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51-05-01: 51-05-01 PRATT & WHITNEY: Applies to Douglas DC-6 and Convair 240 Aircraft Equipped With R-2800-34M1, -83AM3, -83AM4, and Double Wasp CA Series Engines Using Antidetonant Injection (Wet Power) for Takeoff. Compliance required as soon as possible but not later than February 15, 1951. A. Each operator of an airplane covered shall select a power which he undertakes to maintain. If that power is less than the corresponding value available during the type certification tests of the airplane, the operating weights of the entire fleet shall be reduced to values such as will enable the airplanes to perform as indicated in the approved airplane flight manual with the power selected. B. The power actually develop by each engine shall be measured each time it reaches each of the following stages. 1. Upon installation of overhauled engines in aircraft. 2. At the No. 3 inspection nearest to the midpoint of the authorized service time between overhauls. 3. At thenearest No. 3 inspection or some convenient point near or at the end of the authorized service time between overhauls. C. The procedures and methods employed in making these power measurements shall be acceptable to the FAA. 1. The frequency of the power measurements should be contained as indicated above until the results obtained on each operator's fleet have been evaluated for the purpose of establishing whether more frequent or less frequent measurements are warranted. 2. Operators not employing line maintenance practices which will reasonably insure the continued availability of the selected power will start this program making more frequent power measurements than indicated above. D. An airplane incorporating an engine which at any of the required power measurements, fails to develop the selected power shall not be dispatched unless: 1. The power is restored to the selected value, or 2. The engine is replaced by one developing the selected power, or 3. The operating weights of the individual airplane are reduced as specified in A. E. If, on a fleet-wide basis, the initial powers measured during any individual power measurement are consistently below the selected power, the operator shall: 1. Initiate or improve line maintenance to the extent necessary to give reasonable assurance that the selected power is continuously available, or 2. Make more frequent measurements of power, or 3. Select a lower value of power representative of the initially measured values and reduce operating fleet weights as specified in A. F. An acceptable method for power measurement and data correction utilizing static ground runups in the aircraft is described by AAL in their instructions on "Convair Ground Power Check". This information has been distributed by ATA to all the airlines involved. Alternative methods providing equivalent or greater accuracy will be acceptable. G. Results of the above power checksare to be submitted regularly and promptly to the assigned FAA Field Agents.
96-24-01: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires replacement of certain rudder horn assemblies with a new assembly. For certain airplanes, the amendment also requires replacement of certain rudder control rods with a new rod. This amendment is prompted by reports of cracked rudder horns and a cracked rudder control rod, caused by impact overload. The actions specified by this AD are intended to prevent such an overload and consequent cracking of the subject parts, which could result in reduced structural integrity of the rudder horn assembly or loss of rudder control; this condition could lead to reduced controllability of the airplane.
2014-16-24: We are superseding Airworthiness Directive (AD) 2012-10-53 for Eurocopter Deutschland GmbH (ECD) (now Airbus Helicopters) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. AD 2012-10-53 required, before further flight and at specified intervals, checking and inspecting the upper and lower main rotor hub (MRH) shaft flanges for a crack, and inspecting the lower hub-shaft flange bolt attachment areas for a crack. Since we issued AD 2012-10- 53, it has been determined that it is safe to increase the visual inspection intervals of the MRH shaft flanges from 10 hours time-in- service (TIS) to 50 hours TIS and remove the inspection of the lower MRH shaft flange bolt attachment areas. This new AD continues to require checking and inspecting the upper and lower MRH shaft flanges for a crack. These actions are intended to detect a crack on the MRH shaft flange, which if not corrected, could result in failure of the MRH and subsequent loss of control of the helicopter.
56-23-03: 56-23-03 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required as indicated. Due to additional failures, it has been found necessary to lower the retirement time specified in AD 56-10-02. Accordingly, the horizontal hinge pin assembly, P/N S10-10-3331 and S10-10-3331-1 with 750 hours service must be replaced by December 1, 1956, or prior to the accumulation of 850 hours, whichever occurs first. Parts with 850 hours or more must be replaced prior to further service. Thereafter, P/N S10-10-3331 and S10-10-3331-1 are to be retired at not more than 750 hours. This supersedes AD 56-10-02.
