Results
69-23-04: 69-23-04 DOWTY ROTOL: Amdt. 39-872. Applies to the following Dowty Rotol propellers with propeller cylinder P/N's RA 44133/1 or RA 44709 or RA 62807 or RA 67888, except propeller cylinders modified by Modification No. (c) VP.2422: (c) R.130/4-20 - 4/12E installed on Vickers Viscount Model 745D aircraft; (c) R.148/4-20 - 4/21E on Viscount Model 744 aircraft; (c) R.186/4-30 - 4/16 on Hawker Siddeley Argosy AW-650 aircraft; and (c) R.175/4-30 - 4/13E on Fairchild F.27 and F.27B aircraft. Compliance is required as indicated, unless already accomplished. To prevent failure of propeller cylinders, at the next scheduled propeller overhaul after the effective date of this AD, or before the cylinder accumulates 6,000 hours total time in service, whichever occurs later, incorporate Dowty Rotol Modification No. (c) VP.2480 in accordance with Dowty Rotol Service Bulletin No. 61-564, Revision 4, dated December, 1968, or later ARB- approved issue, or FAA-approved equivalent. Thisamendment becomes effective December 11, 1969.
2010-01-06: 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: There has been one case reported of failure of a shaft (tailstock) on an elevator Power Control Unit (PCU), Part Number (P/ N) 390600-1007. Continued actuation of the affected PCU caused damage to the surrounding structure. * * * Each elevator surface has three PCUs, powered by separate independent hydraulic systems, and a single elevator PCU shaft failure may remain dormant. Such a dormant loss of redundancy, coupled with the potential for a failed shaft to produce collateral damage, including damage to hydraulic lines, could possibly affect the controllability of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
91-24-02: 91-24-02 TURBOMECA: Amendment 39-8087, Docket No. 91-ANE-35. Applicability: Turbomeca Arriel 1B, 1D, Arriel 1D, and Arriel 1D1 turboshaft engines, installed on but not limited to, Aerospatiale AS350 Ecureuil aircraft. Compliance: Required as indicated, unless already accomplished. To prevent free wheel clutch failure and the inability to transmit power from the engine to the main rotor drive shaft, accomplish the following: (a) For engines that have not incorporated the modifications contained in either Turbomeca Service Document 72.292.0140 (Modification TU 211), dated June 14, 1990, or Turbomeca Service Document 72.292.0141 (Modification TU 212), dated July 13, 1990, and have a free wheel assembly serial number (S/N) of 793 or higher; or a S/N less than 793 and have had a maintenance action performed on the free wheel assembly, accomplish the following: (1) Install a free wheel clutch in accordance with Turbomeca Service Document 72.292.0141 (Modification TU 212),dated July 13, 1990, within 20 days from the effective date of this AD. (2) Install a free wheel shaft in accordance with Turbomeca Service Bulletin 292.72.0146 (Modification TU 221), dated May 8, 1991, within 20 days from the effective date of this AD. (3) Engines equipped with free wheel assemblies having a S/N lower than 793, that have not had a maintenance action performed on the free wheel assembly, are not required to incorporate the above modifications. NOTE: Information regarding free wheel clutch assembly S/N and free wheel clutch repair history may be found on the equipment Log Card and in the engine logbook. (b) For engines that have incorporated the modifications contained in Turbomeca Service Document 72.292.0140 (Modification TU 211), dated June 14, 1990, comply with paragraphs (b)(1) and (b)(2) of this AD. For engines that have incorporated Turbomeca Service Document 72.292.0141 (Modification TU 212), dated July 13, 1991, comply with paragraph (b)(2) only,as follows: (1) Install a free wheel clutch in accordance with the requirements of Turbomeca Service Document 72.292.0141 (Modification TU 212), dated July 13, 1990, at next shop visit or by March 31, 1992, whichever occurs first. (2) Install a free wheel shaft in accordance with the requirements of Turbomeca Service Bulletin 292.72.0146 (Modification TU 221), dated May 8, 1991, at next shop visit or by March 31, 1992, whichever occurs first. (c) For the purpose of this AD, a shop visit is defined as exposure of the free wheel assembly at a shop capable of performing the modification. (d) For the purpose of this AD, maintenance action is defined as any maintenance performed on any free wheel assembly component. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts. (g) The modification shall be done in accordance with the following Turbomeca service documents: DOCUMENT NO. PAGE NO. DATE 292.72.0146 1-7 August 5, 1991 Total Pages: 7 72.292.0141 1-4 July 13, 1990 Total Pages: 4 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Turbomeca, Technical Publications Department, 64511 Bordes Cedex, France. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts, or atthe Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8087, AD 91-24-02) becomes effective on February 21, 1992.
