340-200 and -300 series airplanes, this new AD also requires replacing certain insulation sleeves with new insulation sleeves. This AD results from fuel system reviews conducted by the airplane manufacturer. We are issuing this AD to prevent ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
77-13-10: 77-13-10 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2935. Applies to Hawker Siddeley Aviation, Ltd., Model DH/BH-125 airplanes, all series, with manufacturer's serial numbers 256056 and below and serial number 256061, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect excessive boss thickness that may exist on certain aileron inner hinge brackets (R/H and L/H) which can result in insufficient engagement and prevent self locking of the cable guard in the thread insert, accomplish the following: (a) Within 100 hours time in service after the effective date of this AD, measure the thickness of the boss of the upper and lower flange of the aileron inner hinge bracket at the point where the cable guard, P/N 25CW593-1 or -3, is mounted, in accordance with paragraphs (A)(1) and (2) of the Section titled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin SB 57-51, dated April 20, 1976, or an FAA-approved equivalent. (b) If the boss thickness at the cable guard mounting, measured in accordance with paragraph (a) of this AD, is found to be more than .35 inches at the top flange or more than .31 inches at the bottom flange, inspect the cable guards before further flight for proper security and accomplish the following: (1) Replace cable guards found improperly secured, loose, or missing, before further flight, with new cable guards fabricated and installed in accordance with paragraph (A)(3)(b) of the Section entitled "Accomplished Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin SB 57-51, dated April 20, 1976, or an FAA-approved equivalent. New cable guards fabricated and installed in accordance with this paragraph must have an exposed thread length tolerance in the range of .31 to .32 inches to provide sufficient engagement of the thread insert locking device mounted in the boss. (2) Cable guards found to be secure must be replacedwith the new cable guard in accordance with paragraph (b)(1) of this paragraph within 300 hours time in service after the inspection required by this paragraph. (c) Prior to the installation of an aileron inner bracket assembly, or a cable guard that is part of an assembly held as a spare, measure the boss thickness in accordance with paragraph (a) of this AD and if the dimensions exceed the limits specified in the lead-in sentence of paragraph (b) of this AD, replace the cable guards with new cable guards in accordance with paragraph (b)(1) of this AD. This amendment becomes effective July 25, 1977.
2016-08-21: We are adopting a new airworthiness directive (AD) for Kaman Aerospace Corporation (Kaman) Model K-1200 helicopters. This AD requires revising the ``Flight Limitations--NO LOAD'' and ``Flight Limitations-- [[Page 24013]] LOAD'' sections of the rotorcraft flight manual (RFM). This AD was prompted by a report of certain flight maneuvers that may lead to main rotor (M/R) blade to opposing hub contact. These actions are intended to prevent damage to the M/R flight controls and subsequent loss of control of the helicopter.
2001-03-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 707 series airplanes, that requires modification of certain areas of the upper skin of the wing. This amendment is necessary to prevent cracking of the upper skin of the wing, which could result in reduced structural integrity of the wing. This action is intended to address the identified unsafe condition.
63-03-03: 63-03-03 LOCKHEED: Amdt. 531 Part 507 Federal Register February 2, 1963. Applies to All Model 18 and Learstar Aircraft, Which Incorporate Landing Gear Drag Strut Anchor Fitting, P/N 51101. Compliance required as indicated. There have been cases of malfunctioning, due to loose bolts and elongated bolt holes, of the anchor fitting which secures the main landing gear drag strut to the center section on Lockheed Model 18 and Learstar aircraft. As this condition is likely to exist on other such aircraft, accomplish the following: (a) Within the next 25 landings after the effective date of this AD and thereafter at intervals not to exceed 100 landings, conduct a close visual inspection of anchor fitting, P/N 51101,* which transmits main landing gear drag strut loads to the wing center section main beam and adjacent structure, in order to detect any evidence that the fitting has been moving during applications of load. (b) If evidence is found to indicate that the fitting has been moving under load, accomplish the following: (1) Gain access to the anchor fitting by