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77-13-10: 77-13-10 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2935. Applies to Hawker Siddeley Aviation, Ltd., Model DH/BH-125 airplanes, all series, with manufacturer's serial numbers 256056 and below and serial number 256061, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect excessive boss thickness that may exist on certain aileron inner hinge brackets (R/H and L/H) which can result in insufficient engagement and prevent self locking of the cable guard in the thread insert, accomplish the following: (a) Within 100 hours time in service after the effective date of this AD, measure the thickness of the boss of the upper and lower flange of the aileron inner hinge bracket at the point where the cable guard, P/N 25CW593-1 or -3, is mounted, in accordance with paragraphs (A)(1) and (2) of the Section titled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin SB 57-51, dated April 20, 1976, or an FAA-approved equivalent. (b) If the boss thickness at the cable guard mounting, measured in accordance with paragraph (a) of this AD, is found to be more than .35 inches at the top flange or more than .31 inches at the bottom flange, inspect the cable guards before further flight for proper security and accomplish the following: (1) Replace cable guards found improperly secured, loose, or missing, before further flight, with new cable guards fabricated and installed in accordance with paragraph (A)(3)(b) of the Section entitled "Accomplished Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin SB 57-51, dated April 20, 1976, or an FAA-approved equivalent. New cable guards fabricated and installed in accordance with this paragraph must have an exposed thread length tolerance in the range of .31 to .32 inches to provide sufficient engagement of the thread insert locking device mounted in the boss. (2) Cable guards found to be secure must be replacedwith the new cable guard in accordance with paragraph (b)(1) of this paragraph within 300 hours time in service after the inspection required by this paragraph. (c) Prior to the installation of an aileron inner bracket assembly, or a cable guard that is part of an assembly held as a spare, measure the boss thickness in accordance with paragraph (a) of this AD and if the dimensions exceed the limits specified in the lead-in sentence of paragraph (b) of this AD, replace the cable guards with new cable guards in accordance with paragraph (b)(1) of this AD. This amendment becomes effective July 25, 1977.
2016-08-21: We are adopting a new airworthiness directive (AD) for Kaman Aerospace Corporation (Kaman) Model K-1200 helicopters. This AD requires revising the ``Flight Limitations--NO LOAD'' and ``Flight Limitations-- [[Page 24013]] LOAD'' sections of the rotorcraft flight manual (RFM). This AD was prompted by a report of certain flight maneuvers that may lead to main rotor (M/R) blade to opposing hub contact. These actions are intended to prevent damage to the M/R flight controls and subsequent loss of control of the helicopter.
2001-03-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 707 series airplanes, that requires modification of certain areas of the upper skin of the wing. This amendment is necessary to prevent cracking of the upper skin of the wing, which could result in reduced structural integrity of the wing. This action is intended to address the identified unsafe condition.
63-03-03: 63-03-03 LOCKHEED: Amdt. 531 Part 507 Federal Register February 2, 1963. Applies to All Model 18 and Learstar Aircraft, Which Incorporate Landing Gear Drag Strut Anchor Fitting, P/N 51101. Compliance required as indicated. There have been cases of malfunctioning, due to loose bolts and elongated bolt holes, of the anchor fitting which secures the main landing gear drag strut to the center section on Lockheed Model 18 and Learstar aircraft. As this condition is likely to exist on other such aircraft, accomplish the following: (a) Within the next 25 landings after the effective date of this AD and thereafter at intervals not to exceed 100 landings, conduct a close visual inspection of anchor fitting, P/N 51101,* which transmits main landing gear drag strut loads to the wing center section main beam and adjacent structure, in order to detect any evidence that the fitting has been moving during applications of load. (b) If evidence is found to indicate that the fitting has been moving under load, accomplish the following: (1) Gain access to the anchor fitting by drilling out the attachment rivets and removing the bolts which are used to fasten channels, P/N 51119* and P/N 51061,* in