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70-15-07: 70-15-07 HAWKER SIDDELEY: Amdt. 39-1034. Applies to de Havilland Model DH.104 "Dove" airplanes. Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: (a) Inspect the right wing and left wing flap datum hinge links for drilled holes around the circumference of the bearing housing recess. If one or more drilled holes or attempted drilled holes (for cotter pin installation) are found located outside the limits given in Hawker Siddeley Aviation, Ltd., Technical News Sheet CT (104) No. 216, Issue 1, dated June 8, 1970, or later ARB-approved issue or an FAA-approved equivalent, before further flight, replace the flap datum hinge link with a serviceable link of either pre-modification 982 or post-modification 982 standards. The complete flap datum hinge assembly must conform to the modification standard of the flap datum hinge link installed. (b) Install special washers P/N 4WF 465 or an FAA-approved equivalent between the nut on the flap datum hinge bolt and the hinge lever assembly at both the right wing and left wing datum hinge locations. A special washer equivalent to P/N 4WF 465 may be manufactured from 0.028 inch, minimum thickness mild steel sheet material. The special washer must have an outside diameter of at least 0.87 inches, a hole diameter of 0.323 inches, and a flat cut across a sector of the outer circumference producing a straight edge located no closed than 0.35 inches from the center of the hole. (c) Inspect the flange of the ball race housing on both the right wing and left wing flap datum hinge assemblies to determine that it is secured to the wing flap datum hinge link with a 1/16 inch diameter cotter pin for pre-modification 982 flap datum hinge assemblies or a 1/8 inch diameter cotter pin for post-modification 982 datum hinge assemblies. This amendment is effective upon publication in the Federal Register as to all persons except thosepersons to whom it was made immediately effective by the telegram dated June 20, 1970, which contained the amendment.
91-18-04: 91-18-04 BOEING: Amendment 39-8007. Docket No. 91-NM-73-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53- 2302, dated December 13, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden decompression of the airplane, accomplish the following: \n\n\tA.\tAccomplish a detailed visual inspection of the fuselage frames at body station (BS) 2200 and BS 2220, in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990, for evidence of cracking at the latest of the following times, as applicable. Repeat the inspections thereafter at intervals not to exceed 2,000 flight cycles. \n\n\t\t1.\tPrior to the accumulation of 10,000 total airplane flight cycles; or \n\n\t\t2.\tPrior to the accumulation of 10,000 flight cycles since frame replacement in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990; or \n\n\t\t3.\tWithin 1,000 flight cycles after the effective date of this AD. \n\n\tB.\tIf cracking is found as a result of the inspections required by paragraph A. of this AD, prior to further flight, perform a close visual inspection of the adjacent frames, stringers, skin, skin lap joints, and skin adjacent to the outflow valve, in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990, and continue to reinspect in accordance with paragraph A. of this AD. \n\n\tC.\tIf cracks are found as a result of the inspections required by paragraph A. or B. of this AD, prior to further flight, repair in accordance with Boeing Service Bulletin 747-53- 2302, dated December 13, 1990, and continue to reinspect in accordance with paragraph A. of this AD. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial 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. \n\n\tF.\tThe inspections shall be done in accordance with Boeing Service Bulletin 747- 53-2302, dated December 13, 1990. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8007, AD 91-18-04) becomes effective on September 20, 1991.
66-02-01: 66-02-01 BEECHCRAFT: Amendment 39-179 Part 39 Federal Register January 8, 1966. Applies to all Airplanes Equipped with Model BAK-109 Air Conditioners. \n\n\tCompliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent further failures of the compressor motor fan, replace the fan in accordance with Beech Service Bulletin No. 65-4 dated March 1965. \n\n\tNOTE: The Beechcraft Model BAK-109 Air Conditioner is known to be installed in, but not limited to, Beech Models 18, 50, 65 Series; Douglas Model DC3; Lockheed Model 18; Viscount Models 744, 745D and 810 Series airplanes. \n\n\tThis directive effective February 10, 1966.
2016-08-18: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-31-350 airplanes. This AD was prompted by a report of an engine fire caused by a leak in the fuel pump inlet hose. This AD requires inspecting the fuel hose assembly and the turbocharger support assembly for proper clearance between them, inspecting each assembly for any sign of damage, and making any necessary repairs or replacements. We are issuing this AD to correct the unsafe condition on these products.