drilling out the attachment rivets and removing the bolts which are used to fasten channels, P/N 51119* and P/N 51061,* in place. (2) Conduct another close visual inspection of the anchor fitting to determine whether the attachment bolts are loose or to confirm that the fitting has been moving during applications of load. (3) Any fitting inspected in accordance with (b)(2) and found to have loose bolts, or to have moved under load shall, prior to further flight, be reworked per (b)(4) or modified per (b)(5), as applicable, or replaced with a new anchor fitting, P/N 51101, of the original or modified design presently approved for use in the airplane. (4) Anchor fittings, P/N 51101, or the structure which mates with the holes in the anchor fitting, which have not been previously modified, as indicated in (b)(5), if found to have elongated or deformed holes, may be returned toservice if the holes are reamed to accommodate steel bushings having a nominal wall thickness of 0.032 inches. The bushing material shall be steel, 4130 or equivalent, heat treated to 125,000-145,000 p.s.i. The dimensions to be maintained are: Hole Diam. Bushing O.D. Bushing I.D. For 5/16 attachment bolts 0.3758 0.3750 0.3766 0.3761 0.318 0.312 For 3/8 attachment bolts 0.4383 0.4375 0.4391 0.4386 0.381 0.374 Only those holes found elongated or deformed are to be reamed oversize to accommodate the 0.032 inch bushing. (5) Anchor fittings, P/N 51101, and the structure which mates with the holes in the anchor fitting, which have been previously modified in conjunction with the "Learstar" modification or other gross weight increase programs, if found to have elongated or deformed holes, may be returned to service if modified in a manner approved by the Chief, Engineering and Manufacturing Branch, of the FAA region in which the gross weightmodification for the aircraft was approved. (6) When new or reworked fittings are installed, new bolts or bolts which have been checked and found to exhibit no evidence of wear shall be used and shall be tightened to the torque values shown in Table 6-1 of Civil Aeronautics Manual 18. (7) When channels P/N 51119 and P/N 51061 removed per (b)(1) are replaced, NAS 623 screws and appropriate steel washers and steel stop nuts may be substituted for the rivets. This will require reaming out the existing holes in P/N 5-119 channel and mating parts to a push fit for the screws. If rivets are selected, AN 430AD8 and AN 430AD5 type respectively shall be used. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request containssubstantiating data to justify the increase for such operator. This directive effective March 5, 1963. * The landing gear drag strut anchor fitting, P/N 51101, together with channels P/N 51119 and P/N 51061 are illustrated and listed on pages 56 and 57 of "Lockheed Handbook of Instructions for the Structural Repair" for Lockheed 18 Series aircraft.
2001-01-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-01-52, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 407 helicopters by individual letters. This AD requires, before further flight, reducing the maximum approved never exceed velocity (Vne); inserting a copy of this AD into the Rotorcraft Flight Manual (RFM); installing a temporary placard on the flight instrument panel to indicate the reduced Vne limit; and installing a new redline Vne limit on all airspeed indicators. This amendment is prompted by an accident resulting from a suspected tail rotor strike to the tailboom. The actions specified by this AD are intended to prevent tail rotor blades from striking the tailboom, separation of the aft section of the tailboom with the tail rotor gearbox and vertical fin, and subsequent loss of control of the helicopter.
2001-02-13: This amendment adopts a new airworthiness directive (AD) that applies to certain The Cessna Aircraft Company (Cessna) Model 525 (CitationJet 1) airplanes. This AD requires you to replace certain direct current (DC) power battery switches. This AD is the result of reports of the potential for a certain 8-pole battery switch to fail during flight. The actions specified by this AD are intended to prevent this battery switch from failing while the airplane is in-flight, which is a latent failure. This could result in the pilot's inability to select "EMER" power or the inability to disconnect an overheated main ship's battery. On a battery overheat indication, the Airplane Flight Manual (AFM) instructs the pilot to disconnect the battery and, if the problem cannot be fixed, the pilot should immediately land the airplane. The main ship's battery that remains powered in an overheated condition may become hot enough to damage adjacent components and structure and may interfere with continued flight and a safe landing.
