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2006-19-01: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter helicopters. This action requires, within 10 hours time-in-service (TIS), inspecting the tapered housing of each main servo-control (MSC) for a crack. If no crack is found, this AD requires, before further flight, retorquing the upper ball-end attachment nut of the MSC. If a crack is found, this AD requires, before further flight, replacing the MSC with an airworthy MSC. This amendment is prompted by the discovery of cracks in the tapered housings of MSCs. The actions specified in this AD are intended to detect a crack in the MSC tapered housing and to prevent loss of the attachment of the MSC to the upper attachment yoke, loss of the main rotor control, and subsequent loss of control of the helicopter.
2010-08-03: We are superseding an existing 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: The heating capability of several Angle Of Attack (AOA) transducer heating elements removed from in-service aircraft have been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * The unsafe condition is reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective May 19, 2010. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of May 19, 2010. The Director of the Federal Register previously approved the incorporation by reference of a certain publication listed in this AD as of March 9, 2009 (74 FR 7789, February 20, 2009).
68-14-03 R1: 68-14-03 R1 BRITISH AIRCRAFT CORPORATION: Amendment 39-619 as amended by Amendment 39-4608. Applies to Model BAC 1-11 200 and 400 Series airplanes. Compliance required as indicated, unless already accomplished. To prevent erratic functioning of the rudder and elevator feel simulator units and to provide a warning to the flight crew in the event of a malfunctioning of the rudder or elevator feel simulator units, accomplish the following: (a) Deleted by Amendment 39-4608. (b) For BAC 1-11 200 Series Airplanes. Within the next 1,000 hours' time in service after the effective date of this AD, replace the 1/4 inch diameter hydraulic pipe run between the roof of the main undercarriage bay and the rear pressure bulkhead in the No. 1 and No. 2 hydraulic systems with either 5/16 inch or 3/8 inch diameter pipe, in accordance with British Aircraft Corporation Service Bulletins Nos. 29- PM3234 Revision 1 dated December 1, 1967, or 29-PM3345 Revision 3 dated February 28, 1968, or later ARB-approved revision or an equivalent approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. (c) For BAC 1-11 200 and 400 Series Airplanes. Within the next 1,000 hours' time in service after the effective date of this AD replace the restrictor assembly Hobson P/N CHA 504-396 with new restrictor assembly Hobson P/N CHA 504-502 in the rudder and elevator feel simulator units in accordance with British Aircraft Corporation Service Bulletin No. 27-PM3371 dated February 28, 1968, or later ARB-approved revision or an equivalent approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA. (d) For BAC 1-11 200 and 400 Series Airplanes. Within the next 3,000 hours' time in service after the effective date of this AD modify the rudder feel simulator system by incorporating a warning indicator assembly in accordance with British Aircraft Corporation Service Bulletin No. 27-PM3372 dated February 15, 1968, or later ARB-approved revision or an equivalent approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA. Amendment 39-619 became effective August 5, 1968. This Amendment 39-4608 becomes effective April 13, 1983.
89-23-07: 89-23-07 BOEING: Amendment 39-6376. Docket No. 89-NM-63-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-51- 2043, dated June 30, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage caused by cracked or fractured H-11 steel bolts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 4 years total time-in-service, or within the next 15 months after the effective date of this AD, whichever occurs later, visually inspect H-11 steel bolts for cracks or fractures, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988, at the following locations: \n\n\t\t1.\tBody landing gear inboard and outboard trunnion vertical support. \n\n\t\t2.\tWing landing gear beam upper chord to longeron attachment. \n\n\t\t3.\tWing landing gear beam lower chord to crease beam attachment. \n\n\t\t4.\tBody station (BS) 2598 horizontal stabilizer hinge attachment. \n\n\t\t5.\tBS 2598 longeron splice fitting attachment at stringers 11 and 23. \n\n\t\t6.\tFin to body attachment. \n\n\t\t7.\tThe horizontal stabilizer front spar jack screw attachment. \n\n\tB.\tIf a cracked or fractured bolt is found, replace with an Inconel 718 bolt, prior to further flight, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. \n\n\tC.\tIf a cracked or fractured bolt is found and if Inconel 718 bolts are unavailable, replace the cracked or fractured bolt with an H-11 steel bolt, prior to further flight, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. Repeat the visual inspection required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tD.\tIf no cracking or fracture is found, repeat the visual inspection required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tE.\tWithin the next 48 months after the effective date of this AD, replace all affected H-11 steel bolts with Inconel 718 bolts,in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. \n\n\tF.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tG.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. The documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6376, AD 89-23-07) becomes effective on December 4, 1989.