83-22-04: 83-22-04 AVCO LYCOMING: Amendment 39-4748. Applies to all Avco Lycoming IO-540-G1B5, -G1C5, -G1D5, -K1A5, -K1A5D, -K1B5, -K1C5, -K1D5, -K1F5, -K1F5D, -K1G5, -K1G5D, -K1J5, -K1J5D, - M1B5D, -S1A5, -AA1A5: AEIO-540-L1B5D; TIO-540-F2BD, -J2BD, -N2BD, -S1AD, -U2A, -V2AD; LTIO-540-F2BD, -J2BD, -N2BD, S1AD -U2A, -V2AD; LTI-540-F2BD, -J2BD, -N2BD, -U2A, -V2AD; TIO-541-E1A4, -E1B4, -E1C4; TIGO-541-E1A, series engines equipped with Bendix Models RSA-10DB1, RSA-10DB2, RSA-10ED1, and RSA-10ED2 fuel injectors as identified in Bendix Service Bulletin RS-88, including Supplement 1, Section 1.A. (1), (2) and (3). Compliance required within the next 50 hours in service after the effective date of this AD, unless previously accomplished. To prevent engine failure due to fatigue failure of the injector fuel diaphragm stem, replace P/N 2539806 fuel diaphragm assembly with P/N 2541803 and perform flow calibration and nameplate reidentification in accordance with Section 2 Accomplishment Instructions of Bendix Energy Controls Division Service Bulletin RS-85, or FAA approved equivalent. An equivalent method of compliance with this AD, may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. Upon submission of substantiation data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. In accordance with FAR 21.197 and 21.199, the aircraft may be flown to a location where the alterations required by this AD can be performed. AVCO Lycoming S/B No. 467, Bendix Energy Control Service Bulletin Nos. RS-85 including Supplement No. 1, Revised August 10, 1983, and RS-88 including Supplement No. 1, Revised August 10, 1983, 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 these documents may obtain copies upon request to Bendix Energy Controls Division, 717 North Bendix Drive, South Bend, Indiana 46620. These documents may also be examined at the Office of Regional Counsel, FAA New England Regional Office, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD is maintained at the New England Regional Office. This amendment becomes effective on November 4, 1983.
2021-23-17: The FAA is superseding Airworthiness Directive (AD) 2020-25-05 for all Hoffmann GmbH & Co. KG (Hoffmann) model HO-V 72 propellers. AD 2020-25-05 required amending the existing aircraft flight manual (AFM) with abnormal propeller vibration instructions. AD 2020-25-05 also required visual inspection and non-destructive test (NDT) inspection of the propeller hub and, depending on the results of the inspections, replacement of the propeller hub with a part eligible for installation. AD 2020-25-05 also required replacement of the propeller hub before exceeding 30 years since the date of manufacture. This AD was prompted by reports of cracks at different positions on two affected propeller hubs and subsequent manufacturer revision of the service information, which showed that the 30-year life limit of the propeller hub is no longer needed. This AD requires amending the existing AFM by inserting abnormal propeller vibration instructions, visual inspection and NDT inspection of the propeller hub and, depending on the results of the inspections, replacement of the propeller hub with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2010-01-03: 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: \n\n\tThe Civil Aviation Authority of the United Kingdom (UK) has informed EASA (European Aviation Safety Agency) that significant quantities of Halon 1211 gas, determined to be outside the required specification, have been supplied to the aviation industry for use in fire extinguishing equipment. * * * \n* * * * *\n\n\t* * * This Halon 1211 has subsequently been used to fill certain FFE (Fire Fighting Enterprises) portable cabin and toilet compartment fire extinguishers that are now likely to be installed in or carried on board aircraft. \n\n\tThe contaminated nature of this gas, when used against a fire, may provide reduced fire suppression, endangering the safety of the aircraft and its occupants. In addition, extinguisher activation may lead to release of toxic fumes, possibly causing injury to aircraft occupants. \n* * * * *\n\nThis AD requires actions that are intended to address the unsafe condition described in the MCAI.