72-16-07: 72-16-07 HAWKER SIDDELEY AVIATION LTD: Amendment 39-1492. Applies to de Havilland "Dove" Model DH-104 airplanes which have not been modified to incorporate Supplemental Type Certificate SA 1747WE. To prevent a possible failure of the wing fuselage attachment, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with one of the AD's specified in subparagraph (a)(4), comply with subparagraph (a)(1), (a)(2), and (a)(3), and thereafter comply with subparagraph (a)(2) at intervals not to exceed six years from the last inspection and comply with subparagraph (a)(3) at intervals not to exceed 4,500 hours' time in service from the last inspection. (1) Inspect the bore of the wing main spar lower pick-up fittings for chrome plating in accordance with de Havilland Service Technical News Sheet, Series: CT(104), No. 178, Issue 1, dated July 10, 1961, or an FAA-approved equivalent. If a bore is found to be chrome plated, before further flight, replace the affected fitting with a serviceable fitting that does not have a chrome plated bore. (2) Inspect the wing main spar lower pick up fittings, the fuselage center section spar boom lugs, and the main wing to fuselage lower attachment bolts for corrosion, surface roughness, and signs of fretting in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA-approved equivalent. (3) Inspect the total length of the bore of the wing main spar lower pick-up fittings for cracks in accordance with Appendix 2 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA- approved equivalent. Eddy current equipment, of a manufacture not specified in the referenced service bulletin, may be used to comply with this subparagraph, if the equipment meets thesensitivity requirement contained in the referenced service bulletin, the equipment is suitable for inspection of ferrous materials, and the procedure used to operate the equipment complies with the equipment manufacturer's recommended operating instructions. (4) Previous AD's on this same subject which may be used in establishing compliance with the initial inspection specified in paragraph (a) are: AD 70-15-06, Amendment 39-1033 issued on July 8, 1970; AD 70-12-08, Amendment 39-1009 dated June 8, 1970; AD 67- 32-03, Amendment 39-513 issued November 9, 1967; AD 61-18-03, Amendment 329 to Part 507 issued August 25, 1961; and the telegraphic AD's dated May 28, 1970, and June 11, 1970. (b) Each time the wing to fuselage lower joint is reassembled after any inspection required by this AD or for any other reason, apply corrosion protection in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 108, Issue 4, dated July 12, 1971, or an FAA-approved equivalent, and incorporate Modification 686 bolts and shims upon reassembly of the wing to fuselage lower joint on those airplanes having Modification 538 installed. (c) If during the inspections required by subparagraphs (a)(2) or (a)(3), corrosion, pitting, fretting, or corrosion discoloration is found which cannot be removed using the procedures in Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheets, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA-approved equivalent, or if cracks are found in the wing main spar pick-up fitting bore, before further flight, replace the affected part with a serviceable part of the same part number. This amendment supersedes Amendment 39-1033 (35 F.R. 11385), AD 70-15-06. This amendment becomes effective July 31, 1972.
56-22-02: 56-22-02 HELIO: Applies to Model H-391B Aircraft, Serial Numbers 003 to 029 Inclusive. Compliance required within next 100 hours. Cases have been reported of finding cracked upper wing attachment thrust washers, P/N HS-15. These are special heat-treated washers installed beneath the head of the bolt attaching the top of the front wing spar to the carry-through structure. Accordingly, these washers must be replaced with new improved type procured from the airplane manufacturer. (Helio Field Service Bulletin No. 13 dated July 18, 1956, covers this same subject and specifies the bolt torque requirements.)
2022-24-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251N, A321-251NX, A321-252N, A321-252NX, A321- 253N, and A321-253NX airplanes. This AD was prompted by a stress analysis on the engine structure that indicated that the fail-safe lug may not be able to sustain, during one inspection interval as currently specified in an airworthiness limitations item, the loads deriving from the engagement of the secondary load path within that inspection interval for the aft engine mount system. This AD requires repetitive detailed inspections of the aft engine mount and secondary load path clearance fail-safe pin and replacement of the engine if necessary, 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.
2016-07-30: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, -200 Freighter, and -300 series airplanes, and all Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report of blockage of Angle of Attack (AOA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. This activation could cause a continuous nose-down pitch rate that cannot be stopped with backward sidestick input, even in the full backward position. For certain airplanes, this AD requires replacing certain AOA sensors (probes) with [[Page 21723]] certain new AOA sensors. For certain other airplanes, this AD also requires inspections and functional heat testing of certain AOA sensors for discrepancies, and replacement if necessary. We are issuing this AD to prevent erroneous AOA information and Alpha Prot activation due to blocked AOA probes, which could result in a continuous nose-down commandand loss of control of the airplane.
2001-03-01: This amendment adopts a new airworthiness directive (AD) that is applicable to all Israel Aircraft Industries, Ltd., Model Galaxy airplanes. This action requires revising the Airplane Flight Manual to advise of the proper operation of the main entry door. This action is necessary to prevent the main entry door from jamming, which could impede the safe evacuation of passengers and crew during an emergency. This action is intended to address the identified unsafe condition.