92-09-05: 92-09-05 BELL HELICOPTER TEXTRON, INC.: Amendment 39-8230. Docket No. 91-ASW-31. \n\n\tApplicability: Model 212 helicopters, serial numbers (S/N) 35001 through 35037, 35039, and 35040; and Model 412 helicopters, S/N 36001 through 36025, and 36027, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent possible failure of the combining gearbox, which could result in loss of power to the main rotor system, accomplish the following: \n\n\t(a)\tWithin the next 20 hours' time in service after the effective date of this AD, perform an inspection of the torque on the engine-to-driveshaft coupling adapter retaining nut, part number (P/N) 212-040-631-001, as follows: \n\n\t\t(1)\tRemove the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Textron, Inc. Maintenance Manual, being careful not to remove the driveshaft adapter assembly. \n\n\t\t(2)\tCheck the torque of the engine-to-driveshaft adapter retaining nut (see Figure 1). \n\n\t\t\t(i)\tIf the retaining nut rotates before attaining 125 foot-pounds of torque (check torque in locking direction) comply with the remaining portion of this AD. \n\n\t\t\t(ii)\tIf the retaining nut does not rotate before attaining 125 foot-pounds of torque, no further action is required except to reinstall the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Maintenance Manual. \n\n\t(b)\tRemove the engine-to-driveshaft coupling adapter in accordance with the appropriate Bell Helicopter Component Repair and Overhaul Manual for the Model 212 or the appropriate Bell Helicopter Maintenance Manual for the Model 412, and inspect the adapter as follows: \n\n\t\t(1)\tCheck the adapter splines (see Figure 1) for evidence of corrosion fretting. Red dust is an indication of fretting. If fretting is indicated, replace the adapter with a serviceable part before further flight and accomplish the requirements of paragraphs (c) and (d) of this AD. \n\n\t\t(2)\tMeasure the internal splines of the adapter for a maximum dimension between pins of 1.6632 inches. Use 0.1080 inch diameter pins flatted on one side to 0.1040 inches. If the maximum dimension between pins exceeds 1.6632 inches, replace the adapter with a serviceable part prior to further flight and accomplish the requirements of paragraphs (c) and (d) of this AD. \n\n\t(c)\tInspect the engine output drive splines as follows: \n\n\t\t(1)\tInspect the engine output drive splines for evidence of corrosion fretting. Red dust is an indication of corrosion fretting. If fretting is indicated, overhaul the combining gearbox in accordance with the appropriate Pratt and Whitney overhaul manual. \n\n\t\t(2)\tMeasure the engine output splines for a minimum dimension of 1.9565 inches over pins. Use 0.1080 inch diameter pins. If the minimum dimensions over pins is less than 1.9565 inches, overhaul the combining gearbox in accordance with the appropriate Pratt and Whitney overhaul manual. \n\n\t(d)\tInstall the engine-to-driveshaft coupling adapter as follows (see Figure 1): \n\n\t\t(1)\tPosition the adapter on the engine. \n\n\t\t(2)\tInstall the new lock washer. Ensure that the mating face of the lock washer to the adapter is dry. No lubricant is to be used. \n\n\t\t(3)\tLubricate the threads and mating face of the retaining nut (Item number 5 of Figure 1) to the lock washer using grease MIL-G-25537 or MIL-G-81322. \n\n\t\t(4)\tInstall the retaining nut hand tight. Using a suitable marker, mark an index line on the outer lock washer tang and adapter. This will enable verification that the lock washer does not rotate during torquing operation. \n\n\t\t(5)\tPosition the plate on the adapter. Install the nut (Item number 4 of Figure 1). Position the bar in the retaining nut. \n\n\t\t(6)\tTorque the retaining nut to 250 to 275 foot-pounds (339 to 373 newton-meters) for initial torque. Loosen the retaining nut and then torque 125 to 200 foot-pounds (170-271 newton-meters). \n\n\t\t(7)\tRemove the bar and the plate. \n\n\t\t(8)\tInspect the washer to ensure that the tang indexed in paragraph (d)(4) has not rotated. If the inspection reveals that the washer has rotated, repeat the work of paragraphs (d)(2) through (d)(8) using a new lock washer. \n\n\t\t(9)\tBend one tang of the washer into the retaining nut. \n\n\t\t(10)\tInstall the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Maintenance Manual. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tCompliance with Bell Helicopter Textron, Inc. Alert Service Bulletin No. 212-91-67, dated 6/24/91, for the Model 212 helicopter, or Alert Service Bulletin No. 412-91-53, dated 6/24/91, for the Model 412 helicopter, constitutes compliance with this AD. