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81-04-02: 81-04-02 GULFSTREAM AMERICAN CORPORATION: Amendment 39-4035. Applies to all Gulfstream I (G-159) airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible operation at degraded performance levels due to inaccurate performance data presented in the AFM, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, incorporate FAA approved Gulfstream I (G-159) Interim Revisions 23-5, dated October 30, 1980, and 23-6, dated November 28, 1980, into the AFM and operate the airplane accordingly. (b) These interim revisions may be removed from Gulfstream I (G-159) AFM when FAA approved Revision 24 is incorporated. An equivalent means of compliance may be approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective February 12, 1981.
57-12-05: 57-12-05 CONVAIR: Applies to All Model 340 Aircraft. Compliance as indicated below. Several reports have been received of cracks occurring in the spar of the left-hand elevator in the area of the cutouts for the tab controls. The cracks originated in the area of the bolts that attach the support bracket for the tab control idler to the spar and in some cases, the cracks extend to a corner of one of the spar cutouts. Reports also indicate that the two angles P/N 340-2210114-10 and -111 above and below the spar openings have been cracked. 1. Compliance required as soon as possible but not later than the next 100 hours of operation unless already accomplished and at each 250 hours of operation thereafter. Inspect the left-hand elevator spar for cracking as described above. If cracks are found, they shall be repaired before the next flight. (Convair "Service Airgram" No. 212, dated March 15, 1957, sections 1 through 7 illustrate a satisfactory means of repairing cracks in the elevator main spar.) 2. The special inspection period specified in item 1 may be discontinued and the regular inspection periods resumed after the following is accomplished: (a) Repair of all cracks found during the inspection of the left-hand elevator spar as indicated in item 1. (b) Reinforce the elevator spar in the vicinity of the tab control idler attachment. A satisfactory means of reinforcing the elevator spar is described in sections 8 and 9 of Convair "Service Airgram" No. 212. Reinforcement to be accomplished regardless of whether or not cracks are found.
83-15-01: 83-15-01 BRITISH AEROSPACE: Amendment 39-4690. Applies to H.S. 748 Series 2A airplanes certificated in all categories. Compliance is required as indicated. To assure that propeller control circuit relays have proper resistance levels for the internal insulation and to correct the wiring connections to the propeller control circuit and thereby prevent multiple propeller feathering, accomplish the following, unless already accomplished: 1. Within 100 hours time in service after the effective date of this AD, and prior to each installation of a replacement relay, conduct an insulation resistance check of relays 34 and 35, type 7CZ105648/1 or 7CZ105648/2 in the propeller control circuit in accordance with paragraph 2.A or 2.B, as appropriate, Accomplishment Instructions of British Aerospace H.S. 748 Aircraft Service Bulletin 61/31 dated January 1980. Replace any relay with less than 50 megohms resistance. Reconnect the wiring to relays 34 and 35 in accordance with paragraph 2.Cof the service bulletin and conduct the propeller auto feathering check in accordance with paragraph 2.D of the service bulletin. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective August 1, 1983.
2015-19-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by reports of latently failed fuel shutoff valves discovered during fuel filter replacement. This AD requires revising the maintenance or inspection program to include new airworthiness limitations. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine and auxiliary power unit (APU), which \n\n((Page 55513)) \n\ncould result in the inability to shut off fuel to the engine and APU and, in case of certain fires, an uncontrollable fire that could lead to structural failure.
82-03-05: 82-03-05 MAULE AIRCRAFT CORPORATION: Amendment 39-4309. Applies to Model M-5-235C, serial numbers 7322C, 7350C, A7354C, A7355C, A7358C, A7360C, A7361C, 7364C, 7365C, A7366C, A7367C; Model M-6-235, serial numbers 7356C, 7379C, 7380C, 7382C through 7388C, and 7390C, airplanes certificated in all categories. Compliance is required within the next 25 hours time in service after the effective date of this AD unless already accomplished. To prevent engine stoppage, accomplish the following: Install drain tube, using Maule P/N 5393A and using two hose clamp P/N 10047A-32, in the engine alternate air hose at the lowest point in the hose in accordance with Maule Service bulletin #3 dated November 6, 1981. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, 3400 Norman Berry Drive, East Point, Georgia 30344. Maule Aircraft Service Bulletin #3 dated November 6, 1981, pertains to this subject.Make an appropriate maintenance record entry. This amendment becomes effective February 11, 1982.
