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82-18-01: 82-18-01 EMBRAER: Amendment 39-4440. Applies to EMB-110P1 and EMB-110P2 models (S/Ns 110001 through 110329 and 110331 through 110339), airplanes certificated in any category. Compliance: Required on or before December 31, 1982, unless previously accomplished. To prevent leakage of water into the fuel tank, accomplish the following: (a) Defuel the airplane in accordance with the EMB-110 maintenance manual. (b) Remove the fuel filler neck components from each tank and install EMBRAER Kit S.B. 110-28-020 in accordance with the instructions contained in EMBRAER Service Bulletin 110-28-020, dated July 2, 1981. (c) An equivalent method of compliance may be used, if approved by the Chief, Atlanta Aircraft Certification Office, ACE-115A, Federal Aviation Administration, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective September 27, 1982.
2022-18-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by unclear and incomplete placard instructions for the doghouse door lock. This AD requires installing improved handling instruction placards on affected doghouses and re-identifying the doghouses, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected doghouses under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2014-12-01: We are superseding Airworthiness Directive (AD) 2013-11-05 for Bell Model 214B, 214B-1, and 214ST helicopters with certain tail rotor [[Page 32860]] hanger bearings (bearing) installed. AD 2013-11-05 required inspecting the bearing to determine whether an incorrectly manufactured seal material is installed on the bearing. This new AD retains the repetitive inspection of the bearings and also requires replacing the defective bearings. This AD was prompted by a report that certain bearings were manufactured with an incorrect seal material that does not meet Bell specifications. We are issuing this AD to prevent failure of the bearing and subsequent loss of control of the helicopter.
56-27-02: 56-27-02 HILLER: Applies to All UH-12, UH-12A and UH-12B Helicopters Including Spares. Compliance required as soon as possible but not later than February 28, 1957. Investigation has revealed that defective welds may exist at the clamp lugs on the four upper lord mount supports on P/N 63100-2 lower frame assembly (engine mount), or on mounts, P/N 63100-2M, modified in accordance with Hiller Service Bulletin No. 51. Failure of this weld has resulted in tilting of the rotor mast and loss of collective pitch control. The following one-time inspection is required on the above mounts to detect possible defective welds which must be reworked as indicated. 1. If the engine mount is cadmium plated, no inspection of the weld will be required, since these lower frame assemblies have been fabricated subsequent to the period of questionable weldments. 2. If the engine mount is not cadmium plated, remove the paint from all four lord mount supports in the area of the clamplugs and inspect for identification markings in or around the weld at the clamp lugs. If the weld is stamped with either a 7 or 8 or no stamp at all, it will be necessary to remove the mount from service until such time as the lugs can be removed and rewelded to CAM 18 standards. (Hiller Service Information Letter No. 111 covers this subject.)
79-10-06 R1: 79-10-06 R1 ENSTROM HELICOPTER CORPORATION: Amendment 39-3465 as amended by Amendment 39-4342. Applies to all Model F-28C and 280C helicopters. Compliance required as indicated. To prevent tail rotor failures as a result of tail rotor blade grip cracks, accomplish the following: A) Prior to next flight after receipt of this AD and prior to each flight thereafter, visually check the tail rotor blade grips in the vicinity of the blade retention bolt holes for any evidence of cracks with at least a 10X glass. Pilot may make this check. If any cracks are found, the blade and grip unit must be replaced with a serviceable unit before further flight. B) Prior to the next 50 hours' time in service after the effective date of this AD, unless already accomplished, remove the tail rotor blades from the blade grips and examine the grips in the vicinity of the blade retention bolt holes using standard dye penetrant inspection methods. Caution - care must be taken not tointermix blades and grips as they are match drilled sets. If any cracks are found, before further flight, remove the blade-and-grip unit and replace with a serviceable unit having either P/N 28-150013-1 or 28-150044-1 grips. Install replacement grips in accordance with paragraph C) of this AD. C) Install serviceable replacement P/N 28-150013-1 or P/N 28-150044-1 grips in accordance with applicable Enstrom Service Directive 0048, dated April 5, 1979, or 0048, Revision A, dated September 8, 1980, as outlined below: (1) Install P/N 28-150013-1 grips, in accordance with Enstrom Service Directive 0048, dated April 5, 1979, as follows: (a) By hand with the use of a 100 degrees - 1/2 inch back countersink (#AT4021-4) and a 3/16 inch pilot (#AT404-4), or equivalent tools, chamfer the edges (8 per grip) of the retention bolt holes in the blade grip .015 x 40 degrees. Repeat the same operation on each tail rotor blade retention bolt hole (4 places). After chamfering, thoroughly inspect the grips and blades for any nicks, burrs, or sharp edges. If any are found, they should be blended out by crocus cloth. (b) Replace the close tolerance bolts using a lubriplate compound and retorque to 50-75 in. lbs. (2) Install, P/N 28-150044-1 grips in accordance with Enstrom Service Directive 0048, Revision A, dated September 8, 1980, as follows: (a) Tail rotor assemblies incorporating Spindle P/N 28-150014-13 only are eligible for this alternate means of compliance. The part number is etched on the side of each spindle. Spindle P/N 28-150014-13 may be further identified by their shoulder-to-shoulder dimension and the rotor assembly's overall Tip-to-Tip length which are 3.46 + .01 and 56 7/16 inches, respectively. (b) Installation of Tail Rotor Blades on Tail Rotor Blade Grips P/N 28-150044-1 to comprise Blade and Grip Assemblies, P/N 28-150001-5 must be accomplished by Enstrom Customer Service. (c) Operators must send the old Tail Rotor Blade and Grip Assemblies P/N 28-150001-3 to Enstrom Customer Service Center for rework. D) Replace the close tolerance bolts using a lubriplate compound and retorque to 50 - 75 in. lbs. E) Preflight inspections required by paragraph A) of this AD may be discontinued after the installation of P/N 28-150044-1 grips. Enstrom Service Directive Bulletin No. 0048 also applies to the subject matter of this AD. Amendment 39-3465 became effective upon publication in the Federal Register, as to all persons except those to whom it was made immediately effective by the airmail letter dated April 9, 1979, which contained this amendment. This Amendment 39-4342 becomes effective March 19, 1982.
