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84-19-06: 84-19-06 GATES LEARJET: Amendment 39-4919. Applies to the following model/series airplanes certificated in all categories except airplanes modified in accordance with Supplemental Type Certificate SA944NW (Dee Howard XR Modification). Compliance required as indicated unless already accomplished. MODEL SERIAL NUMBERS 24 100 thru 357 25 003 thru 369 28 001 thru 005 29 001 thru 004 35 001 thru 514 36 001 thru 053 55 001 thru 105 To prevent aileron/trim tab flutter due to a failure or disconnect of the tab control system, accomplish the following: A. Within the next 600 hours time in service, or the next aileron/trim tab removal or rebalance, whichever occurs first, replace the trim tab balance weight and rebalance the left aileron in accordance with the instructions in Gates Learjet Corporation Airplane Modification Kit Number AMK 83-3 for Models 24, 25, 28, 29, 35, and 36; and AMK 55-83-3 for Model 55. B. Special flight permits may be issued in accordance with FAR 21.197 to operate airplanes to a base in order to comply with the modification requirements of this AD. C. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. These documents may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This amendment becomes effective October 22, 1984.
62-27-05: 62-27-05 FAIRCHILD: Amdt. 524 Part 507 Federal Register December 28, 1962. Applies to Model F-27 Aircraft Serial Numbers 2 to 95 Inclusive. Compliance required within the next 1,000 hours' time in service after the effective date of this AD. In order to preclude the loss of DC power to the primary DC bus in the event of failure of the forward primary bus relay, and the loss of AC power to certain engine instruments in the event of loss of the 115/26V instrument transformer, the following, or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, New York, shall be accomplished: (a) Modify the DC electric distribution system to provide an alternate means of connecting the primary bus to the No. 2 electrical panel battery-generator feeder bus by installing one auxiliary forward primary bus relay, Cutler Hammer P/N 6041H172 in parallel with the existing forward primary bus relay. The control circuit for this auxiliary relay shall be made independent of the control circuit for the existing primary bus relay by connecting it to the flight emergency bus through an added 5-ampere circuit breaker and through a separate pair of contacts in the load monitor switch, P/N MS35059-22. (b) Modify the AC electric distribution system to provide an alternate means of supplying 26V electric power to the AC engine instruments by installing one Eclipse-Pioneer instrument transformer type DW-73-A1 and one selector switch P/N MS 35059-23 which will provide for selection of either one of the two instrument transformers. (Fairchild Service Bulletin 24-9 Revision No. 1, dated June 11, 1962, covers this same subject.) This directive effective January 29, 1963.
83-22-52 R1: 83-22-52 R1 PRATT & WHITNEY AIRCRAFT: Amendment 39-4786. Applies to Pratt & Whitney JT9D- 7R4 series engines incorporating fuel nozzles, P/N 792842 and P/N 794731, which have accumulated 625 total cycles or more. Unless already accomplished refurbish fuel nozzles as follows: (1) For fuel nozzles installed in JT9D-7R4D and -7R4E engines refurbish in accordance with Pratt & Whitney Aircraft All Operator Wire JT9/73-13/PSE:DAB:3-10-14-1 or Boeing 767-SL-73-1 with the following schedule: A. Within the next 75 cycles if neither Pratt & Whitney Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, nor Pratt & Whitney Aircraft Special Instruction No. 77F-83 is incorporated; B. Within the next 150 cycles if either Pratt & Whitney Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, or Pratt & Whitney Aircraft Special Instruction No. 77F-83 is incorporated; C. Refurbish nozzles at intervals not to exceed 700 cycles thereafter. (2) For fuel nozzles installed in JT9D-7R4D1, -7R4E1, -7R4E3, -7R4G2, and -7R4H1 engines refurbish in accordance with Pratt & Whitney Aircraft All Operator Wire HT9/73-13/PSE:DAB:3-10-14-1 or Boeing 747- SL-73-14 or Pratt & Whitney Aircraft Manual P/N 785057 TR72-1 with the following schedule: A. Within the next 150 cycles. B. At intervals not to exceed 700 cycles thereafter. NOTE: Cone angle check is not mandatory after sonic cleaning in accordance with Pratt & Whitney Aircraft all operator wire JT9/73-13/PSE:DAB:3-10-14-1. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Branch, Federal Aviation Administration, New England Region. Pratt & Whitney Aircraft All Operator Wire JT9/73-13/PSE:DAB:3-10-14-1, Pratt & Whitney Aircraft Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, Pratt & Whitney Aircraft Special Instruction No. 77F-83, Boeing Service Letter 747-SL-73-14, Boeing Service Letter 767-SL-73-1, and Pratt & Whitney Aircraft Manual P/N 785057 TR72-1 identified and described in this directive are incorporated herein and made by reference a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received the referenced service documents from the manufacturers may obtain copies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108 or The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD which includes the material in full is maintained by the FAA at the New England Region Office. The telegraphic airworthiness directive issued on October 28, 1983, became effective upon receipt. This amendment becomes effective on February 21, 1984.
