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2015-19-15: We are adopting a new airworthiness directive (AD) for PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, and PC-12/47E airplanes. 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 a malfunction of the universal joint. We are issuing this AD to require actions to address the unsafe condition on these products.
46-31-02: 46-31-02 STINSON: (Was Service Note 1 of AD-764-1.) Applies to All L-5 Series Aircraft. After each 25 hours of operation make a visual inspection of the torque tube on welded bellcrank assemblies located in the fuselage immediately aft of the rear seat for cracks in the bellcrank around the torque tube. If any cracks are found, replace or reinforce part before further operation of the aircraft. Bellcranks manufactured from a casting and installed on L-5 airplanes, Serial Number 42-98885 and subsequent, are considered satisfactory. If inspection indicates that this more satisfactory part is installed, the 25-hour inspections may be discontinued.
85-15-04: 85-15-04 BELL HELICOPTER TEXTRON, INC., HAWKEYE ROTOR AND WING, TEXAS HELICOPTER CORPORATION: Amendment 39-5186. Applies to Model 47B, 47B3, 47D, 47D1, 47E, 47G, 47H-1, 47G-3, U.S. Army Model OH-13E helicopters certified in any category and other helicopters equipped with tail rotor blade yoke P/N 74-641- 057-9. Compliance is required as indicated, unless already accomplished. To prevent the failure of the tail rotor blade yoke, accomplish the following: a. Within the next 10 hours time in service after the effective date of this AD, remove from service Texas Helicopter Corporation tail rotor blade yoke P/N 74-641-057-9. b. Any equivalent method of compliance with this AD which provides an equivalent level of safety may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. c. In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the replacement required by this AD may be accomplished. This amendment becomes effective January 8, 1986, as to all persons except those to whom it was made immediately effective by priority letter AD 85-15-04, issued July 23, 1985, which contained this amendment.
2015-19-07: We are superseding airworthiness directive (AD) 2011-26-04 for certain fuel injected reciprocating engines manufactured by Lycoming Engines. AD 2011-26-04 required inspection, replacement if necessary, and proper clamping of externally mounted fuel injector fuel lines. This new AD retains the requirements of AD 2011-26-04, and expands the list of affected engine models. This AD was prompted by revised service information that added engine models to the applicability. We are issuing this AD to prevent failure of the fuel injector fuel lines, which could lead to uncontrolled engine fire, engine damage, and damage to the airplane.
85-01-01: 85-01-01 BEECH: Amendment 39-4974. Applies to Models 65-88 (S/Ns LP-1 through LP-26, LP-28, and LP-30 through LP-47); 65-90, 65-A90, B90, and C90 (S/Ns LJ-1 through LJ-680); E90 (S/Ns LW-1 through LW-178); 100 and A100 (S/Ns B-1 through B-226); and B100 (S/Ns BE-1 through BE-8) certificated in any category in which all cast acrylic windows have not been replaced with stretched acrylic windows. Compliance: Required as indicated, unless already accomplished. To prevent failures of a cast acrylic window and resulting decompression and possible occupant injury, accomplish the following: (a) Within 50 hours time-in-service (TIS) after the effective date of this AD or 300 hours TIS after the last inspection per AD 81-12-01 whichever occurs later, and each 300 hours TIS thereafter, and within 50 hours TIS after any stripping and repainting in the area of the window; (1) Visually inspect each cast acrylic window in accordance with Beech Service Bulletin No. 2011 (SB2011). (2) If the above inspection discloses any crack, fissure, stress craze or scratch in any window, prior to further pressurized flight, replace this window with a stretched acrylic window of the appropriate part number specified in Paragraph (b). (b) Within one calendar year after the effective date of the AD, replace each cast acrylic window with one of the stretched acrylic windows listed below. WINDOW BEECH PART NUMBER Oval, baggage area 50-440014-837 or -838 Cockpit, side, standard 50-420066-317 or -318 Cockpit, side, oversize 50-420066-353 or -354 Round, Cabin 50-420013-1053 NOTE: After installing a stretched acrylic window make an appropriate entry in the Aircraft Maintenance Record which, along