2014-16-07: We are superseding Airworthiness Directive (AD) 2011-15-09 for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. AD 2011-15-09 required repetitive inspections for proper operation of the main landing gear (MLG) alternate extension system (AES), and corrective actions if necessary. This new AD requires, for certain airplanes, new repetitive inspections for proper operation of the MLG AES, and corrective actions if necessary. This new AD also requires eventually replacing the MLG AES cam mechanism assembly with a new assembly, which terminates the repetitive inspections for those airplanes. This AD was prompted by a determination that, for certain airplanes not affected by AD 2011-15-09, a different MLG AES cam mechanism assembly was installed, resulting in input lever fractures and inability to open the MLG door; those assemblies could be subject to the same unsafe condition in AD 2011-15-09. We are issuing this AD to prevent improper operation of the cam mechanism or rupture of the door release cable, which [[Page 48969]] could result in loss of control of the airplane during landing.
52-28-03: 52-28-03 BELL: Applies to All 47 Series Helicopters With the 47-645-002 Gearbox Installed. Compliance required as directed. Replace the tail rotor gearbox shaft, P/N 47-645-077-1, when it has accumulated 900 hours of operation. (Bell's Mandatory Service Bulletin No. 83, Revision A, dated October 2, 1952, covers this same subject.)
59-10-05: 59-10-05 HAMILTON STANDARD: Applies to All Hamilton Standard Propellers Controlled by 5U21 Governors and Installed on TC18EA Series Engines. Compliance required at first governor overhaul after September 1, 1959, but not later than February 1, 1960. Adverse environmental conditions in the propeller governor resulting from certain types of engine failure have caused improper operation of the governor in such a manner as to result in propeller overspeeding and failure to feather. In order to minimize the possibility of such occurrences, provide a means for feathering that will be independent of the pilot valve incorporated in the 5U21 governor. Replacement of the 5U21 governor by the Hamilton Standard 5AB23 governor is considered an acceptable means to accomplish the desired objective. Any other approved means of accomplishing the desired objective will also be acceptable. (Hamilton Standard Service Bulletin No. 591 covers this same subject.)
2014-16-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600) airplanes. This AD requires revising the airplane flight manual to prohibit thrust reverser operation, and repetitive detailed inspections of both engine thrust reversers for cracks and modification if necessary. The modification of the thrust reversers is also an optional terminating action for the repetitive inspections. This AD was prompted by reports of partial deployment of an engine thrust reverser in-flight caused by a failure of the translating sleeve at the thrust reverser attachment points. We are issuing this AD to detect and correct cracks of the translating sleeve at the thrust reverser actuator attachment points, which could result in deployment or dislodgement of an engine thrust reverser in- flight and subsequent reduced control of the airplane.
55-04-01: 55-04-01 FEDERAL SKIS: Applies to All Cessna Model 180 Aircraft Equipped With Federal Model AWB-2500A Wheel Skis. Compliance required as soon as possible but no later than next 100 hour inspection. Instances have been reported of the main skis pitching downward against the forward limiting cables during normal flight causing the airplane to assume a dive attitude with a resulting loss of altitude before recovery. To preclude the possibility of the serious consequences that might result should this condition occur at low altitudes, the following corrective action must be accomplished: 1. Replace the existing mechanical rigger with Federal No. 11G1064-2 mechanical rigger. 2. Install Federal No. 11D1059-5 preloaded bungee assembly in each of forward limiting cables and adjust the cables so that the skis when in the "up" position on the wheel, will be allowed to pitch nose down minus 12 degrees to 14 degrees in flight without extending the bungee units. This angleis measured between the top of the ski channel and the horizontal reference line of the airplane. (Federal Service bulletin No. 102 covers the same subject.)
2014-14-04: We are superseding Airworthiness Directive (AD) 2003-18-10 for certain The Boeing Company Model 767 airplanes. AD 2003-18-10 required revising the Airworthiness Limitations Section of the maintenance planning data (MPD) document. This new AD also requires revising the maintenance program to incorporate an additional limitation, which terminates the existing requirements; and adds airplanes to the applicability. This AD was prompted by a re-evaluation of certain doors and flaps based on their fatigue-critical nature. We are issuing this AD to detect and correct fatigue cracking of the principal structural elements (PSEs), which could adversely affect the structural integrity of the airplane.