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, 76193-0170. The request shall be forwarded through an FAA inspector who may concur or comment and then send it to the Manager of the Rotorcraft Certification Office. \n\n\t(h)\tThis amendment becomes effective June 2, 1992. \n\n\n\n\n\t\tNOTES: \n\t\t1.\tInstall T101588-5 plate (7) on adapter (1). \n\t\t\tSecure with nut (4). \n\n\t\t2.\tInsert extension bar (6) into plate (7). Ensure \n\t\t\tthat extension bar (6) is seated all the way into \n\t\t\tnut (5) before attempting to loosen nut (5). \n\n\t\t3\tInstall T103063 plate (7) on adapter (1) \n\t\t\tfor model 412 S/N 36020 and sub. \n\n\t\t\t\t\tFIGURE 1 \n\t\t\t\t AD 92-09-05
2010-08-01: 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: Cracks on the stabilizer elevator inner hinges of seven L 23 SUPERBLAN K sailplanes have been detected during an inspection. This condition, if not corrected, could result in no longer retaining the elevator in place and in jamming of the Pilot's elevator control system, and subsequent loss of elevator control. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-09-04: 73-09-04\tBOEING: Amendment 39-1627 as amended by Amendment 39-1643 is further amended by Amendment 39-1822. Applies to all Model 707, 727 and 737 series airplanes certificated in all categories, listed in Boeing Service Bulletins 3105, Revision 1, dated June 15, 1973 (707); 727-52-83, Revision 1, dated June 20, 1973; and 737-52-1044, Revision 1, dated June 15, 1973, respectively, or later FAA approved revisions. \n\tCompliance required as indicated. \n\tTo detect failures or cracks in the forward entry door upper spigot, accomplish the following: \n\t(a)\tAll aircraft which have accumulated 8000 landing cycles on the effective date of this AD and have bushings installed on the upper spigot, inspect per paragraph (1) and (2) below: \n\t\t(1)\tWithin the next 500 landings after the effective date of this AD, perform a visual inspection of the spigot tab for failure and displacement by inserting a .010 to .020 thick feeler gage in the gap between the upper hinge assembly upper link and guideplate bushing. If the gage can be passed through the area, the spigot tab has separated from the spigot, and the spigot must be either replaced or modified per (b) below, prior to further flight. \n\t\t(2)\tWithin the next 2500 landings after the initial inspection per (a)(1) above, unless already accomplished within the last 3000 landings, and thereafter at intervals not to exceed 3000 landings since the last inspection, perform an X-ray inspection of the spigot in the area of the spigot tab for evidence of cracking. The X-ray inspection is to be in accordance with the Boeing Service Bulletins noted in paragraph (b)(2) below. Spigots with failed tabs must be either replaced or modified per (b) below, prior to further flight. \n\t(b)\tModifications per paragraphs (2)(3) or (4) below are considered terminating action. \n\t\t(1)\tReplace the spigot with a new or serviceable part and re-enter the inspection program at the 8000 landing cycle per (a) above, or \n\t\t(2)\tInsert steel shot into the upper spigot tab grease cavity in accordance with the following Boeing Service Bulletins or their later FAA-approved revisions: \n\t\t\t3105, dated December 11, 1972 (707 Model); \n\t\t\t727-52-83 dated December 12, 1972; \n\t\t\t737-52-1044 dated December 6, 1972; or \n\t\t(3)\tremove the guide arm upper link, in accordance with the appropriate Service Bulletins or their later FAA-approved revisions referred to in paragraph (2) above, or \n\t\t(4)\tmake such other modification as is approved by the Chief, Engineering & Manufacturing Branch, FAA, Northwest Region. \n\t(c)\tAircraft may be ferried to a base for maintenance per Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular spigot, the number of landings may be computed by dividing the airplane time in service since the spigot was installed in the airplane by the operators' fleet average time per flight for his airplanes of each model (707, 727-100 or 737). \n\t(e)\tInspections prescribed by this AD do not apply to new replacement spigots of an improved design approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tAmendment 39-1643 supersedes Amendment 39-1627 and became effective May 23, 1973. \n\tThis Amendment 39-1822 becomes effective thirty (30) days after publication in the Federal Register.