with previous entries, clearly shows each location at which a stretched acrylic window has been installed. (c) Upon installation of all stretched acrylic windows per Paragraph (b), this AD is no longer applicable. (d) Compliance with Paragraphs (a) and (b) is not required if the pressurization system is deactivated as follows, and the aircraft is operated in accordance with this limitation: (1) Secure the "Test/Dump" switch in the "Dump" position; and (2) Fabricate a placard, "CABIN PRESSURIZATION PROHIBITED" of 3/16-inch or larger letters and install it on the control panel adjacent to pressurization system controls; and (3) Insert a copy of this AD in the "Limitations" section of the airplane flight manual. (4) Make an appropriate entry in the Aircraft Maintenance Record showing compliance with this paragraph. (5) The provisions of this paragraph may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person, provided the airplane is not used in air carrier service. (e) Aircraft may be flown unpressurized in accordance with FAR 21.197 to a location where the inspections/repairs required by this AD can be performed. (f) An equivalent method of compliance with this AD may be used when approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400. This AD supersedes AD 81-12-01, Amendment 39-4126. This amendment becomes effective February 6, 1985.
47-02-07: 47-02-07 CULVER: (Was Service Note 1 of AD-778-2.) Applies to Models V and V2 Aircraft. Inspection required after each 100 hours of operation. Inspect landing gear retraction system to determine that adjustments are as follows: (1) With the landing gear extended and no load on the wheels, the push-pull rod adjustments should be such that the center joint of the retraction links attached to each shock strut will withstand a minimum upward pressure of 25 pounds without movement. (2) The length of the push-pull rods in the wing should be so adjusted that the retraction links attached to both main gear struts are under equal pressure. (3) The down limit switch should be adjusted to cut off when the gap between the down stop and the horn on the actuating mechanism is 0.015 inch to 0.020 inch. Maintenance of these adjustments is necessary to prevent damage to the retraction system. (Culver Service Memorandum No. 12 dated November 27, 1946, covers this same subject.)
2021-12-06: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS-365N2, AS 365 N3, SA-365N, and SA-365N1 helicopters. This AD requires replacing the main gearbox (MGB), or as an alternative, replacing the epicyclic reduction gear module for certain serial numbered planet gear assemblies installed on the MGB. This AD also requires inspecting the MGB magnetic plugs and oil filter for particles. Depending on the outcome of the inspections, this AD requires further inspections and replacing certain parts. This AD was prompted by failure of an MGB second stage planet gear. The FAA is issuing this AD to correct an unsafe condition on these products.
77-17-02: 77-17-02 MCDONNELL DOUGLAS: Amendment 39-3015. Applies to DC-10-10, -10F, -30, -30F and -40 series airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo reduce the probability and severity of an inadvertent engagement of the autopilot actuators, accomplish the following: \n\n\ta.\tWithin 300 additional hours flight time, or thirty days from the effective date of this AD, whichever occurs earlier, unless already accomplished, modify the -5 or earlier pitch guidance control panels, P/N's 3759027, 3759028, 3759029 or 3759050, in accordance with McDonnell Douglas Alert Service Bulletin A22-96, Revision 1, dated July 8, 1977, or later FAA approved revisions. For panel modification and testing, the Douglas Alert Service Bulletin A22-96 refers the modifier to Bendix Alert Service Bulletins A3759027-5-SB7, A3759028-5-SB-7, A3759029-5-SB7 and A3759050-5-SB5 which are embodied into one document dated June 3, 1977. Approval of the Bendix Service Bulletinsis delegated to the Bendix Corporation by the FAA via the TSO system. Approval for incorporation into the DC-10 is via the Douglas Alert Service Bulletin A22-96. For this AD, revisions to the Bendix Bulletins referred to herein must be approved by revisions of Douglas Service Bulletin A22-96. \n\n\tb.\tProduction equivalents or equivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tc.\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the modification required by this AD. \n\n\tThis amendment becomes effective August 22, 1977.