2016-07-27: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model SA341G and SA342J helicopters. This AD requires repetitive inspections of a certain part-numbered main rotor hub torsion bar (torsion bar). This AD was prompted by several cases of corrosion in the metal strands of the torsion bar. The actions of this AD are intended to detect corrosion and prevent failure of the torsion bar, loss of a main rotor blade, and subsequent loss of control of the helicopter.
2001-02-08: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60 SHERPA, SD3-SHERPA, SD3-30, and SD3-60 series airplanes, that requires replacement of the existing pneumatic de-icing boot pressure indicator switch with a newly designed switch. This amendment is prompted by an occurrence on a similar airplane model in which the pneumatic de-icing boot indication light may have provided the flightcrew with misleading information as to the proper functioning of the de-icing boots. The actions specified by this AD are intended to prevent ice accumulation on the airplane leading edges, which could reduce controllability of the airplane.
2001-02-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes powered by Pratt & Whitney engines, that requires modification of the nacelle strut and wing structure. The actions specified by this AD are intended to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut.
86-12-03: 86-12-03 GENERAL ELECTRIC COMPANY: Amendment 39-5311. Applies to General Electric (GE) CF6- 50 and -45 turbofan engines. To prevent possible failure of high pressure turbine rotor (HPTR) stage 1 disk, accomplish the following: (a) Remove from service, in accordance with General Electric (GE) Alert Service Bulletin (SB) A72- 859, Revision 1, dated January 1, 1986, those HPTR stage 1 disks identified by specific serial numbers listed in GE Alert SB A72-859, Revision 1, under Paragraph 2., Table 1, for inspection to determine conformance with the FAA approved type design. (b) Compliance required as follows: (1) For those disks with less than 5,490 flight cycles since new on the effective date of this AD, comply prior to the accumulation of 5,500 flight cycles. (2) For those disks with 5,490 or greater flight cycles since new on the effective date of this AD, comply within the next 10 flight cycles. (c) Those HPTR stage 1 disks which do not conform to the FAA approved type design will be retired from service. (d) Those HPTR stage 1 disks which conform to the FAA approved type design may be returned to service. NOTE: For the purpose of this AD, the number of flight cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff operation, landing and engine shutdown. Aircraft may be ferried in accordance with the provisions of FAR Sections 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, Aircraft Certification Division, New England Region, Federal Aviation Administration, 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, Engine Certification Office may adjust the compliance time specified in this AD. GE Alert SB A72-859, Revision 1, dated January 1, 1986, 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 General Electric Company, 1 Neumann Way, Cincinnati, Ohio 45215. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on June 29, 1986.
2001-02-06: This amendment supersedes an existing airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the ice protection systems and to add information regarding operation in icing conditions; installing an ice detector system; and revising the AFM to include procedures for testing system integrity. This amendment requires installing the ice detector system in accordance with revised procedures. 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 ensure that the flightcrew is able to recognize the formation of significant ice accretion and take appropriate action; such formation of ice could result in reduced controllability of the airplane in normal icing conditions.
46-23-01: 46-23-01 ERCO: (Was Mandatory Note 4 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113 to 362, Inclusive. To be accomplished within next 50 hours of operation. Trouble in service has indicated the necessity for replacing the original muffler on the serial numbers listed above with a new muffler, Erco P/N 145-40517. (Erco Service Department Memorandum No. 7 dated February 1, 1946, covers this same subject.)
2022-24-07: The FAA is superseding airworthiness directive (AD) 77-04-06, which applied to Messerschmitt-Bolkow-Blohm (MBB) (now Airbus Helicopters Deutschland GmbH (AHD)) Model BO-105A and BO-105 C helicopters; AD 2002-13-06, which applied to certain Eurocopter Deutschland GmbH (ECD) (now Airbus Helicopters Deutschland GmbH (AHD)) Model BO-105A, BO-105C, BO-105 C-2, BO-105 CB-2, BO-105 CB-4, BO-105 CS-2, BO-105 CBS-2, BO-105S, and BO-105LS A-1 helicopters; AD 2016-25- 14, which applied to certain Airbus Helicopters Deutschland GmbH (AHD) Model BO-105LS A-3 helicopters; and AD 2021-10-14, which applied to certain Airbus Helicopters Deutschland GmbH (AHD) Model BO-105A, BO- 105C, BO-105S, and BO-105LS A-3 helicopters. Since the FAA issued those ADs, new and more restrictive airworthiness limitations have been issued. This AD requires incorporating into existing maintenance records requirements (airworthiness limitations) as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of certain part- numbered tension-torsion (TT) straps. The FAA is issuing this AD to address the unsafe condition on these products.