2015-17-23: We are adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ airplanes. This AD was prompted by a determination that more restrictive fuel limitations are needed. This AD requires revising the maintenance or inspection program to incorporate new compliance times and fuel limitations. We are issuing this AD to detect and correct fatigue cracking of various structural elements and prevent ignition sources in the fuel system.
80-08-03: 80-08-03 GENERAL DYNAMICS: Amendment 39-3734. Applies to Model 240, T-29, 340, 440, and C-131 and all such model airplanes converted to turbopropeller power in accordance with STC SA1054WE, known as Model 600, and STC's SA4-1100 and SA1096WE, known as Model 580 and Model 640, respectively, certificated in all categories. Compliance required as indicated. To detect incipient failure of the pilots' windshield, direct vision windows, sliding windows, P/N 340-3110307-7 or -8, and cabin windows and to provide for a modification to prevent door collapse on certain airplanes, accomplish the following: (a) For sliding windows P/N 340-3110307-7 or -8, which are five years or older after June 30, 1980, prior to further pressurized flight replace the window with a like serviceable part and inspect in accordance with paragraph (c). Replacement of the sliding windows, P/N 340- 3110307-7 or -8 with a new sliding window, P/N 340-3110307-9 or -10, eliminates the inspection requirements of this AD on the sliding window. (b) If an airplane is to be operated with damage to the sliding windows, or cabin windows exceeding the limits specified in the referenced applicable service bulletins specified in paragraph (c) or with sliding windows P/N 240-3110315-6 or -7; or with sliding windows, P/N 340-3110307-7, or -8, which are five years old or older after June 30, 1980, or twelve years old or older as of the effective date of this AD, or with cabin windows which are twelve years or older after the effective date of this AD, prior to further flight, install a placard in plain view of the flight crew stating: "Pressurized flight prohibited." The placard may be removed when the inspections or window replacements required by this AD have been complied with. (c) For those sliding windows, P/N 340-3110307-7 and -8, in airplanes used in pressurized operations; Within the next 100 hours' time in service from the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect windows per paragraph 2.D.(4) under the "Sliding Windows" Section, page 45 of General Dynamics Service Bulletin 640 (340D) No. 53-5B dated January 16, 1980, or page 46 of Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980. (d) For those sliding windows P/N 340-3110307-7 and -8 that have been in storage or installed on airplanes which have been in storage, or installed on airplanes operated unpressurized, which, after the effective date of this AD, are to be used in pressurized operation: Prior to return to pressurized flight, unless inspected within the last 30 days or 100 hours' time in service, whichever occurs first, inspect per paragraph (c). (e) For those pilots' windshields with chronological age of 12 years or more from date of manufacture, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the pilots' windshields per paragraph 2.D.4 under the Pilots' Windshield Section, page 39 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 38 of General Dynamics Service Bulletin 640 (340D) No. 53-5B, dated January 16, 1980. (f) For those direct vision windows with over 12 years time in service, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the direct vision windows per paragraph 2.D.4 under the DV Windows Section, page 41 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 40 of General Dynamics Service Bulletin 640 (340D) No. 53-5B, dated January 16, 1980.(g) For those cabin windows with over 12 years time in service, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the cabin windows per paragraph 2.D.(4) under the "Cabin Windows" Section, page 49 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 49 of General Dynamics Service Bulletin 640 (240D) No. 53-5B, dated January 16, 1980. (h) For those cabin windows twelve years of age or older after the effective date of this AD that have been in storage or installed on airplanes which have been in storage, or installed on airplanes operated unpressurized, which, after the effective date of this AD, are to be used in pressurized operation: Prior to return to pressurized flight, unless inspected within the last 90 days or 500 hours' time in service, whichever occurs first, inspect per paragraph (g). (i) On Models 340, 440, 580 and 640: As of the effective date of this AD, a condition for airworthiness certification shall be modification of the cockpit door in accordance with General Dynamics Service Bulletin 640 (340D) No. 25-9, dated November 16, 1970. (j) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. (k) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective May 5, 1980.