2009-12-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Identification of an unsafe condition related to the loss of the fail-safe design criteria for the rudder trim, pitch trim and stick pusher control functions after a reported event led in April 2008 to the release of AD 2008-0062 to mandate the ATR modification No. 05780. It has appeared that some airplanes manufactured and delivered before April 1, 2008, may have received on the production-line a partial or incorrect implementation of the required ATR mod. No. 05780. * * * * * The unsafe condition is loss of the rudder trim, pitch trim, and stick pusher control, which could result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-12-01: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron, Inc. (Bell) helicopters. This action requires visually inspecting each main rotor blade box beam clip (clip) for correct installation. This amendment is prompted by a report of a main rotor blade with an incorrectly installed clip. The actions specified in this AD are intended to prevent a main rotor blade spar crack as a result of an incorrectly installed clip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
80-14-13: 80-14-13 DETROIT DIESEL ALLISON: Amendment 39-3820. Applies to Model 501-D13, 501-D13A, 501- D13D, 501-D13E, and 501-D13H engines equipped with 1st stage turbine wheels with part numbers 6844061 and 6847111. Compliance is required as indicated. To prevent disc failures due to fatigue, these discs are to be removed from service depending upon the spline fit interference or reaching the hourly limitation. The schedule for wheel removal is as follows: (1) Spline fit - 0.000 to 0.0009T (a) Wheels which have greater than 15,800 cycles on the effective date of this AD are to be removed from service within 200 cycles. (b) Wheels which have less than 15,800 cycles on the effective date of this AD are to be removed from service before they accrue 16,000 cycles. (2) Spline fit - .001T - .0025T (a) Wheels which have greater than 18,550 cycles on the effective date of this AD are to be removed from service within 450 cycles. (b) Wheels which have less than 18,550 cycles on the effective date of this AD are to be removed from service before they accrue 19,000 cycles. (3) It is the operator's responsibility to obtain wheel-to-shaft spline fit data from the Overhauler to determine which spline fit applies to their respective turbine or turbines. Only wheels that have conformed to a .001T min. fit throughout their entire utilization history qualify for paragraph (2) above. (4) Wheels which have 9700 hours of service prior to accuring 16,000 cycles (spline fit 0.000 to 0.0009T) or 19,000 cycles (spline fit .001T - .0025T) shall be removed from service. This amendment becomes effective July 10, 1980.
2009-12-14: We are adopting a new airworthiness directive (AD) for the products listed above. 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: It has been found that the coolant liquid EVANS NPG + is a flammable fluid. The engine liquid cooling system of the affected Aeromot aircrafts is not designed to operate with flammable liquids. Therefore, there is an unacceptable engine fire risk associated with the use of Evans NPG + fluid.