77-05-04: 77-05-04 TELEDYNE CONTINENTAL MOTORS: Amendment 39-2848. Applies to the following Teledyne Continental Motors engines installed in but not limited to: IO-520-D installed on Cessna 185 and 188 aircraft serial numbers 18502839 through 18503234, 18503236 through 18503284, 18503287, 18503291, 18503293, 18802349 through 18802887, and 18802893. IO-520-F, TSIO-520-C, TSIO-520-G, TSIO-520-M and TSIO-520-R installed on Cessna U-206, T-206, and T-207 aircraft serial numbers U20603021 through U20603693, U20603695, U20603696, U20603699, U20603712, 20700315 through 20700378. IO-520-L, TSIO-520-H, TSIO-520-R, installed on Cessna 210 and T-210 aircraft serial numbers 21061040 through 21061736, 21061738 through 21061763, 21061766, 21061771, 21061773, 21061775 through 21061777, 21061789. IO-470-L installed on Beech Model 95-B55, aircraft serial numbers TC-2003 through TC-2053. Compliance required as indicated after the effective date of this AD unless already accomplished. To prevent crankshaft failure: A. Engines with less than 100 hours total time in service accomplish the following: (1) Within the next 10 hours time in service, check propeller operation in accordance with paragraph C or E as appropriate, and thereafter at intervals not to exceed 10 hours time in service from the previous check until 100 hours total time in service has been reached, whereupon this special check may be discontinued if no problem is evident. (2) Within the next 10 hours time in service examine the oil filter or screen as appropriate for each engine in accordance with paragraph F, and thereafter at intervals not to exceed 25 hours time in service until 100 hours total time in service has been reached, whereupon this special examination may be discontinued if no problem is evident. B. Engines with 100 hours or more total time in service, perform a one-time check or inspection of the following: (1) Within the next 10 hours time in service, check propeller operationin accordance with paragraph C or E as appropriate. (2) Within the next 10 hours time in service, examine the oil filter or screen, for each engine, in accordance with paragraph F. C. Check single engine airplane propeller operation as follows: (1) Ascertain that oil temperature is at or above the middle of the green arc on the oil temperature gage but in no case above the red line. CAUTION: Do Not Exceed Maximum Cylinder Head Temperatures. (2) With the propeller control in the low-pitch high RPM position, set engine speed with the throttle to 1700 RPM. (3) At 1700 RPM, pull the propeller control to the full high-pitch low RPM position until minimum governing RPM is observed, then push the control back to the low-pitch high RPM position. Repeat this procedure three times noting minimum governing RPM each time. Using this procedure the RPM should drop at least 400 RPM and should be reasonably smooth and consistent. (4) If a minimum drop of 400 RPM is obtained consistently in Paragraph C(3), proceed with paragraph F at time intervals specified. NOTE: Propeller operation checks C(1) through C(4) may be performed by the pilot; however, requirements of C(5)(a) through C(5)(c) and Paragraph F require appropriately authorized mechanic or repair station. (5) If a minimum drop of 400 RPM cannot be obtained or the propeller operation is not smooth and consistent, the following additional checks are to be accomplished. (Reference the applicable Aircraft Service Manual.) (a) Operation of the propeller control -- check routing, control clamping, rod end attachments, control rigging and adjustment. (b) Governor operation -- check security, signs of leakage, arm attachment and stop adjustment. (c) Propeller -- check for any external signs of leakage and/or damage. D. If any discrepancies are noted when accomplishing 5(a), (b) or (c), correct condition and recheck in accordance with Paragraph C(1) through C(4). If propeller operation is not in accordance with Paragraph C(3), proceed immediately to Paragraph F and prior to further flight, contact Mr. R.J. Moore, FAA-DER SO-260, Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601, (205) 438-3411, or his representative for disposition or other equivalent disposition method authorized by the Chief, Engineering and Manufacturing Branch, ASO-210, P.O. Box 20636, Atlanta, Georgia 30320. E. Check multiengine airplane propeller operation as follows: NOTE: Propeller checks in paragraphs E(1) and E(2) may be conducted by the pilot. (1) Ground run the engine at 1000 RPM until some oil temperature is indicated. Increase the engine RPM to 1700 until oil temperature has stabilized at or above the middle of the green arc but in no case above the red line. CAUTION: Do not exceed maximum cylinder head temperatures. (2) Place the propeller control in the low-pitch high RPM position and set engine speed to 900 RPM using the throttle. Note any tendency of the propeller to feather after engine speed has stabilized. (3) If feathering does occur in Step (2), the following additional checks are to be accomplished. (Reference