81-12-05: 81-12-05 HAMILTON STANDARD: Amendment 39-4131. Applies to all Hamilton Standard 24PF propellers with air-melt barrels, Part Number 772531-1, installed on DeHavilland DHC-7 aircraft. (Note: This AD does not apply to propellers with vacuum-melt barrels, Part Number 772531-2.) Compliance is required as indicated. To determine the presence of spalling in the bearing raceway surfaces of the barrel and blade split races, visually inspect in accordance with the procedure contained in the accomplishment instruction section of Hamilton Standard Service Bulletin HS Code 24PF No. 17, Revision 2 dated April 10, 1981, or later FAA approved revision, or equivalent means approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. Inspect in accordance with the following schedule: a. For propellers with 2,900 hours or more time in service since new, compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished within the last 1,400 hours time in service, and thereafter at intervals not to exceed 1,500 hours time in service from the last inspection required by this AD. b. For propellers with less than 2,900 hours time in service since new, compliance is required prior to the accumulation of 3,000 hours time in service, unless already accomplished within the last 1,400 hours time in service, and thereafter at intervals not to exceed 1,500 hours time in service from the last inspection required by this AD. c. Propellers with spalled barrels must be removed from service prior to further flight and replaced with airworthy propellers. Propellers with spalled split race(s) must have the race(s) replaced prior to further flight in accordance with Service Bulletin 24PF-17, Revision 2 dated April 10, 1981, or later FAA approved revision. d. Results of all propeller inspections required by this AD, including serial numbers and times in service, are to be forwarded toFederal Aviation Administration, Engineering and Manufacturing Branch, AGL-210, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by the Office of Management and Budget under OMB Number 04-R0174.) e. After successfully completing two consecutive 1500 hour inspections without seeing any evidence of barrel or bearing race spalling, the repetitive 1500 hour inspections required by this AD may be discontinued. f. Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in this AD provided such requests are made through an FAA Maintenance Inspector, and the request contains substantiating data to justify the request for that operator. g. For purpose of this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer may obtain copies upon request to Hamilton Standard, Division of United Technologies Corporation, Windsor Locks, Connecticut 06096. These documents may also be examined at the Great Lakes Regional Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This amendment becomes effective June 15, 1981.
60-20-02: 60-20-02 HAMILTON STANDARD: Amdt. 201 Part 507 Federal Register September 23, 1960. Applies to All 34E60 Propellers. Compliance required as indicated. As a result of two recent dome cap fractures one resulting in propeller overspeed and inability to feather the following must be accomplished: (a) All dome caps must be examined in the threaded area for crack indications in the inside diameter and outside diameter by means of visual or dye penetrant or magnetic particle inspection within the next 50 hours' time in service unless already accomplished within the last 50 hours. (b) Dome caps inspected visually only must be reexamined by means of dye penetrant or magnetic particle inspection within the next 200 hours' time in service. (c) Caps with indications of cracks must be replaced with caps which have also been inspected in accordance with the foregoing inspection provisions and found to have no crack indications. (d) Upon reinstallation caps mustbe tightened to 350-450 foot-pounds. (e) Dome caps must be reexamined by means of dye penetrant or magnetic particle inspection within the next 350 hours' time in service after the last dye penetrant or magnetic particle inspection made in accordance with paragraphs (a) or (b). This inspection must be repeated at intervals not to exceed 350 hours' time in service until new design-strengthened dome caps, P/N 565334, have been installed. (Hamilton Standard telegram to all operators dated September 16, 1960, covers this same subject.) NOTE: The replaced caps should be returned to Hamilton Standard. (Hamilton Standard telegram dated August 29, 1960, covers this subject.) This airworthiness directive sent by telegram to all known operators of Douglas DC-7 Series and Boeing B-377 aircraft equipped with Hamilton Standard 34E60 propellers on September 2, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegram of September 2, 1960. Revised October 15, 1960.
2015-17-18: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Arrius 2F turboshaft engines with a certain part number oil pump installed. This AD requires inspection, and if necessary, replacement before further flight of the oil pump driver assembly and/ or the oil pump shaft, or the oil pump itself. This AD was prompted by cases of deterioration of the gas generator front bearing due to a link loss between the pump driver and the oil pump shaft. We are issuing this AD to prevent link loss between the pump driver and the oil pump shaft, which could lead to an engine in-flight shutdown, forced landing, and damage to the helicopter.