71-05-07: 71-05-07 AIRESEARCH: Amdt. 39-1166 as amended by Amendment 39-1180 and 39-1277 is further amended by Amendment 39-1430. The AiResearch Manufacturing Company of Arizona. Applies to Turbopropeller Engines Model TPE331-1, -2, -25, -29, -43, -45, -47, -49, -51, -55, -57, -61 and -71 installed in, but not limited to the Mitsubishi MU-2, Swearingen Merlin 2B, Volpar Turboliner and Short Skyvan Aircraft. Compliance required as indicated. To prevent possible failure of the high speed pinion assembly, accomplish the following: (a) Within 50 hours time in service after the effective date of this amendment to AD 71-05-07, as amended, unless already accomplished, and at intervals not to exceed 50 hours time in service thereafter, perform a visual inspection of the engine oil filter per AiResearch Service Bulletin 628, Revision 2, dated March 23, 1972, or later FAA-approved revision, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. Return a sample of engine oil and the used engine oil filter element after each inspection to AiResearch for laboratory examination in accordance with AiResearch Service Bulletin 628, Revision 2, dated March 23, 1972, or later FAA-approved revision. Use of other laboratory facilities requires the approval of the Chief, Aircraft Engineering Division, FAA Western Region. Operators must submit substantiating data to obtain this approval. (1) If excessive oil contamination in the filter is found during the visual inspection required in (a) above, the cause must be determined and corrected before further flight. (2) Prior to operation of the engine in excess of 50 hours time in service since the inspection prescribed in (a) above, the owner or operator must receive written confirmation of the results from AiResearch, or another approved facility. (b) Within 50 hours' time in service after the effective date of this AD, unless already accomplished, revise the normal procedures section of the applicable FAA approved Airplane Flight Manuals for aircraft equipped with AiResearch Model TPE331-1, -2, -25, -29, -43, -45, -47, -49, -51, -55, -57, -61, and -71 series engines to include a cautionary note to read as follows: "If sudden loss or significant fluctuation of torque pressure indication occurs, the engine should be promptly shut down and the cause determined before further operation." (c) After the effective date of this amendment to AD 71-05-07, as amended, unless previously accomplished, incorporate, at the next engine overhaul, the improved high speed pinion and thrust washer assembly per AiResearch Service Bulletin 632, Revision 1, dated March 23, 1972, or Service Bulletin 659, Revision 1, dated March 23, 1972, or later FAA-approved revision(s), or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. Upon completion of this modification the inspections of (a) above may be discontinued, and the AFM revision required by (b), above, may be deleted. Amendment 39-1166 became effective on March 9, 1971. Amendment 39-1180 became effective on April 6, 1971. Amendment 39-1277 became effective on September 2, 1971. This Amendment 39-1430 becomes effective on April 8, 1972.
2003-16-04: This amendment adopts a new airworthiness directive (AD) that applies to Pratt & Whitney Canada (PWC) engine models PW118, PW118A, PW118B, PW119B, PW119C, PW120, PW120A, PW121, PW121A, PW123, PW123B, PW123C, PW123D, PW123E, PW123AF, PW124B, PW125B, PW126A, PW127, PW127E, PW127F, PW127G turboprop engines. This amendment requires replacing certain Stewart Warner part number (P/N) fuel heaters, installed on PWC engines, with redesigned fuel heaters. This amendment is prompted by several field incidents in which one or more of the three studs that attach the fuel filter bowl to the fuel heater have been partially or completely pulled free of the fuel heater housing. We are issuing this AD to prevent the separation of the fuel filter bowl from the fuel heater, which could result in a pressurized fuel leak and possible engine fire.