75-16-05: 75-16-05 PILATUS AIRCRAFT LTD: Amendment 39-2280. Applies to B4-PC11 gliders Serial Numbers up to and including 159, certificated in all categories. Compliance is required as indicated. To detect improper aileron control connecting bolt installation and to prevent aileron jamming accomplish the following: (a) Within the next ten hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the aileron control connecting bolts on the aileron control differential bellcrank to ensure the bolts are oriented correctly in accordance with Pilatus B4-PC11 Operating Manual, Figure 1, Page 26, or an FAA-approved equivalent. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished, shorten all bolts P/N 116.35.11.070 used on aileron control differential bellcranks and airbrake control bellcranks, in accordance with the accomplishment instructions contained in Pilatus Aircraft Ltd. Service Bulletin No. 1003 dated June 1974, or an FAA- approved equivalent, or replace with modified or replacement bolts supplied by manufacturer or with equivalent FAA-approved bolts. This amendment becomes effective July 28, 1975.
2009-26-17: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model DC-10-10, DC-10-10F, DC-10-15, DC- 10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, and DC-10-40F airplanes. That AD currently requires installing or replacing with improved parts, as applicable, the bonding straps between the metallic frame of the fillet and the wing leading edge ribs, on both the left and right sides of the airplane. This new AD revises the applicability by adding and removing certain airplanes. This new AD requires, for certain airplanes, repositioning or replacing two bonding straps, and doing a bonding-resistance check and an inspection to determine correct installation of certain bonding straps, and applicable corrective actions. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks in the event of a severe lightning strike, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
71-21-09: 71-21-09 HARTZELL PROPELLERS: Amdt. 39-1313 as amended by Amendment 39- 1466. Applies to Models HC-E2YK-2RB, HC-E2YR-2RB, and HC-E2YL-2( ) Propellers equipped with 8465-7R, 7663-4, or J7663-4 noncounterweighted type blades. Compliance required as indicated, unless already accomplished. To prevent overspeeds in flight due to inadvertent loss of the propeller's air charge, accomplish the following: (a) Propellers with 900 hours or more time in service since new or last overhaul as of the effective date of this AD, must be modified in accordance with paragraph (c) within the next 100 hours' time in service. (b) Propellers with 900 hours or more time in service since new or last overhaul as of the effective date of this AD must be modified in accordance with paragraph (c) prior to the accumulation of 1,000 hours in service since new, or last overhaul. (c) Install appropriate Spring Backup Kit and the propeller in accordance with Hartzell Service Letter No. 62dated June 23, 1970, revised August 6, 1970, or subsequent FAA- approved revision. An equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region Amendment 39-1313 was effective November 14, 1971. This amendment 39-1466 is effective June 27, 1972.
46-31-01: 46-31-01 STINSON: (Was Mandatory Note 1 of AD-764-1.) Applies to Model L-5B, - 5C, -5E, -5E-1, -5G Aircraft. Compliance required at time of civil certification or, if already certificated, prior to next periodic inspection. The hinged back of the rear seat must be permanently fastened to preclude the possibility of interference with the rear control stick.
90-20-21: 90-20-21 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment No. 39-6745. Docket No. 90-NM-69-AD. Applicability: De Havilland Model DHC-8-100 series airplanes, Serial Numbers 1 through 156 and 158 through 193, certificated in any category. Compliance: Required within 300 days after the effective date of this AD, unless previously accomplished. To prevent deformation or loss of the engine forward side cowl doors due to compartment overpressurization, and subsequent loss of fire extinguishing capability, accomplish the following: A. Modify the cowl door retention latch arrangement and install pressure relief features on both engine cowlings, in accordance with the Accomplishment Instructions in de Havilland Service Bulletin No. 8-71-13, Revision C, dated January 12, 1990. B. 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, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be submitted directly to the Manager, New York ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, New York ACO. C. 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 Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplne Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6745, AD 90-20-21) becomes effective on October 26, 1990.