2009-02-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A detailed inspection in a M26 airplane revealed a significant chafing of the aileron control cable against the wing rib in the fuselage-to-wing area of transition and an abnormal wearing of pulleys' gorges as well. Such damage can only be evidenced on control cables which travel in pulleys either limited in rotation or seized. If left uncorrected, this condition, which could also occur on the elevator or rudder control system, could lead to loss of one or more primary flight controls and consequent reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-07-01: 73-07-01 GENERAL DYNAMICS: Amdt. 39-1608. Applies to Model 340, 440 and C- 131E and all such model airplanes converted to turbopropeller power in accordance with STC SA1096WE and SA4-1100 known as Model 640 and Model 580, respectively, certificated in all categories. Compliance as indicated required on all airplanes with 30,000 hours or more total time in service unless already accomplished. To detect cracks in the wing front spar lower caps, accomplish the following: (1) As soon as practicable, but not to exceed 10 hours' time in service following the effective date of this AD, if the airplane is to be flown, visually inspect, on a daily basis, from the exterior of the wing, both left and right wing front spar lower caps in areas adjacent to each side of main landing gear drag strut attachment fittings for cracks until inspection in (2) below is accomplished. (2) Within the next 100 hours' time in service after the effective date of this A.D., unless already accomplished within the last 500 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, accomplish the following: (a) Gain access to the wing interior in the area described in (1) above by removal of lower wing skin access cover. (b) Perform inspection described in (1) above from the interior of the wing. (3) If cracks are found as the result of the inspections described in (1) or (2) above, repair before further flight in a manner approved by the Chief, Aircraft Engineering Division FAA Western Region. This amendment becomes effective March 26, 1973.
2016-11-04: We are superseding Airworthiness Directive (AD) 2011-23-05 for all The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-23-05 required repetitive inspections for cracking of the 1.04- inch nominal diameter wire penetration hole, and applicable related investigative and corrective actions. This new AD adds new inspection areas, a modification that terminates certain inspections, post- modification inspections, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) that indicates the fuselage frames and frame reinforcements are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the fuselage frames and frame reinforcements that could \n\n((Page 34872)) \n\nresult in reduced structural integrity of the airplane.
71-22-03: 71-22-03 FAIRCHILD-HILLER: Amendment 39-1325 as amended by Amendment 39-2206. Applies to FH1100 Helicopters certificated in all categories, S/N's 9 through 254. Compliance required as follows: To preclude the possibility of failure of the FH1100 tail rotor bearing block, P/N 24-24010-3, inspect the fuselage frame Station 163.5 within the next 100 hours' time in service, unless already accomplished, and every 100 hours after the last inspection in accordance with Fairchild Hiller Service Bulletin FH1100-61-3, Section 4, Inspection Procedure. If cracks are found in the frame, prior to further flight, alter the frame according to procedures in the service bulletin, section 2, Accomplishment Instructions, or later FAA-approved revision or alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. If no cracks are found during the 100-hour inspections, accomplish the alteration at the time of the next 1200-hour aircraft overhaul inaccordance with section 2, Accomplishment Instructions, of the referenced service bulletin or later FAA-approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. Incorporation of the alteration exempts the aircraft from further compliance with this airworthiness directive. Amendment 39-1325 was effective November 2, 1971. This amendment 39-2206 is effective May 20, 1975.
