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62-19-02: 62-19-02 LOCKHEED: Amdt. 477 Part 507 Federal Register August 23, 1962. Applies to All Models 49, 149, 649, 749, and 749A Series Aircraft Incorporating Cleveland Pneumatic Tool Company Main Landing Gear Pistons, P/N's 8298-4, 8298B-4, 8298C-4, 8298C-4A, 8298D- 4 or 8298F-4. Compliance required as indicated. As a result of one complete fatigue failure and subsequent cases of cracks in numerous pistons in the area immediately above the weld that retains the metering pin bulkhead, accomplish the following: (a) Within the next 800 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 2,000 hours' time in service, inspect the main landing gear pistons, Cleveland Pneumatic Tool Company, P/N's 8298-4, 8298B-4, 8298C-4, 8298C-4A, 8298D-4, and 8298F-4, for cracks in the area immediately above the weld that retains the metering pin bulkhead. In those cases where an inspection in accordance with the procedures described in this AD hasbeen accomplished within the last 1,200 hours' time in service as of the effective date of this AD, that inspection may be considered as the initial inspection, and the repetitive reinspection intervals shall then start no later than 2,000 hours' time in service from that date. This inspection may be made by dye penetrant, magnetic particle or ultrasonic methods. (1) Pistons with cracks which exceed a depth of 0.050 inch as measured from the piston inner wall surface shall be modified in accordance with paragraph 4(b) of Lockheed Field Service Letter No. FS/256603L, dated January 24, 1962, or an FAA approved equivalent in order to be eligible for further use. Pistons with this modification are redesignated Cleveland Pneumatic Tool Company P/N's 8298C-4B, 8298C-4C, 8298D-4A, 8298F-4A. (2) Pistons with cracks which do not exceed a depth of 0.050 inch as measured from the piston inner wall surface shall be repaired in accordance with paragraph 4(a) of Lockheed Field Service Letter No. FS/256603L, dated January 24, 1962, or an FAA approved equivalent in order to be eligible for further use. Repaired pistons shall be identified by stamping a letter "R" in front of the part number. (3) Pistons showing no evidence of cracks and pistons repaired in accordance with (a)(2) may be returned to service subject to the 2,000 hours' repetitive reinspection intervals. (b) When modified pistons, P/N's 8298C-4B, 8298C-4C, 8298D-4A, or 8298F-4A, or FAA approved equivalent are installed, the periodic reinspections of (a) may be discontinued. (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 contains substantiating data to justify the increase for such operator. (Lockheed Field Service Letter No.FS/256603L dated January 24, 1962, covers this same subject.) This directive effective September 24, 1962.
2016-18-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-203 and A300 B4-2C airplanes. This AD was prompted by cracks found on pylon side panels (upper section) at rib 8. This AD requires a detailed inspection for crack indications of the pylon side panels; a high frequency eddy current (HFEC) inspection to confirm any crack indications; and repair of any cracking, or modification of the pylon side panels, and repetitive inspections and repair if necessary. We are issuing this AD to detect and correct cracking of the pylon side panels. Such cracking could result in pylon structural failure and in- flight loss of an engine.
2024-17-07: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by multiple reports of cracks found on tail rotor (TR) damper bracket assemblies. This AD requires accomplishing repetitive detailed visual inspections (DVIs) of certain part-numbered TR damper bracket assemblies for corrosion and cracks and, depending on the results, taking corrective action. This AD also prohibits installing an affected TR damper bracket assembly unless it is new. These actions are 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.
63-18-02: 63-18-02 HELIO: Amdt. 609 Part 507 Federal Register August 31, 1963. Applies to All Models H-391B, H-395 Serial Numbers 1 to 591, Inclusive, and H-395A Serial Numbers 1 to 1008, Inclusive. Compliance required prior to September 15, 1963. To preclude possible loss of engine oil through the vacuum oil separator due to blockage of the engine breather tube with ice or snow, accomplish the following: Modify the oil breather tube P/N 391-060-317 by slicing a flute cut 18 inches from contour of lower cowl 0.25 to 0.31 inch depth and 0.75 inch in height on aft side of tube. This cut can be added to the present breather tube. (Helio Service Bulletin No. 30A dated April 20, 1963, covers this same subject.) This supersedes AD 62-12-05. This directive effective September 1, 1963.
84-10-03: 84-10-03 HERB M. GRAVES, JR: Amendment 39-4861. Applies to all Herbie Hog parachutes equipped with plastic deployment handles. To prevent possible nondeployment of the parachute canopy due to separation of the plastic handle when subjected to the deployment force, replace the plastic handle with a metal handle. Rework the parachute by removing the plastic handle and cable assembly and replacing it with a "Martin Baker" type metal handle and cable assembly. Care must be taken to assure that the pin spacing and cable length are compatible with the parachute rigging installation. Compliance is required prior to making the parachute available for any parachute jump and before the next deployment after the effective date of this AD (unless already accomplished). This amendment becomes effective on May 21, 1984.
2024-18-01: The FAA is superseding Airworthiness Directive (AD) 2021-22- 05, which applied to all Leonardo S.p.a. (Leonardo) Model A119 and AW119 MKII helicopters. AD 2021-22-05 required repetitively inspecting certain torque tube assemblies for any deficiency and corrective action if necessary, and replacing any affected part with a serviceable part, which was terminating action for the repetitive inspections. AD 2021- 22-05 was prompted by reports of abnormal play on the collective torque tube on two Leonardo Model AW119 MKII helicopters, which were due to an erroneous manufacturing process. Since the FAA issued AD 2021-22-05, it was discovered that additional torque tube assemblies are subject to the unsafe condition. This AD retains certain requirements specified in AD 2021-22-05, reduces the applicability to include helicopters with only affected part-numbered collective torque tube assemblies, reduces the inspection intervals, and removes the previously approved terminating action. These requirements are 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.
2021-22-05: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model A119 and AW119 MKII helicopters. This AD was prompted by reports of abnormal play on the collective torque tube on two Model AW119 MKII helicopters. This AD requires repetitive inspections of affected torque tube assemblies for any deficiency and corrective action if necessary; and the replacement of any affected part with a serviceable part, which is terminating action for the repetitive inspections, 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.
2004-06-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400F series airplanes, that requires repetitive detailed and general visual inspections of the external fuselage skin for cracks; various inspections of the affected area where cracks are found to determine the extent of the damage; and repair of cracks. This action is necessary to detect and correct fatigue cracks in the fuselage skin and frame shear tie assemblies, which could propagate and result in possible in-flight decompression of the airplane. This action is intended to address the identified unsafe condition.
2004-06-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires measuring the torque of the adjustable pin in the rear attachment of the intermediate strut for both engines, and retorquing the adjustable pins to the correct torque value. This action is necessary to prevent long-term damage to the engine mounting structure (EMS), and loss of redundancy on the EMS, which could result in possible separation of an engine from the airplane, reduced controllability of the airplane, and injury to persons or property on the ground. This action is intended to address the identified unsafe condition.
2004-06-15: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model Avro 146- RJ and Model BAe 146 series airplanes, that requires a test to determine the torque setting for the collar cap screw of the differential box for the nose landing gear, and follow-on actions. This action is necessary to prevent uncommanded inputs to the nosewheel steering, which could result in reduced controllability of the airplane during takeoff and landing. This action is intended to address the identified unsafe condition.