71-17-01: 71-17-01 MAULE AIRCRAFT: Amendment 39-1261. Applies to Model M-4-180 serial numbers 3001 C through 3005C and Model M-4-220 serial numbers 2001C through 2070C, certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive. To prevent fuel line blockage due to low spots and to maintain the firewall fire protection, accomplish the following: (1) Inspect the fuel line located underneath the front seats for low undrainable spots. If low spots are found, remove low spots by hand bending and resecure fuel line with additional clamps or ty-raps. With the aircraft in a three point position, this fuel line must have a downward slope from the right side to the left side of the aircraft. (2) Inspect fuel feed line firewall bulkhead fitting located on the left side of the firewall and ascertain that it is a steel AN832-6 fitting. If the fitting is aluminum, replace it with an AN832-6steel fitting. Maule Service Letter 23 covers the above inspections and changes. This amendment becomes effective August 16, 1971.
2009-26-16: We are adopting a new airworthiness directive (AD) for certain Model MD-11 and MD-11F airplanes. This AD requires a one-time inspection to determine if wires touch the upper surface of the center upper auxiliary fuel tank and marking the location, if necessary; a one-time inspection of all wire bundles above the center upper auxiliary fuel tank for splices and damage; a one-time inspection for damage to the fuel vapor barrier seal and upper surface of the center upper auxiliary fuel tank; and corrective actions, if necessary. This AD also requires installation of nonmetallic barrier/shield sleeving, new clamps, new attaching hardware, and a new extruded channel. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2009-25-12: 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: In-Service experience has shown cases where several oxygen containers could not fully open. Investigations have revealed that these events are due to an insufficient clearance between the oxygen container and the adjacent panels (Passenger Service Unit (PSU), spacers or filler panels). Incorrect opening of the oxygen containers could lead to non deployment of oxygen masks. This condition, if not detected and corrected, could prevent passengers from being supplied with oxygen in case of in flight cabin depressurization * * *. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
77-13-11: 77-13-11 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2936. Applies to Model DH/BH-125 airplanes, all series, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the knife edges of the emergency brake reducing valve, P/N AC.61516, and consequent complete loss of emergency braking capability without advance warning, accomplish the following: (a) Comply with paragraph (b) or (c) of this AD as follows, and, thereafter, continue to comply with paragraph (b) or (c) of this AD at intervals not to exceed 4500 landings since last compliance. (1) For airplanes having emergency brake control valve knife edges that have accumulated less than 4300 landings, since new, on the effective date of this AD, compliance is required prior to the accumulation of 4500 landings. (2) For airplanes having emergency brake control valve knife edges that have accumulated 4300 or more landings, since new, onthe effective date of this AD, compliance is required prior to the accumulation of an additional 200 landings. (3) For airplanes for which no records exist that indicate the number of landings the emergency brake control valve knife edges have accumulated, compliance is required prior to the accumulation of 200 landings after the effective date of this AD. (b) Replace the emergency brake control valve knife edges with new parts in accordance with Part A of Section 2 entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 32-167, dated January 27, 1976, or an FAA-approved equivalent. (c) Replace the entire emergency brake reducing valve, P/N AC.61516, with a valve fitted with new knife edges and install the valve in accordance with Part B of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 32-167, dated January 27, 1976, or an FAA-approved equivalent. This amendment becomes effective July 25, 1977.
2009-25-11: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 airplanes. The existing AD currently requires repetitive inspections for cracking, and repair as necessary, of lower lobe body frames (sections 42 and 46) of the fuselage. The existing AD also provides for optional modification of the frames, which terminates the repetitive inspections. This new AD requires additional repetitive inspections for cracking of certain fuselage frames, and corrective actions if necessary. This AD results from a new report of a crack found in a body frame with a tapered side guide bracket at fuselage station 1800, located on the left side between stringers 39 and 40; the frame was severed. We are issuing this AD to detect and correct the loss of structural integrity of the fuselage, which could result in rapid depressurization of the airplane.