92-04-01: 92-04-01 BOEING: Amendment 39-8170. Docket No. 91-NM-246-AD. Supersedes AD 91-07-07, Amendment 39-6943. \n\n\tApplicability: Model 707-300, -300B, -300C, and -400 series airplanes; as listed in Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure continued structural integrity of the horizontal stabilizer, accomplish the following: \n\n\t(a)\tWithin the next 45 days after April 3, 1991 (the effective date of Amendment 39-6943, AD 91-07-07), determine the composition of the material in the horizontal stabilizer front spar center section assembly and the outboard upper fittings. If the material of the center section is 7075-T73 aluminum, no inspection of the center section is required by this AD. \n\n\t(b)\tIf the material of the center section is 7079-T6 aluminum, prior to further flight, conduct a close visual and ultrasonic inspection of the center section upper lugs for cracks, in accordance with Figure 2 of Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991; and determine if the safety strap has been installed in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier FAA-approved revisions. Determine which of the following conditions describes each of the center section upper lugs: \n\n\t\t(1)\tNo crack in the lug and there is no safety strap installed. \n\t\t(2)\tNo crack in the lug and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\t\t(3)\tNo crack in the lug and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions. \n\n\t\t\t(i)\tWithout an anti-fretting washer installed. \n\t\t\t(ii)\tWith an anti-fretting washer installed. \n\n\t\t(4)\tCrack in the lug and the cracklength is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979, and there is no safety strap. \n\n\t\t(5)\tCrack in the lug and the crack length is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(6)\tCrack in the lug and the crack length is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions. \n\n\t\t\t(i)\tWithout an anti-fretting washer installed. \n\t\t\t(ii)\tWith an anti-fretting washer installed. \n\n\t\t(7)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and there is no safety strap installed. \n\n\t\t(8)\tCrack in the lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(9)\tCrack in the lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(10)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and safety strap is installed in accordance with Boeing Service Bulletin 3067, Revision 2, dated February 9, 1979, or earlier revisions (i.e., without anti-fretting washer installed). \n\n\t\t(11)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is approximately 1/4 inch in thickness. \n\n\t(c)\tIf the material of the outboard fitting is 7079-T6 aluminum, prior to further flight, conduct a close visual and ultrasonic inspection of the outboard fitting upper clevis lugs in accordance with Figure 3 of Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. If the material of the outboard fitting is 7075-T73 aluminum and a safety strap is installed for a cracked or crack-free 7079-T6 aluminum center section lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions, conduct these inspections within the next 1,000 flight cycles or one calendar year after the effective date of this amendment, whichever occurs first. Determine which of the following conditions describes each of the outboard fitting upper clevis lugs: \n\n\t\t(1)\tNo crack is found in lug. \n\t\t(2)\tThe lug is cracked and not repaired. \n\t\t(3)\tThe lug is cracked and repaired in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967. \n\n\t(d)\tIf a safety strap is installed for a cracked center section lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions: Within the next 45 days after the effective date of this amendment, perform a close visual and high frequency eddy current inspection of the safety strap terminal hole and center section attachment locations in accordance with Figure 3 of Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991.(e)\tRepair or replace lugs in accordance with Table 1 below: \n\n\t\t\t\t\tTABLE 1 - \n\n\t\t\tReplacement or Modification Requirements \n\n\n\n\n\n\nCondition of the outboard fitting upper clevis lug as determined from Paragraph (c) of this AD \n\nCondition of center section upper lug as determined from Paragraph (b) of this AD. \n(c)(1)\n(c)(2)\n(c)(3) \n\n(b)( 1)\nPara. (e)(1)\nPara. (e)(2)\nPara. (e)(1)\n\n(b)(2)\nPara. (e)(1)\nPara. (e)(2)\nPara. (e)(1)\n\n(b)(3)\nPara. (e)(3)\nPara. (e)(4)\nPara. (e)(3)\n\n(b)(4) \nPara. (e)(5)\nPara. (e)(6)\nPara. (e)(5)\n\n(b)(5)\nPara. (e)(5)\nPara. (e)(6)\nPara. (e)(5)\n\n(b)(6)\nPara. (e)(7)\nPara. (e)(8)\nPara. (e)(7)\n\n(b)(7) \nPara. (e)(9)\nPara. (e)(10)\nPara. (e)(11)\n\n(b)(8)\nPara. (e)(12)\nPara. (e)(13)\nPara. (e)(14)\n\n(b)(9)\nPara. (e)(1)\nPara. (e)(15)\nPara. (e)(16)\n\n(b)(10)\nPara. (e)(17)\nPara. (e)(18)\nPara. (e)(19)\n\n(b)(11)\nPara. (e)(20)\nPara. (e)(21)\nPara. (e)(22) \n \n\t\t(1)\tNo modification or replacement is required by this AD. \n\t\t(2)\tPrior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(3)\tPrior to further flight, modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(4)\tPrior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, rework in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap to maintain a clearance in the hole of the strap, in accordance with Boeing Service