the applicable aircraft Service Manual.) (a) Operation of the propeller control -- check routing, control clamping, rod end attachments, control rigging and adjustment. (b) Governor operation -- check security, signs of leakage, arm attachment and stop adjustment. (c) Propeller -- check for any external signs of leakage and/or damage. If any discrepancies are noted in accomplishing Paragraph 3(a), (b) or (c), correct condition and recheck in accordance with Paragraph E(1) through E(2). If feathering occurs, proceed immediately to Paragraph F, and prior to further flight contact Mr. R.J. Moore, FAA-DER SO-260, Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601, (205) 438-3411, or his representative for disposition or other equivalent disposition method authorized by the Chief,Engineering and Manufacturing Branch, ASO-210, P.O. Box 20636, Atlanta, Georgia 30320. F. Perform the following inspections of the oil filter or screen for evidence of metal contamination. (1) Remove and cut open the oil filter or remove and inspect the screen (whichever is applicable). (2) Visually inspect for abnormal amount of metal. (3) Some small quantity of minute metal particles is considered normal; however, should an abnormal amount be present it could be indicative of bearing distress; therefore, check the magnetic properties of the metal, and prior to further flight, request disposition in accordance with Paragraph D or E as appropriate. (4) If no abnormal amount of metal is present, and propeller control checks as outline in Paragraph D or E are satisfactory, the aircraft may remain in service. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. NOTE: Teledyne Continental Motors Service Bulletin M77-6, Supplement 1, pertains to this same subject. This amendment becomes effective March 11, 1977.
83-01-01: 83-01-01 GENERAL DYNAMICS (Convair): Amendment 39-4535. Applies to Model 240, and military models eligible or to be made eligible for civil use under Type Certificate A793, and all such model airplanes converted to turbopropeller power, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent fracture of the nose landing gear (NLG) axle caused by fatigue cracks, accomplish the following. NOTE: All references to hours of time in service apply to nose landing gear axle and not to the aircraft. (A) Within 150 hours time in service after the effective date of this AD, or prior to the accumulation of 10,150 hours time in service, whichever occurs later, unless accomplished within the last 1050 hours time in service, conduct an ultrasonic inspection of each NLG axle (P/N 240- 5210005 or P/N 240-7000475) in accordance with the applicable provisions of paragraph 2 entitled, "Accomplishment Instructions," of General Dynamics Convair Division Service Bulletin 600 (24OD) 32-6 dated February 21, 1980. If cracks are found, replace with a like serviceable part prior to return of aircraft to service. (B) Repeat the ultrasonic inspection specified in paragraph (A) or perform the magnetic particle inspection specified in paragraph (C) of this AD at intervals not to exceed 1200 hours of time in service. (C) Within 12,000 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 12,000 hours time in service, conduct a magnetic particle inspection of the NLG axle (P/N 240-5210005 or P/N 240-7000475) in accordance with the applicable provisions of paragraph 2, entitled "Accomplishment Instructions" of Service Bulletin 600 (24OD) 32-6. If cracks are found, replace NLG axle with a like serviceable part prior to return of aircraft to service. (D) Prior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification,the airplane must be inspected in accordance with paragraph (A) or (C) of this AD. (E) 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. (F) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made 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 General Dynamics, Convair Division, P.O. Box 80877, San Diego, California 92138. These documents also may be examined at FAA, Northwest Mountain Region, 17900 PacificHighway South, Seattle, Washington, or Western Aircraft Certification Field Office, 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective January 19, 1983.
90-10-10: 90-10-10 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD-BA): Amendment 39-6598. Docket No. 89-NM-275-AD. Applicability: All Model Mystere Falcon 900 series airplanes equipped with thrust reverser synchronizing bell crank, Part Number F900HD3200240A2, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the thrust reverser door actuating system, accomplish the following: A. Prior to the accumulation of 3,000 landings on the thrust reverser synchronizing bell crank, Part Number F900HD3200240A2, or within the next 250 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 landings, replace the bell crank, which is life limited to 3,000 landings, in accordance with the manufacturer's maintenance manual. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6598, AD 90-10-10) becomes effective on June 15, 1990.