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74-26-09: 74-26-09 BENDIX ELECTRICAL COMPONENTS DIVISION: Amendment 39-2050. Applies to certain Bendix (Scintilla) S-20, S-200 and S-1200 Series Magnetos listed on Bendix Service Bulletin No. 556B. a. Red nameplate magneto models listed in the Equipment Affected section excepting those with change designations as shown in Table No. 1 or later. b. Blue nameplate (Bendix remanufactured) magneto models listed in the Equipment Affected section excepting those having serial number 349001 or higher. c. Black nameplate magnetos bearing a part number listed in the Equipment Affected section. Compliance required as indicated unless already accomplished. Within 200 hours in service or 90 days after the effective date of this AD, whichever occurs first, insure that the affected magnetos incorporate a solid steel drive shaft bushing by complying with all provisions, except the compliance paragraph, of Bendix Electrical Components Division Service Bulletin No. 556B or subsequent FAA approved revision or an equivalent procedure approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. The 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 directive who have not already received these documents from the manufacturer may obtain copies upon request to the Bendix Electrical Components Division, Sidney, New York 13838. These documents may also be examined at FAA Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430, and at FAA headquarters, 800 Independence Avenue S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and at the Eastern Region. As permitted by FAR's 21.197 and 21.199, aircraft may be flown to a base where maintenance required bythis Airworthiness Directive can be accomplished. This amendment is effective December 24, 1974.
96-04-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) DG-500M sailplanes. This action requires replacing the airbrake control hook-up shaft with a part of improved design. Reports of cracks in the welding of the lever to the torsion tube of the airbrake control prompted this action. The actions specified in this AD are intended to prevent an unintended extension of the airbrakes caused by failure of the lever to the torsion tube of the airbrake control, which could result in flutter, excessive rate of descent, and loss of control of the sailplane.
2011-02-03: The FAA is adopting a new airworthiness directive (AD) for Model 757-200, -200PF, -200CB, and -300 series airplanes. This AD requires an inspection of the two spring arms in the spin brake assemblies in the nose wheel well to determine if the spring arms are made of aluminum or composite material, and repetitive related investigative/corrective actions if necessary. This AD also provides options for terminating the repetitive actions. This AD results from reports of cracked and broken aluminum springs. We are issuing this AD to detect and correct cracked or broken springs. A cracked or broken spring could separate from the airplane and result in potential hazard to persons or property on the ground, or ingestion into the engine with engine damage and potential shutdown, or damage to the airplane.
2010-06-13: We are adopting a new airworthiness directive (AD) for certain Model 45 airplanes. This AD requires a general visual inspection for cracked and missing ballscrew assembly sleeves of the flap actuator, repetitive non-destructive liquid penetrant inspections of each sleeve or flap actuator for cracks, and replacement or modification of the flap actuator if necessary. This AD results from reports of cracked and missing ballscrew assembly sleeves of the flap actuators. We are issuing this AD to detect and correct cracked and missing sleeves, which could cause loss of the load-carrying ball bearings on both actuators on one flap, resulting in flap asymmetry and loss of control of the airplane.
85-26-51 R2: 85-26-51 R2 SAAB-FAIRCHILD: Amendment 39-5376 as amended by amendment 39- 5916. Applies to all Model SF-340A series airplanes, certificated in any category. Compliance required as shown below. To minimize the hazards associated with engine flameout due to potential ice ingestion, accomplish the following, unless previously accomplished: A. Prior to further flight, install a continuous ignition switch by incorporating the provisions of SAAB-Fairchild SF-340 Service Bulletin SF340- 74-002, Revision 1, dated December 15, 1985. B. Incorporate the following into the limitations section of the airplane flight manual. This may be accomplished by including a copy of this AD in the airplane flight manual. 1. Takeoff in conditions of slush on the runway is prohibited unless Modification 1185, "Nacelle - Exhaust Nozzle - Improved Drainage and Ventilation of Inlet Protection Device (IPD) and Special Inspection," as described in SAAB-Fairchild Service Bulletin SF340-54-002,Revision 1, dated April 3, 1985, has been accomplished. 2. Turn the engine and propeller anti-ice systems on and set the ignition ("IGN") switch to the continuous ("CONT") position during all operation in which icing could reasonably be expected to occur and for a period of five minutes after these conditions no longer exist. When Modification 1414, "Ignition - Introduction of Auto Ignition System," has been accomplished in accordance with SAAB Service Bulletin SF340-74-004, dated October 24, 1986, or a production equivalent, set the ignition switch to the "NORM" position." 