90-22-02: 90-22-02 PRATT & WHITNEY: Amendment 39-6783. Docket No. 90-ANE-27. Applicability: Pratt & Whitney (PW) PW4050, PW4052, PW4056, PW4060, PW4060A, PW4152, PW4156, PW4158, and PW4460 turbofan engines installed on, but not limited to, Boeing 747, Boeing 767, Airbus A300, and Airbus A310 type aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent a low pressure turbine (LPT) shaft failure that can cause a total loss of thrust and inflight shutdown, accomplish the following: (a) Conduct a one-time eddy current inspection of the inner diameter bore surface of the LPT shaft, between 23 and 44 inches forward of the aft end, in accordance with the Accomplishment Instructions of PW Alert Service Bulletin (ASB) No. PW4ENG 72-328, dated September 28, 1990, for LPT shafts installed on engines identified by serial number in Table 2 of the ASB, prior to October 31, 1990. (b) Conduct a one-time eddy current inspection of the inner diameter bore surface of the LPT shaft, between 23 and 44 inches forward of the aft end, in accordance with the Accomplishment Instructions of PW ASB No. PW4ENG 72-328, dated September 28, 1990, for LPT shafts installed in engines identified by serial number as follows, excluding those shafts subject to the requirements of (a) above, prior to December 31, 1990. Engine Model Engine Serial Number PW4050 P724201 through P724208, inclusive PW4052 P723701 through P723706, inclusive PW4056 P717501 through P717696, inclusive, except P717692 PW4060 P724101 through P724164, inclusive PW4060A P724501 through P724506, inclusive PW4152 P717701 through P717775, inclusive PW4156 P717201 through P717205, inclusive PW4158 P724001 through P724076, inclusive PW4460 P723801 through P723828, inclusive (c) Remove from service, prior to further flight, LPT shafts found cracked during inspections conducted in accordance with (a) or (b) above. (d) LPT shafts which have been previously inspected in accordance with PW Special Instruction 70F-90, dated September 14, 1990, are in compliance with this AD. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, ANE-140, Engine & Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. The eddy current inspections of the LPT shafts shall be done in accordance with the following PW document: Document Number Page Number Issue/Revision Date PW ASB PW4ENG 72-328 All Original 9/28/90 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Pratt & Whitney, Publications Department, P. O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, FAA, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This amendment (39-6783, AD 90-22-02) becomes effective on October 18, 1990.
2009-25-03: 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: The manufacturer has advised of receiving a report that during start up on ground a RH propeller gear box (PGB) on the airship has failed resulting in free rotation of the propeller. Investigation performed by the manufacturer revealed that the bevel gear in the propeller gearbox had cracked near the hub area. During an extensive metallurgical investigation of the cracked bevel gear some different manufacturing deviations outside of the specifications were detected. Deviations in the heat treatment, wall thickness of the bevel gear near the hub area, and score marks caused during the production process have been established as causal factors for this failure. We are issuing this AD to require actions to correct the unsafe condition on these products.
78-05-07: 78-05-07 SIKORSKY: Amendment 39-3147. Applies to Model S-61N rotorcraft prior to and including Sikorsky Serial No. 61805. Compliance required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent landing gear retraction, modify the main landing gear electrical system in accordance with Sikorsky Service Bulletin 61B55-40 or later FAA approved revision. The manufacturer's service bulletin identified and described in this directive is 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 Sikorsky Aircraft, Commercial Customer Service, Stratford, Connecticut 06602. These documents may also be examined at the Office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective April 13, 1978.
2009-26-10: 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: As a result of the Movable Flap Track Fairing (MFTF) 6 crack findings (ref. AD 2008-0216), a detailed review has been launched for all MFTF 2 to 6. This investigation has revealed some cracking at MFTF 4 pivot support-ring. This condition, if not corrected, could lead to in-flight loss of MFTF 4, potentially resulting in injuries to persons on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
48-24-01: 48-24-01 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 Through 9133, and 9158 Through 9167. Compliance required by September 1, 1948. Reinforce the Nos. 1 and 2 (top and middle) rudder hinge brackets and fairing in accordance with Martin Service Bulletin No. 31, dated March 22, 1948. Other reinforcements shown to be equivalent to those covered in the Service Bulletin will also be acceptable.
60-04-07: 60-04-07 WRIGHT: Amdt. 106 Part 507 Federal Register February 20, 1960. Applies to All 977C9HD1, 2 and 3 Engine Models Installed in Helicopters. Compliance required at first engine overhaul after March 15, 1960, but not later than October 31, 1960. To alleviate failures of the master rod assemblies, strengthened master and articulating rods with associated parts must be installed in accordance with the instructions contained in Wright Aeronautical Division Service Bulletin No. C9-353.
