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93-02-03: 93-02-03 SHORT BROTHERS, PLC: Amendment 39-8485. Docket 92-NM-185-AD. Applicability: All Model SD3-60 and SD3-SHERPA series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent stress-corrosion cracking and subsequent failure of the main landing gear (MLG), accomplish the following: (a) Within 300 hours time-in-service or 30 days after the effective date of this AD, whichever occurs first, perform a visual inspection of the fork end of the rear pintle pin on each MLG to verify that an undamaged fillet of sealant is properly applied around the flanges of the bronze bushings, in accordance with Shorts SD3-60 Service Bulletin SD360-32-33, dated August 7, 1992. (1) If an undamaged fillet of properly-applied sealant is found: No further action is required by this AD. (2) If no fillet of sealant is found at the joint line, or if a damaged fillet of sealant is found: Prior to the accumulation of 1,200 hours time-in-service or 120 days after accomplishing the inspection required by paragraph (a) of this AD, whichever occurs first, remove the bushings and perform a magnetic non-destructive testing (NDT) inspection to detect faults of the bores in the fork end, in accordance with the service bulletin. If faults are found as a result of the NDT inspection, prior to further flight, repair the fork end of the rear pintle pin in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections and removal shall be done in accordance with Shorts SD3-60 Service Bulletin SD360-32-33, dated August 7, 1992. 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 18, 1993.
49-52-01: 49-52-01 LOCKHEED: Applies to All Models 49, 149, 649, and 749 Aircraft. Compliance required as indicated. Numerous instances of malfunctioning of the elevator booster system have been reported, causing longitudinal hunting of the airplane and, in one instance, injury to some passengers when operation of the elevator boost shifter mechanism was accomplished. Also, in other instances, it has sometimes been impossible to actuate the shifter mechanism, probably as a result of frozen moisture accumulating on the mechanism. To minimize further difficulties of these natures, the following must be accomplished: A. Booster Unit Rework and Lubrication. At or prior to next engine overhaul period, rework all aileron, rudder and elevator booster control valves, as follows: 1. Drill six 1/8-inch water drain holes in the valve cap; 2. Line ream the bushing, P/N 266146-3, to 0.6270-inch/0.6285-inch diameter; 3. Replace AN 913-1 plug with AN 286-2 lubricator; 4.Pack cap assembly with AN G-25 grease, or equivalent; 5. Reidentify valve and cap assemblies by adding a -2 to each part number. Relubricate booster control valves with AN G-25 grease or equivalent at each engine overhaul period. This lubrication interval may be increased as substantiated by service experience. B. Rework of Elevator Shifter Latches. At or prior to the next No. 3 inspection, all elevator shifter latches, LAC P/N 278416, shall be reworked to remove the end which hooks around the anchor pin, LAC P/N 278484. (The overcenter spring on the shifter walking beam eliminates the necessity for the locking action of these hooks.) The shifter control system shall then be checked as follows: With the shifter walking beam in "boost on" position, the control system should be rigged so that (1) when the cockpit control is in full down position, the reworked latch is in firm contact with the anchor pin but acts as a stop device only; (2) when the cockpit control releasebutton is depressed, the control springback is approximately 0.25 inch. C. Rework of Elevator Booster Power Levers. As soon as practicable but not later than next engine change, the feel lever bolt holes in the elevator walking beam assembly shall be chamfered in accordance with LAC SD 67471. D. Flight Manual Revisions. To be accomplished not later than July 15, 1949. Dependent upon the airplane model involved, ascertain that the Model 49 and Model 149 Flight Manuals incorporate approved revision dated March 4, 1949, or that revised Model 649/749 Flight Manual dated February 5, 1949, is being utilized. (The 49/149 revision and Section III, paragraph 2 of the revised 649/749 Manual outline the shifting techniques to be followed when shifting is desired.) (Lockheed Service Bulletin 49/SB-578 dated October 25, 1949, covers item A and Lockheed Service Information Letter No. 425, dated February 28, 1949, covers item D above. Item C is covered by Lockheed telegram to alloperators dated January 18, 1949, and similar information is contained in Lockheed Service Bulletin 49/SB-502. Two E. O. 4681A describes an approved method of complying with item B. The replacement link assemblies called for in LAC Service Bulletin 49/SB-502 utilize new latch hooks, P/N 303689. Installation of these new link assemblies does not preclude the necessity of removing the hook ends of the latches, as specified in item B.) This supersedes AD 49-22-01.
90-17-12: 90-17-12 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39- 6696. Docket No. 90-NM-59-AD. Applicability: EMBRAER Model EMB-120 series airplanes, Serial Numbers 120004 and 120006 through 120177, certificated in any category. Compliance: Required within 120 days after the effective date of this AD, unless previously accomplished. To prevent engine failure due to propeller overspeed, accomplish the following: A. Install a flight idle position electromechanical lockout device in accordance with EMBRAER Service Bulletin Number 120-076-0009, Revision 1, dated February 23, 1990, or Revision 2, dated May 3, 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be submitted directly to the Manager, Atlanta Aircraft Certification Office, ACE-115A,and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Atlanta Aircraft Certification Office. 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 EMBRAER, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington, or at the FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6696, AD 90-17-12) becomes effective on September 17, 1990.
