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82-27-03: 82-27-03 ROTO-MASTER, INC. (RAJAY INDUSTRIES, INC.): Amendment 39-4515. Applies to Rajay Model 325E10 and 3AT6EE10J2 turbochargers, installed on but not limited to: Continental Engine Models TSIO-360, 0-470, IO-470, IO-520, TIO-520; Lycoming Engine Models O-320, IO-320, LIO-320, 0-360, IO-360, TO-360, 0-540, IO-540, TIO-540. These engines are installed on, but not limited to the following aircraft: Piper PA-28R-201T, PA-28-RT-201T, PA-28-201T series; PA-34-200, PA-34-200T, series; PA-30 and -39 series; Mooney M-20 A thru K series; Lake LA-4, LA-4A, and LA-200 Series. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo prevent the possibility of a fire in the powerplant nacelle and/or heat damage to the powerplant installation caused by the engine exhaust gases escaping through a cracked turbocharger turbine housing, accomplish the following: \n\n\t(a)\tWithin 50 hours of time in service after the effective date of this AD inspect the engine turbochargerexhaust systems and determine whether or not the turbine housing Rajay P/N TC-60-11 or Rajay P/N 600510, 600510-01, 600510-02 or TCM P/N 643930 or turbocharger model 325E10 or 3AT6EE10J2 is installed. If any of these part numbers are installed, or if the turbine housing part number cannot be determined, before further flight, and thereafter at intervals not to exceed 200 hours time in service from the last inspection, comply with paragraph (b) through (g) of this AD. \n\n\t(b)\tRemove the turbocharger turbine housing exhaust coupling V-Band and tailpipes (see Figure 1). \n\n\n\n\n\n\n\n\n\n\t(c)\tVisually inspect the turbocharger turbine housing for cracks using a dye penetrant inspection method. (NOTE: The suspect area can be viewed through the exhaust port to ascertain possible presence of cracks penetrating through the outer wall as shown in Fig. 2.) \n\n\t(d)\tInspect coupling V-Band clamp for cracks by spreading the band segments and checking for failed spot welds and for indicationof exhaust flanges bottoming in coupling V-Band (see Figure 1) and clamp bolt for bending, overstress, thread damage, and cracks (see Figure 1). \n\n\t(e)\tInspect turbochargers and tailpipe flanges for cracks and distortion (see Figure 1). Remove all carbon deposits from mating flanges before reassembly. \n\n\t(f)\tInspect mating area of turbocharger exhaust flange to exhaust tailpipe connection for proper mating of surfaces. \n\n\t(g)\tInspect engine mount for indication of overheat, warpage, and corrosion, or rust. Repair as required.\n\n\t(h)\tIf during inspection required by paragraph (c), an internal crack is found that either exceeds the limit shown in Figure 2, View 1 or 2, or a crack penetrates the outer wall of a turbine housing as shown in Figure 2, View 3, the existing turbine housing must be removed from service and replaced with a serviceable turbine housing prior to the next flight. \n\n\t(i)\tIf during the inspections required by paragraphs (d) through (g), cracked, distorted,or otherwise damaged parts, components, or assemblies are found, before further flight repair or replace with serviceable parts, components, and assemblies of the same part number. \n\n\t(j)\tThe inspections required by this AD may be discontinued when the turbine housing is replaced with a Roto-Master part number 600510-04 (TCM P/N 643931). \n\n\t(k)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections required by this AD. \n\n\t(l)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Field Office, FAA Northwest Mountain Region, Hawthorne, California. \n\n\tNOTE: Roto-Master, Inc. Service Letter Number 27, Rev. A dated September 24, 1982, refers to the above procedures. \n\n\tThis amendment becomes effective December 30, 1982.