67-06-02: 67-06-02 BRITISH AIRCRAFT: Amdt. 39-359 Part 39 Federal Register March 1, 1967. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated. To prevent the inflight loss of engine stub access panels, accomplish the following: (a) Within the next 150 hours' time in service after the effective date of this AD, accomplish the following: (1) Inspect the access panels Camloc fasteners and sliding bar type fasteners to ensure they are locked in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue. (2) Inspect the access panels for vertical movement. If found in excess of 0.1 inch, replace the Camloc grommets with steel grommets P/N 4002-0 or an FAA-approved equivalent. (b) Within the next 600 hours' time in service after the effective date of this AD, accomplish the following: (1) Inspect to ensure that each of the clearances betweenthe leading and trailing edges of L.H. panels F3-3 and F3-4 and R.H. panels F3-24 and F3-25 is not greater than 0.080 inch. If any clearance is found to be greater, remove and reposition the two spigots P/N AB 16-549 to the forward face of the channel section and open up and countersink the existing rivet holes to receive 5/32 inch diameter 100 degree rivets to material Specification L86, or FAA- approved equivalent, to attach the spigots. (2) Inspect to ensure that a continuous line has been stenciled across the sliding bar fastener boss and skin in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue. If this has not been accomplished, aline the locked indicator marks on the sliding bar fastener boss and the skin and stencil, with paint of a contrasting color to the local finish, a continuous line across the boss and the skin in line with the existing locked indicator marks.(3) Operate the sliding bar fasteners to ensure that the snapover locking action is positive and that no looseness exists. Lubricate and operate several times, in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue, any fastener that fails to meet this requirement. Replace any fastener that fails to respond to this treatment with a new part. (4) Replace Camloc fastener grommets with steel grommets P/N 4002-0 or an FAA-approved equivalent. (c) Within the next 1,800 hours' time in service after the effective date of this AD, remove the access panels and re-lubricate the sliding bar fasteners using grease to Process Specification VP 93/2, or an FAA-approved equivalent. (d) The requirements of this AD do not apply to those airplanes that have been modified in accordance with British Aircraft Corporation One-Eleven Alert Service Bulletin No. 54-A-PM-2649, dated September 22, 1966, or later ARB-approved issue. This directive effective March 6, 1967.
91-11-09: 91-11-09 CESSNA: Amendment 39-7006. Docket No. 90-CE-66-AD. Supersedes AD 88-22-01. Applicability: Model T303 airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the nose gear actuator attachment fitting, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD or upon the accumulation of 550 hours TIS, whichever occurs later, and thereafter at intervals of 50 hours TIS, inspect the nose gear actuator attachment fitting for cracks in accordance with Cessna Service Bulletin (SB) MEB88-4, dated August 5, 1988. (1) If any of the legs of the fitting are cracked, prior to further flight, replace the cracked fitting with an improved fitting, part number P/N 2543004-5, in accordance with Cessna SB MEB88-4, Revision 2, dated October 26, 1990. (2) If no cracks are found, return the airplane to service and continue the repetitive inspections specified in paragraph (a) of this AD. (b) Within the next 12 calendar months after the effective date of this AD, unless already accomplished in accordance with paragraph (a)(1) of this AD, replace the nose gear actuator attachment fitting, P/N 2543004-1 or 2543004-3, with an improved fitting, P/N 2543004-5, in accordance with Cessna SB MEB88-4, Revision 2, dated October 26, 1990. (c) The inspections required by paragraph (a) of this AD are no longer required when the nose gear actuator attachment fitting has been replaced with P/N 2543004-5 in accordance with paragraphs (a)(1) or (b) of this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (f) All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company, Customer Services, P.O. Box 7704, Wichita, Kansas 67277; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment supersedes AD 88-22-01, Amendment 39-6041. This amendment (39-7006, AD 91-11-09) becomes effective on June 28, 1991.
55-03-01: 55-03-01 CONVAIR: Applies to All Model 340 Aircraft. Compliance required as indicated. A 340 was involved in a flight accident due to the AN 310-4 nut coming off of the AN 174-33 bolt that attaches the left-hand elevator servo tab idler to the structure resulting in flutter of the elevator servo tab, with subsequent failures at the elevator control system and loss of elevator control. As a precautionary measure, the following is required: As soon as practical but not later then the next 15 hours service, inspect the control systems for the servo tab on the left elevator and on the right elevator trim tab on all 340 aircraft. Inspection is to cover all nuts, bolts, idlers, bellcranks, pushrods and general security check of all nuts and bolts.