71-02-05: 71-02-05 AEROSTAR: Amdt. 39-1147. Applies to Model 600 and 601 airplanes, Serial Numbers 60-0001 through 60-0056 and 61-0001 through 61-0070. Compliance required within the next 10 hours time in service after the effective date of this AD, unless already accomplished. To prevent possible separation of the main cabin door from the airframe, inspect the cabin door lock pins, replace any missing washers, adjust pins and torque lock nut in accordance with the Instructions in Aerostar Service Letter #600-19 dated 22 September 1970 or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. This amendment becomes effective January 23, 1971.
67-31-06: 67-31-06 FAIRCHILD-HILLER: Amdt. 39-517 Part 39 Federal Register December 1, 1967. Applies to Fairchild Hiller Aircraft FH-227. Compliance required as indicated. Within the next five hours' time in service unless already accomplished. Visually inspect the three elevator trim tab hinges for elongated holes in the clevis holes of the aluminum blocks located behind the three elevator trim tab hinges. Also, visually inspect each elevator trim tab hinge bearing for damage. Remove and replace blocks containing elongated holes and damaged bearings with an unused part of the same part number. Remove and replace trim tab clevis hinge containing a damaged block or bearing. This amendment effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 9, 1967.
81-19-04: 81-19-04 RAJAY INDUSTRIES, INC.: Amendment 39-4214. Applies to all affected aircraft, certificated in all categories modified per Rajay Supplemental Type Certificates Aircraft Model Rajay STC No. Aerocommander 500-A STC SA683WE Aerocommander 500-B, 500-S & 500-U STC SA529WE Beech H35, J, K, M, N & P, and 35-33, 35-A33, 35-B33, 35-C33, E33 & F33 STC SA1252WE Beech S35, V35, V35A, V35B, 35-C33A, E33A, E33C, F33A, F33C STC SA2556WE Beech 95, B95, B95A, D95A & E95 STC SA153SO Britten Norman Islander, BN-2, BN-2A, BN-2A-6, BN-2A-8, BN-2A-9 STC SA2243WE Cessna 180-A, B, C, D, E, F, G, H & J STC SA1157WE Cessna 182-A, B, C, D, E, F, G, H, J, K, L, M, N & P STC SA1032WE Cessna 210-A, B, C, 210-5(205), 210-5A(205A) STC SA1098WE Cessna 310-C, D, E, F & G STC SA2383SO Cessna 310-I and J STC SA181SO Evangel 4500-300 Evangel 4500-300, Series II STC SA2657WE Helio Courier H-295 STC SA156SO Helio Courier H-395 STC SA125SO Lake 4 and 4A STC SA2270WE Lake 4-200 STC SA2990WE Mooney 20A, M20B, M20C, M20D & M20G STC SA1156WE Mooney 20E & M20F STC SA1411WE Mooney 20J STC SA3555WE Piper PA-23-160, Apache STC SA1260WE Piper PA-23-160, Apache STC SA4-1637-WE Piper PA-23-235, -250, Aztec "B" STC SA539WE Piper PA-23-250, Aztec "C" STC SA840WE Piper PA-24-250, Comanche STC SA811WE Piper PA-24-400, Comanche STC SA2359WE Piper PA-30 & 39, Twin Comanche STC SA787WE Piper PA-32-260, Cherokee STC SA1557WE Piper PA-32R-300, Lance STC SA3513WE Piper PA-34-200, Seneca STC SA2937WE Compliance required as indicated, unless already accomplished. To prevent failure of the powerplant hoses carrying air, fuel and/or oil and resultant fire hazard, accomplish the following: (a) Within 100 hours' time in service from the effective date of this AD, or prior to return to service after the next annual inspection, whichever occurs first, visually inspect the powerplant fuel, air and oil hose assemblies listed in RajayService Letter No. 28 dated August 3, 1981 to determine the general condition and age of the hose assemblies based upon the metal plate attached to the hose, and; 1) If the hose assembly is five years old or older, replace with like serviceable part prior to further flight. 2) If the hose assembly does not have a metal tag and the age cannot be determined, replace with like serviceable part prior to further flight. 3) Record hose ages in the aircraft engine log book and establish a replacement schedule for affected hoses such that a five year life will not be exceeded. 4) If the hose assembly is deteriorated (regardless of age), replace with like serviceable part prior to further flight. (b) Special 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 or modifications required by this AD. (c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western 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. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Rajay Industries, Inc., 2600 East Wardlow Road, P.O. Box 207, Long Beach, California 90801, telephone (213) 426-0346. 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 FAA Western Region Office. This amendment becomes effective September 17, 1981.