99-13-10: This amendment adopts a new airworthiness directive (AD), applicable to BHTC Model 206L-4 helicopters, that requires replacing certain hydraulic relief valves (valves) with airworthy valves. This amendment is prompted by a pilot s report of intermittent hydraulic pressure in the flight controls that was caused by a defective hydraulic relief valve. The actions specified by this AD are intended to prevent intermittent hydraulic pressure to the flight controls and subsequent loss of control of the helicopters
2006-25-02: This amendment adopts a new airworthiness directive (AD), applicable to all Gulfstream Model G-159 airplanes, that requires repetitive non-destructive testing inspections to detect corrosion of the skin of certain structural assemblies, and corrective action if necessary. This AD also requires x-ray and ultrasonic inspections to detect corrosion and cracking of the splicing of certain structural assemblies, and repair if necessary. The actions specified by this AD are intended to detect and correct corrosion and cracking of the lower wing plank splices and spot-welded skins of certain structural assemblies, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2000-12-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections of the aft pressure bulkhead to detect cracking, and repair, if necessary. This amendment is prompted by a report of fatigue cracking found in the upper half of the aft pressure bulkhead. The actions specified by this AD are intended to detect and correct cracking in the aft pressure bulkhead, which could result in rapid decompression of the fuselage or overpressurization of the tail section.
2018-20-16: We are superseding Airworthiness Directive (AD) 2013-11-12, which applied to certain Bombardier, Inc., Model BD-100-1A10 airplanes. AD 2013-11-12 required inspecting for the correct serial number of a certain hydraulic system accumulator, and replacing affected hydraulic system accumulators with new or serviceable accumulators. This AD expands the applicability and requires modifying or replacing certain hydraulic brake system accumulators. This AD also requires revising the maintenance or inspection program to add life limits for the accumulators. This AD was prompted by a determination that certain other hydraulic system accumulators must be modified or replaced and life limits must be added. We are issuing this AD to address the unsafe condition on these products.
59-11-04: 59-11-04 VICKERS: Applies to All Viscount 745D Aircraft Which Do Not Embody Modification D.2783. Compliance required as indicated. Service experience has shown that a gap of less than 0.25 inch between the end of No. 3 flap and the aileron may, under certain flight conditions, produce a condition where the flap could foul or contact the inboard end of the aileron (port and starboard wings). As soon as possible but not later than June 15, 1959, inspect for adequate clearance between the outboard end of the No. 3 flap at the No. 4 flap beam unit and the inboard end of the aileron on both the right and left sides. Where the gap is found to be less than 0.25 inch, the outboard end of the No. 3 flap must be modified to provide proper clearance. The British Air Registration Board considers this mandatory. (Vickers-Armstrong PTL No. 208 and Modification Bulletin No. D.2783 cover the same subject.)
2006-09-06 R1: The FAA is revising an existing airworthiness directive (AD) that applies to certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747-400, 747-400D, and 747SR series airplanes. That AD currently requires repetitive inspections to detect cracking of certain lower lobe fuselage frames, and repair if necessary. This new AD specifies appropriate service information for certain corrective actions. This AD results from reports indicating that fatigue cracks were found in lower lobe frames on the left side of the fuselage. We are issuing this AD to detect and correct fatigue cracking of certain lower lobe fuselage frames, which could lead to fatigue cracks in the fuselage skin, and consequent rapid decompression of the airplane. \n\n\nDATES: The effective date of this AD is June 7, 2006. \n\n\tOn June 7, 2006 (71 FR 25926, May 3, 2006), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2408, Revision 1, dated April 4, 2002. \n\n\tOn May 5, 1999 (64 FR 15298, March 31, 1999), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2408, dated April 25, 1996.
2018-20-14: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R(eacute)gional Model ATR42-500 airplanes. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new and/or more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2018-20-21: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B16 (CL-604 Variants) airplanes. This AD was prompted by reports of floodlight lamps found burned and the corresponding circuit breaker tripped as a result of fluid entering the cockpit floodlight fixtures. This AD requires installation of new gasket seals on floodlight fixtures. We are issuing this AD to address the unsafe condition on these products.
99-26-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires replacement of the rudder trim switch in the flight compartment with a new switch having a longer shaft; modification of wiring in panel 408VU; and replacement of the rudder trim control knob with an improved new knob. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent inadvertent and uncommanded rudder trim activation, which could result in yaw and roll excursions and consequent reduced controllability of the airplane.