3. In the definition of icing conditions stated in the FAA- approved flight manual on page 2-11, change the temperature stated in "Icing Conditions," paragraph 1, line 4, from "5 degrees C" to "10 degrees C," unless Modification 1319, "Installation of New Lower Inlet, IPD and Exhaust Nozzle," as described in SAAB-Fairchild Service Bulletin SF340-71-017, dated November 22, 1985, has been accomplished. If this modification has been accomplished, "5 degrees C" can remain in the definition. C. Conduct engine performance monitoring in accordance with General Electric Operating Engineering Bulletin (OEB) 2, Revision 4, dated December 14, 1985, or later FAA- approved revision. D. Prior to further flight, and at intervals specified in General Electric OEB 4, Revision 4, dated December 14, 1985, or later FAA-approved revisions, perform an inspection and perform maintenance, as necessary, of the ignition system in accordance with that OEB. E. Unless Modification 1319, as described in paragraph B.3., above, has been accomplished, in the event of an icing encounter, an inspection must be accomplished prior to the next departure to assure that no snow, ice, or slush accumulation is present in or around the inlet or the inlet protection device. F. Following each flameout or re-ignition event, conduct an inspection of Stage 1 compressor blades, in accordance with General Electric OEB 4, Revision 4, dated December 14, 1985, or later FAA-approved revisions. G. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. H. 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 information from the manufacturer may obtain copies upon request to SAAB-SCANIA, Product Support, S-58188, Linkoping, Sweden. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. AD 85-26-51 R1 amendment 39-5376, became effective August 18, 1986. This amendment 39-5916 becomes effective June 17, 1988.
2011-01-03: 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: As a result of the replacement action of the G 103 TWIN ASTIR spar spigot assemblies, the Gliding Federation of Australia issued a directive to inspect the similar main spigots of single-seater sailplanes. We are issuing this AD to require actions to correct the unsafe condition on these products.
2004-13-11: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) RB211 Trent 875-17, Trent 877-17, Trent 884-17, Trent 892-17, Trent 892B-17, and Trent 895-17 series turbofan engines that have not incorporated RR Service Bulletin (SB) No. RB.211-72-D495, dated February 7, 2003. This AD requires initial and repetitive visual inspections or ultrasonic inspections of the intermediate pressure (IP) compressor rear stubshaft and IP turbine shaft for load-bearing spline flank wear, and replacement of these shafts if necessary. This AD results from reports of load-bearing spline flank wear of the IP compressor rear stubshaft and IP turbine shaft, revealed at inspection during overhaul. We are issuing this AD to prevent the loss of drive between the IP turbine and the IP compressor, which could result in a turbine rotor overspeed condition, possible uncontained engine failure, and damage to the airplane.
98-15-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 and Model A321 series airplanes, that requires repetitive inspections to verify proper installation of the plain bushings of the upper and lower connection links on the forward and aft passenger/crew doors, and correction of discrepancies. This amendment also requires installation of shouldered bushings on the frame segment used for attachment of the connection links or modification of the frame segment bushing (as applicable), which terminates the repetitive inspection requirements. This amendment is prompted by a report that, during an emergency evacuation of in-service airplanes, the left aft passenger/crew door jammed against the fuselage structure in a nearly closed position due to bushing migration. The actions specified by this AD are intended to prevent jamming of the passenger/crew door, which could delay or impede the evacuation of passengers during an emergency.
98-26-02: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft Corporation Model S-61A, D, E, L, N, NM, R, and V helicopters, that requires a nondestructive inspection (NDI) for cracks in the main rotor shaft (shaft), and requires removal of any shaft with a crack and replacement with an airworthy shaft. This AD also requires appropriate marking of shafts and log book entries by the operator to determine the shaft retirement life, and establishes a new retirement life for the shaft. This amendment is prompted by four reports of cracks occurring in helicopters that were utilized in repetitive external lift (REL) operations. The actions specified by this AD are intended to detect a fatigue crack in the shaft that could result in shaft structural failure, loss of power to the main rotor, and subsequent loss of control of the helicopter.
2011-01-12: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive inspections for discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, and corrective actions if necessary. This new AD requires replacing the midspar fuse pins with new, improved fuse pins, which would terminate the repetitive inspections. This AD was prompted by a report of corrosion damage of the chrome runout on the head side found on all four midspar fuse pins of the nacelle strut. Additionally, a large portion of the chrome plate was missing from the corroded area of the shank. We are issuing this AD to prevent damage of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, which could result in reduced structural integrity of the fuse pins, and consequent loss of the strut and separation of the engine from the airplane.