2010-01-07: 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: * * * * * * * * Revision 00 of AIRBUS A340 ALS [Airworthiness Limitations Section] Part 3: --adds new CMR (Certification Maintenance Requirements) tasks associated with modifications, --revises the applicability of some CMR tasks, --revises some CMR tasks with increased intervals, --revises a CMR task with a more restrictive interval, --deletes CMR task 282300-B0002-1-C * * . Some of those changes constitute more restrictive requirements for aeroplane configuration already in service. Failure to comply with this Revision 00 of AIRBUS A340 ALS Part 3 constitutes an unsafe condition. * * * * The unsafe condition is a safety-significantlatent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
79-13-02: 79-13-02 RAISBECK: Amendment 39-3499 as amended by amendment 39-3539. Applies to Rockwell Model NA 265-60 airplanes equipped with the Raisbeck Mark Five modification in accordance with STC SA687NW. A. To prevent possible jamming of the aileron system, before further flight, unless already accomplished, complete the following: 1. Deactivate the flap system by pulling and collaring the circuit breaker which supplies power to the flap motor. 2. Install a placard in full view of the flight crew which reads "FLAP SYSTEM INOPERATIVE." B. The following operating limitations apply: 1. Landing operations at or above VFR minimums only. 2. Conduct takeoffs in accordance with the Airplane Flight Manual. 3. Add 50 percent to factored landing distance (FAR 121). 4. For landings on wet runways, increase dry runway distance as determined per item 3 by a factor of 15 percent. Thrust reversers must be used. C. Amendment 39-3499 was effective July 1,1979, and was effective earlier for all recipients of the telegram as amended. D. Installation of the modifications in accordance with FAA-approved Raisbeck Mark Five Sabreliner Service Bulletin No. 5 (or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region) and incorporation of Change I of the FAA-approved Airplane Flight Manual (Raisbeck Report 76-601 for S/N 306-64 and subsequent; and 76-602 for S/Nos. 306-1 through 306-63), constitute terminating action to the requirements of this Airworthiness Directive. 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 Raisbeck Group, 7777 Perimeter Road South, Boeing Field International, Seattle, Washington 98108. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment 39-3539 becomes effective September 4, 1979.
89-26-05: 89-26-05 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6421. Docket No. 89-NM-175-AD. Applicability: De Havilland Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible collapse of a main landing gear (MLG) due to failure of the MLG upper lock strut, accomplish the following: A. Within 50 hours time-in-service after the effective date of this AD, inspect the left and right main MLG upper lock struts to determine the part number of the struts. Accomplish this inspection in accordance with de Havilland Alert Service Bulletin A7-32-93, dated January 30, 1989. B. If the part number is identified to be either 15707-5 or 15707-7 (subassembly P/N 15709-7 or 15709-9), the airplane may be returned to service after reprotecting the part with alodine solution number 1200 and grey epoxy paint. C. If the part number is 15707-3, or is both 15707-3 and 15707-5, or cannot be positively identified, prior to further flight, perform a one-time NDT inspection for cracks, in accordance with de Havilland Service Bulletin No. 7-32-21, Revision B, dated October 1, 1982; and thereafter perform a visual inspection for cracks prior to the first flight of each day. Upper lock struts with cracks must be replaced prior to further flight. D. Replacement with a P/N 15709-7 or 15709-9 upper lock strut subassembly (machined P/N 15707-5 or 15707-7), constitutes terminating action for the repetitive inspections required by paragraph C., above. E. Within 90 days after the effective date of this AD, replace upper lock struts having part number 15707-3, or both 15707-3 and 15707-5, or those that cannot be positively identified, with P/N 15709-7 or 15709-9 upper lock strut subassembly (machined P/N 15707-5 or 15707-7). This constitutes terminating action for the repetitive inspection requirements of this AD. F. 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, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, New York Aircraft Certification Office. G. 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 Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This AD supersedes AD 80-17-13, Amendment 39-3885. This amendment (39-6421, AD 89-26-05) becomes effective on January 14, 1990.
2010-01-01: The FAA is superseding an existing airworthiness directive (AD), which applies to all Model 747-200F, 747-200C, 747-400, 747-400D, and 747-400F series airplanes. That AD currently requires repetitive inspections for cracking of certain fuselage internal structure (i.e., Sections 42 and 46 fuselage frames, upper deck floor beams, electronic bay access door cutout, nose wheel well, and main entry doors and door cutouts), and repair if necessary. This new AD requires additional repetitive inspections for cracking of certain fuselage structure (i.e., Section 41 fuselage frames where they connect to upper deck floor beams, and Section 41 fuselage frames between stringers (S-8 and S-12)), and related investigative/corrective actions if necessary. This AD also reduces the inspection threshold and repetitive inspection intervals for certain airplanes. This AD results from fatigue tests and analysis that identified additional areas of the fuselage where fatigue cracks can occur. We areissuing this AD to prevent the loss of structural integrity of the fuselage, which could result in rapid depressurization of the airplane.