Bulletin3067, Revision 3, dated August 24, 1979. \n\n\t\t(5)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979. \n\n\t\t(6)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979. Additionally, prior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(7)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(8)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. Additionally, prior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(9)\tPrior to further flight, install the safety strap as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(10)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, install the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(11)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and install the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(12)\tPrior to further flight, modify the safety strap as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, or Initial Release, dated September 27, 1990. \n\n\t\t(13)\tPrior to further flight, remove and replace the outboard fitting in accordancewith Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits modify the outboard fitting upper lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, or Initial release, dated September 27, 1990. \n\n\t\t(14)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(15)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(16)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991. \n\n\t\t(17)\tPrior to further flight, modify the safety strap as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(18)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(19)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(20)\tPrior to further flight, replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t\t(21)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t\t(22)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t(f)\tRepeat the inspection of the center section lugs required by paragraph (b) of this AD at intervals not to exceed 1,000 flight cycles or 1 calendar year, whichever occurs first. If a crack is found, prior to further flight, repair or replace the center section lugs in accordance with paragraph (e) of this AD. \n\n\t(g)\tRepeat the inspection of the outboard fitting upper clevis lugs required by paragraph (c) of this AD at intervals not to exceed 1,000 flight cycles or 1 calendar year, whichever occurs first. If a crack is found, prior to further flight, repair or replace the outboard fitting upper clevis lugs in accordance with paragraph (e) of this AD. \n\n\t(h)\tRepeat the inspection of the safety strap terminal hole and center section attachment locations required by paragraph (d) of this AD at intervals not to exceed 500 flight cycles. \n\n\t\t(1)\tIf a crack is found in the terminal hole or in the center section attachment hole/holes of the strap, prior to further flight, replace the safety strap with a strap having an interference fit hole in accordance with Service Bulletin 3067, Revision 3, dated August 17, 1979. The inspections required by this paragraph must be continued after such replacement at intervals not to exceed 500 flight cycles. \n\n\t\t(2)\tReplacement of the center section front spar assembly with an assembly made of 7075- T73 aluminum constitutes terminating action for the inspections required by this paragraph. \n\n\t(i)\tReplacement of both the horizontal stabilizer center section front spar assembly and the outboard front spar fittings, with an assembly and fittings made of 7075-T73 aluminum, in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979, and Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, constitutes terminating action for the inspection requirements of this AD. \n\n\t(j)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(k)\tSpecial 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. \n\n\t(l)\tThe inspections,repair, and modifications shall be done in accordance with the following service bulletins: \n\n\t\t(1)\tBoeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991; \n\t\t(2)\tBoeing Service Bulletin 3067, Revision 3, dated August 24, 1979; \n\t\t(3)\tBoeing Service Bulletin 2959, Revision 4, dated August 17, 1979; \n\t\t(4)\tBoeing Service Bulletin 3253, Revision 4, dated November 17, 1988, which contains the following list of effective pages: \n\n\n\nPAGE NUMBER\nREVISION LEVEL\nDATE \n\n\n\n1-14, 16, 19, 25, 31,\n35, 46-49, 54-56 \n4\nNovember 17, 1988 \n\n\n\n\n\n\n\n\n\n15, 17-18, 20-24,\t\n26-30, 32-34, \n36-45, 50-53\n3\nFebruary 25, 1988 \n\nand \n\t(5)\tBoeing Service Bulletin 2330, Revision 2, dated November 17, 1967, which contains the following list of effective pages: \n\n\n\nPAGE NUMBER\nREVISION LEVEL\nDATE \n1-4, 14\t\n2\nNovember 17, 1967 \n5-13, 15-23\n1\nOctober 9, 1967 \n\nThis 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(m)\tThis amendment (39-8170, AD 92-04-01) becomes effective on February 25, 1992.
2024-20-03: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson Helicopter) Model R22 Beta, R22 Mariner, R44, and R44 II helicopters with a certain governor controller installed. This AD was prompted by reports of engine governor failure, which was a result of water intrusion inside of the governor controller. This AD requires replacing certain governor controllers and prohibits installing those governor controllers on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.