66-02-02: 66-02-02 CURTISS-WRIGHT: Amdt. 39-178 Part 39 Federal Register January 6, 1966. Applies to Model C-46 airplanes. Compliance required as indicated. To prevent further failures of the main hydraulic accumulator, Vickers P/N AA-14008, accomplish the following: (a) Unless already accomplished within the last 2,200 hours' time in service, within the next 300 hours' time in service after the effective date and thereafter at intervals not to exceed 2,500 hours' time in service from the last overhaul, overhaul the main hydraulic accumulator, Vickers P/N AA-14008 in accordance with Vickers Service data 910148 dated March 15, 1957, or FAA-approved equivalent, and inspect the rim mating threads by magnaflux, zyglo, or other equivalent means. If cracks are found, before further flight, replace the accumulator with Vickers P/N's AA-14008, AA-14009, AA-14013, or an FAA-approved equivalent. (b) The periodic reinspection and overhaul required by (a) may be discontinued upon replacement of Vickers P/N AA-14008 accumulator by P/N's AA-14009, AA-14013, or an FAA-approved equivalent. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repetitive overhaul intervals or overhaul requirements specified in this AD, if the request contains substantiating data to justify a change. This directive effective February 5, 1966.
81-16-06 R1: 81-16-06 R1 McDONNELL DOUGLAS: Amendment 39-4177 as amended by Amendment 39-4234. Applies to McDonnell Douglas Model DC-10 series airplanes certificated in all categories. Compliance required within 10 days after the effective date of this AD. \n\n\tA.\tTo prevent temporary loss of all electrical flight instruments and lighting, incorporate in the Limitations Section of the FAA Approved Airplane Flight Manual a revision which specifies the following: \n\n\t\t1.\tPrior to each takeoff, stabilize engine RPM above 60% N2. With generators paralleled, check to ensure that generator frequency is below 420 Hz; or, if generators are nonparalleled, check to ensure that each operating generator is below 420 Hz. \n\n\t\t2.\tWhen operating at night or in instrument meteorological conditions, and before reaching 10,000 feet MSL during descent for landing, complete procedure to operate generators nonparalleled until landing. \n\n\tB.\tA copy of this AD inserted in the Airplane Flight Manual may be considered as an acceptable means of compliance with the required Airplane Flight Manual revision. \n\n\tC.\tAlternative means of compliance providing an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \n\n\tD.\tThe installation of new voltage sensing relay components in accordance with Group I, Phase I of Part 2, in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 24-116, dated August 21, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region may be accomplished in lieu of the Flight Manual Revision and test procedure specified in paragraphs (A) and (B) above; and constitutes terminating action for this AD. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directivewho have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4117 became effective August 10, 1981. \n\n\tThis amendment becomes effective October 26, 1981.
90-23-02: 90-23-02 MCDONNELL DOUGLAS: Amendment 39-6796. Docket No. 90-NM-121-AD. \n\n\tApplicability: Model DC-9-81, -82, and -83 (MD-81, -82, -83) series airplanes, serial numbers as listed in McDonnell Douglas MD-80 Service Bulletin 35-18, dated May 15, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the mid attendant's oxygen mask stays properly positioned during the attendant's movements, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, replace the oxygen mask and hose assemblies at the mid attendant's station in accordance with the Accomplishment Instructions of McDonnell Douglas MD-80 Service Bulletin 35-18, dated May 15, 1990. \n\n\tB.\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tC.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6796, AD 90-23-02) becomes effective on December 10, 1990.