place. (2) Conduct another close visual inspection of the anchor fitting to determine whether the attachment bolts are loose or to confirm that the fitting has been moving during applications of load. (3) Any fitting inspected in accordance with (b)(2) and found to have loose bolts, or to have moved under load shall, prior to further flight, be reworked per (b)(4) or modified per (b)(5), as applicable, or replaced with a new anchor fitting, P/N 51101, of the original or modified design presently approved for use in the airplane. (4) Anchor fittings, P/N 51101, or the structure which mates with the holes in the anchor fitting, which have not been previously modified, as indicated in (b)(5), if found to have elongated or deformed holes, may be returned toservice if the holes are reamed to accommodate steel bushings having a nominal wall thickness of 0.032 inches. The bushing material shall be steel, 4130 or equivalent, heat treated to 125,000-145,000 p.s.i. The dimensions to be maintained are: Hole Diam. Bushing O.D. Bushing I.D. For 5/16 attachment bolts 0.3758 0.3750 0.3766 0.3761 0.318 0.312 For 3/8 attachment bolts 0.4383 0.4375 0.4391 0.4386 0.381 0.374 Only those holes found elongated or deformed are to be reamed oversize to accommodate the 0.032 inch bushing. (5) Anchor fittings, P/N 51101, and the structure which mates with the holes in the anchor fitting, which have been previously modified in conjunction with the "Learstar" modification or other gross weight increase programs, if found to have elongated or deformed holes, may be returned to service if modified in a manner approved by the Chief, Engineering and Manufacturing Branch, of the FAA region in which the gross weightmodification for the aircraft was approved. (6) When new or reworked fittings are installed, new bolts or bolts which have been checked and found to exhibit no evidence of wear shall be used and shall be tightened to the torque values shown in Table 6-1 of Civil Aeronautics Manual 18. (7) When channels P/N 51119 and P/N 51061 removed per (b)(1) are replaced, NAS 623 screws and appropriate steel washers and steel stop nuts may be substituted for the rivets. This will require reaming out the existing holes in P/N 5-119 channel and mating parts to a push fit for the screws. If rivets are selected, AN 430AD8 and AN 430AD5 type respectively shall be used. (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 containssubstantiating data to justify the increase for such operator. This directive effective March 5, 1963. * The landing gear drag strut anchor fitting, P/N 51101, together with channels P/N 51119 and P/N 51061 are illustrated and listed on pages 56 and 57 of "Lockheed Handbook of Instructions for the Structural Repair" for Lockheed 18 Series aircraft.
2001-01-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-01-52, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 407 helicopters by individual letters. This AD requires, before further flight, reducing the maximum approved never exceed velocity (Vne); inserting a copy of this AD into the Rotorcraft Flight Manual (RFM); installing a temporary placard on the flight instrument panel to indicate the reduced Vne limit; and installing a new redline Vne limit on all airspeed indicators. This amendment is prompted by an accident resulting from a suspected tail rotor strike to the tailboom. The actions specified by this AD are intended to prevent tail rotor blades from striking the tailboom, separation of the aft section of the tailboom with the tail rotor gearbox and vertical fin, and subsequent loss of control of the helicopter.
2001-02-13: This amendment adopts a new airworthiness directive (AD) that applies to certain The Cessna Aircraft Company (Cessna) Model 525 (CitationJet 1) airplanes. This AD requires you to replace certain direct current (DC) power battery switches. This AD is the result of reports of the potential for a certain 8-pole battery switch to fail during flight. The actions specified by this AD are intended to prevent this battery switch from failing while the airplane is in-flight, which is a latent failure. This could result in the pilot's inability to select "EMER" power or the inability to disconnect an overheated main ship's battery. On a battery overheat indication, the Airplane Flight Manual (AFM) instructs the pilot to disconnect the battery and, if the problem cannot be fixed, the pilot should immediately land the airplane. The main ship's battery that remains powered in an overheated condition may become hot enough to damage adjacent components and structure and may interfere with continued flight and a safe landing.