79-18-03: 79-18-03 MCDONNELL DOUGLAS: Amendment 39-3541 as amended by Amendment 39-3603. Applies to DC-10-10, -10F, -30, -30F and -40 airplanes. Serial numbers corresponding to manufacturer's fuselage Numbers 1 through 258, certificated in all categories. \n\n\tCompliance is required as indicated. \n\n\tTo reduce the possibility of an unannounced anti-ice system failure accomplish the following, unless modified per Paragraph (c) of this AD. \n\n\ta.\tWithin the next 300 hours' time in service from the effective date of this AD, unless previously accomplished within the last 3,000 hours' time in service, accomplish the tests specified below. \n\n\t\tTEST PROCEDURE FOR WING/ANTENNA ANTI-ICE SYSTEM PASSIVE FAILURES \n\n\t\t1.\tRemove power from all AC and DC buses. \n\n\t\t2.\tOpen "BATT DIRECT & LEFT EMER DC FEED" circuit breaker on overhead CB panel. \n\n\t\t3.\tDisconnect P1-837 at center accessory compartment right hand (CAC-R) disconnect panel. \n\n\t\t4.\tRestore power to DC buses 1 and 3. (Other buses may be energized if desired.) \n\n\t\t5.\tPressurize No. 3 pneumatic system to at least 15 psig per instructions in Maintenance Manual Chapter 36-00-00. \n\n\t\t6.\tPlace WING & ANT ANTI-ICE switch to TEST position and verify that WING & ANT ANTI-ICE DISAGREE light comes on and goes off. \n\n\t\t\tCAUTION: WING ICE PROTECTION MUST NOT BE OPERATED IN TEST POSITION ON THE GROUND WITH ENGINES OR APU OPERATING OR WITH PNEUMATIC GROUND SUPPLY CONNECTED FOR MORE THAN 30 SECONDS. FAILURE TO OBSERVE THIS PRECAUTION CAN RESULT IN OVERHEATING WING LEADING EDGES, CAUSING DAMAGE. \n\n\t\t\tNOTE: The above caution is not applicable if an external ground pneumatic source with air temperature controlled at 190 degrees F (88 degrees C) or less is used. \n\n\t\t7.\tRelease WING & ANT ANTI-ICE switch and verify WING & ANT DISAGREE light comes on and goes off. \n\n\t\t8.\tDepressurize No. 3 pneumatic system, remove power from all AC and DC buses, and verify "BATT DIRECT & LEFT EMER DC FEED" circuit breaker is open.9.\tReconnect P1-837 at CAC-R panel and restore power to aircraft as required. \n\n\t\t10.\tOpen "WING & ANT ANTI-ICE DISAGREE LTS" circuit breaker on upper main CB panel. \n\n\t\t11.\tIn lower galley or forward cargo area as applicable, gain access to antenna valve. \n\n\t\t12.\tDisconnect P1-2472 from antenna valve position switches. \n\n\t\t13.\tClose circuit breaker listed in Step 10. \n\n\t\t14.\tPressurize No. 3 pneumatic system to at least 15 psig per instructions in Maintenance Manual Chapter 36-00-00. \n\n\t\t15.\tPlace WING & ANT ANTI-ICE switch to TEST position and verify that WING & ANT ANTI-ICE DISAGREE light comes on and goes off. \n\n\t\t\tCAUTION: WING ICE PROTECTION MUST NOT BE OPERATED IN TEST POSITION ON THE GROUND WITH ENGINES OR APU OPERATING OR WITH PNEUMATIC GROUND SUPPLY CONNECTED FOR MORE THAN 30 SECONDS. FAILURE TO OBSERVE THIS PRECAUTION CAN RESULT IN OVERHEATING WING LEADING EDGES, CAUSING DAMAGE. \t\t\t\n\n\t\t\tNOTE: The above caution is not applicable if an external ground pneumatic source with air temperature controlled at 190 degrees F (88 degrees C) or less is used. \n\n\t\t16.\tRelease WING & ANT ANTI-ICE switch and verify WING & ANT DISAGREE light comes on and goes off. \n\n\t\t17.\tOpen circuit breaker listed in Step 10. \n\n\t\t18.\tReinstall P1-2472 connector on antenna valve. \n\n\t\t19.\tRestore aircraft to normal operating condition. \n\n\t\t\tNOTE: Steps 1 through 7 check the integrity of the VHF antenna anti-ice valve and monitoring circuit. Steps 10 through 16 check the integrity of the right wing anti-ice valve and monitoring circuit. \n\n\tb.\tIf Steps a.6 and 7 or a.15 and 16 are not satisfactorily accomplished, repair the unsatisfactory condition, or restrict the aircraft from flight in icing conditions. \n\n\tc.\tWithin one year from the effective date of this AD provide for performance monitoring of the wing and antenna anti-ice systems by separate lights in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNote: McDonnell Douglas Service Bulletin 30-47 dated December 5, 1978 and/or Revision 1 dated May 22, 1979 provide a satisfactory method of accomplishment. \n\n\td.\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-3541 became effective September 29, 1979. \n\n\tThis Amendment 39-3603 becomes effective November 1, 1979.
83-19-04: 83-19-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4732. Applies to all SNIAS Model 355 series helicopters that have splined flange, P/N 355A34-1062-20, attached to the forward end of the oil cooler fan wheel. Compliance is required as indicated unless already accomplished. To prevent possible loss of tail rotor drive, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, inspect the splined flange (P/N 355A34-1062-20) as prescribed in SNIAS Model 355 Maintenance Manual, Section 65.10.00.602, paragraph 2, or FAA approved equivalent. (b) Repeat the inspection prescribed in paragraph (a) above at intervals not to exceed 100 hours, until the splined flange (P/N 355A34-1062-20) is replaced with a new splined flange (P/N 355A34-1078-20). (c) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101, or by the Manager, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. (d) In accordance with Section 21.197, flight is permitted to a base where the inspections required by this AD may be accomplished. This amendment becomes effective October 14, 1983.
89-16-10: 89-16-10 CESSNA: Amendment 39-6286. Applicability: Model 550 and 551 series airplanes, Unit Numbers -0002 through -0207 and -0209, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of fuel flow transmitter electrical connector end fittings, which could result in total engine power loss or an engine compartment fire, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, inspect both engines to determine whether Cessna Part Number (P/N) 9912031-6 fuel flow transmitters are installed, in accordance with Cessna Service Bulletin SB550-73-2, dated February 10, 1989. B. If Cessna P/N 9912031-6 fuel flow transmitters are installed on both engines, no further action is necessary. C. If Cessna P/N 9912031-5 fuel flow transmitters are installed, inspect the transmitter electrical connector end fitting for each, in accordance with Cessna Service Bulletin SB550-73-2, dated February 10, 1989. 1. If each Cessna P/N 9912031-5 fuel flow transmitter is determined to have a one-piece electrical connector end fitting, no further action is necessary. 2. Each Cessna P/N 9912031-5 fuel flow transmitter determined to have a two-piece electrical connector end fitting must be replaced, either: a. prior to further flight, in accordance with Cessna Service Bulletin SB550-73-1, Revision 1, dated April 19, 1989; or b. within 6 months after the effective date of this AD, in accordance with Cessna Service Bulletin SB550-73-1, Revision 1, dated April 19, 1989, provided that the fitting is initially inspected in accordance with Paragraph 5 of Cessna Service Bulletin SB550-73-2, dated February 10, 1989, and inspected thereafter at intervals not to exceed 25 hours time-in-service, and found to be free of cracks between the electrical connector receptacle and the end fitting base. Any transmitter having a cracked fitting must be replaced prior to further flight, in accordance with Cessna Service Bulletin SB550-73-1, Revision 1. Replacement of a transmitter in accordance with Cessna Service Bulletin SB550-73-1, Revision 1, constitutes terminating action for the repetitive inspection requirements of this paragraph for the transmitter replaced. 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, Wichita Aircraft Certification Office, FAA, Central Region. NOTE: If appropriate, 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, Wichita 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 documents from the manufacturer may obtain copies upon request to Cessna Aircraft Company, Citation Marketing Division, P.O. Box 7706, Wichita, Kansas 67277. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; or at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment (39-6286, AD 89-16-10) becomes effective on September 7, 1989.