72-16-07: 72-16-07 HAWKER SIDDELEY AVIATION LTD: Amendment 39-1492. Applies to de Havilland "Dove" Model DH-104 airplanes which have not been modified to incorporate Supplemental Type Certificate SA 1747WE. To prevent a possible failure of the wing fuselage attachment, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with one of the AD's specified in subparagraph (a)(4), comply with subparagraph (a)(1), (a)(2), and (a)(3), and thereafter comply with subparagraph (a)(2) at intervals not to exceed six years from the last inspection and comply with subparagraph (a)(3) at intervals not to exceed 4,500 hours' time in service from the last inspection. (1) Inspect the bore of the wing main spar lower pick-up fittings for chrome plating in accordance with de Havilland Service Technical News Sheet, Series: CT(104), No. 178, Issue 1, dated July 10, 1961, or an FAA-approved equivalent. If a bore is found to be chrome plated, before further flight, replace the affected fitting with a serviceable fitting that does not have a chrome plated bore. (2) Inspect the wing main spar lower pick up fittings, the fuselage center section spar boom lugs, and the main wing to fuselage lower attachment bolts for corrosion, surface roughness, and signs of fretting in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA-approved equivalent. (3) Inspect the total length of the bore of the wing main spar lower pick-up fittings for cracks in accordance with Appendix 2 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA- approved equivalent. Eddy current equipment, of a manufacture not specified in the referenced service bulletin, may be used to comply with this subparagraph, if the equipment meets thesensitivity requirement contained in the referenced service bulletin, the equipment is suitable for inspection of ferrous materials, and the procedure used to operate the equipment complies with the equipment manufacturer's recommended operating instructions. (4) Previous AD's on this same subject which may be used in establishing compliance with the initial inspection specified in paragraph (a) are: AD 70-15-06, Amendment 39-1033 issued on July 8, 1970; AD 70-12-08, Amendment 39-1009 dated June 8, 1970; AD 67- 32-03, Amendment 39-513 issued November 9, 1967; AD 61-18-03, Amendment 329 to Part 507 issued August 25, 1961; and the telegraphic AD's dated May 28, 1970, and June 11, 1970. (b) Each time the wing to fuselage lower joint is reassembled after any inspection required by this AD or for any other reason, apply corrosion protection in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 108, Issue 4, dated July 12, 1971, or an FAA-approved equivalent, and incorporate Modification 686 bolts and shims upon reassembly of the wing to fuselage lower joint on those airplanes having Modification 538 installed. (c) If during the inspections required by subparagraphs (a)(2) or (a)(3), corrosion, pitting, fretting, or corrosion discoloration is found which cannot be removed using the procedures in Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheets, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA-approved equivalent, or if cracks are found in the wing main spar pick-up fitting bore, before further flight, replace the affected part with a serviceable part of the same part number. This amendment supersedes Amendment 39-1033 (35 F.R. 11385), AD 70-15-06. This amendment becomes effective July 31, 1972.
56-22-02: 56-22-02 HELIO: Applies to Model H-391B Aircraft, Serial Numbers 003 to 029 Inclusive. Compliance required within next 100 hours. Cases have been reported of finding cracked upper wing attachment thrust washers, P/N HS-15. These are special heat-treated washers installed beneath the head of the bolt attaching the top of the front wing spar to the carry-through structure. Accordingly, these washers must be replaced with new improved type procured from the airplane manufacturer. (Helio Field Service Bulletin No. 13 dated July 18, 1956, covers this same subject and specifies the bolt torque requirements.)
2022-24-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251N, A321-251NX, A321-252N, A321-252NX, A321- 253N, and A321-253NX airplanes. This AD was prompted by a stress analysis on the engine structure that indicated that the fail-safe lug may not be able to sustain, during one inspection interval as currently specified in an airworthiness limitations item, the loads deriving from the engagement of the secondary load path within that inspection interval for the aft engine mount system. This AD requires repetitive detailed inspections of the aft engine mount and secondary load path clearance fail-safe pin and replacement of the engine if necessary, 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.
2016-07-30: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, -200 Freighter, and -300 series airplanes, and all Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report of blockage of Angle of Attack (AOA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. This activation could cause a continuous nose-down pitch rate that cannot be stopped with backward sidestick input, even in the full backward position. For certain airplanes, this AD requires replacing certain AOA sensors (probes) with [[Page 21723]] certain new AOA sensors. For certain other airplanes, this AD also requires inspections and functional heat testing of certain AOA sensors for discrepancies, and replacement if necessary. We are issuing this AD to prevent erroneous AOA information and Alpha Prot activation due to blocked AOA probes, which could result in a continuous nose-down commandand loss of control of the airplane.