85-03-01: 85-03-01 CESSNA: Amendment 39-4995. Applies to Models 205 (S/Ns 205-0001 thru 205- 0479); 206, U206, U206A, U206B, U206C, U206D, TU206A, TU206B, TU206C, and TU206D (S/Ns 206-0001 thru U206-1444); P206, P206A, P206B, P206C, P206D, TP206A, TP206B, TP206C, and TP206D (S/Ns P206-0001 thru P206-0603); 207 and T207 (S/Ns 20700001 thru 20700148) 210B, 210C, 210D, 210E, 210F, 210G, 210H, and 210J (S/Ns 21057841 thru 21059199); T210F, T210G, T210H, and T210J (S/Ns T210-O001 thru T210-0454) airplanes certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To reduce the possibility of engine controls failure and loss of engine power control accomplish the following: (a) Visually inspect the ends of the engine throttle and mixture control cables to determine if the sleeve and bushing are secured by a drive screw. If so, inspect, modify, and/or replace engine throttle and mixture controls in accordance with Cessna Single-Engine Service Letter SE69-16 dated July 22, 1969. (b) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished provided reduced mixture selection during flight is not performed and the throttle and mixture controls are determined to be functioning properly during preflight inspection of the airplane. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400. This amendment becomes effective on March 15, 1985.
2014-11-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of smoke or flames in the passenger cabin of various transport category airplanes related to the wiring for the passenger cabin in-flight entertainment (IFE) system, cabin lighting, and passenger seats. This AD requires installing wiring and making changes to certain electrical load management system (ELMS) panels and other concurrent requirements to ensure the flightcrew is able to turn off electrical power to the IFE systems and other non-essential electrical systems through one or two switches in the flight deck in the event of smoke or flames. In the event of smoke or flames in the airplane flight deck or passenger cabin, the flightcrew's inability to turn off electrical power to the IFE system and other non-essential electrical systems could result in the inability to control smoke or flames in the airplane flight deckor passenger cabin during a non- normal or emergency situation, and consequent loss of control of the airplane.
99-24-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 and -300 series airplanes, that requires modification of the slide/raft evacuation system by installing a girt reinforcement chafing patch. This amendment is prompted by reports of holes in the inflatable area of the slide/raft evacuation system due to chafing against the installation support bracket. The actions specified by this AD are intended to prevent holes in the inflatable portion of the slide/raft evacuation system, which could result in the slide/raft being less effective as a raft during an emergency water landing.
71-18-04: 71-18-04 BELL: Amdt. 39-1280 as amended by Amendment 39-1692. Applies to Bell Models 206A and 206B helicopters certificated in all categories, equipped with main rotor blades, P/N 206-010-200-29. Compliance required as indicated. To detect and prevent possible corrosion and fatigue cracks in the main rotor blade spar lower surface adjacent to the tip inertia weight attachment screws, accomplish following: (a) Inspect those main rotor blades having 600 or more hours total time in service on May 5, 1971 within 25 hours time in service therefrom, unless already accomplished in accordance with paragraph (c). (b) Inspect those main rotor blades having less than 600 hours time in service on May 5, 1971 before reaching 625 hours total time in service in accordance with paragraph (c). (c) Visually inspect the lower surface of the blade from blade station 170 to 180 in the area of the screw heads for paint blisters, raised areas, paint cracks and for exposed metal andaccomplish repetitive inspections at intervals of not more than 100 hours time in service from the last inspection. (1) If paint blisters, raised areas or paint cracks are found, remove the finish in accordance with the instructions of Item 3.c of Bell Helicopter Company Service Bulletin No. 206A-19, Revision A, dated March 12, 1971 or later FAA approved revision, and inspect for corrosion and cracks in the spar adjacent to the screw heads using a dye penetrant or equivalent inspection method. (i) If cracks are found, remove and replace the blade before further flight. (ii) If corrosion is found, follow repair and limitation instructions on page 2-18A, paragraph 2-16, subparagraph e(3) in the Model 206A Maintenance and Overhaul Manual as revised October 15, 1970 or FAA approved equivalent. (iii) If no corrosion or cracks are found, treat and refinish the exposed or unpainted area in accordance with Item 4.b(1) of Bell Helicopter Company Service Bulletin No. 206A-19, Revision A, dated March 12, 1971, or later FAA approved revision. (2) If no paint blisters, raised areas or paint cracks are found but exposed metal is found, treat exposed area in accordance with paragraph 4.b(2) of Bell Helicopter Company Service Bulletin No. 206A-19, Revision A, dated March 12, 1971, or later FAA approved revision. (d) Visually inspect the lower surface of the blade from blade station 170 to 180 in the area of the screw heads for paint blisters, raised areas, paint cracks and for exposed metal and accomplish repetitive inspections at intervals of not more than 25 hours time in service from the last inspection. (1) If paint blisters, raised areas or paint cracks are found, the inspections and surface treatment of subparagraph (c) (1) are required. (2) If only exposed metal is found, clean, rinse and dry the surface and apply non-siliconized wax to the exposed metal. (3) The inspections and waxing specified in paragraph (d) may beperformed by the pilot. NOTE: For the requirements regarding listing of compliance and method of compliance with this AD in the aircraft maintenance record, see FAR 91.173. 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 Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, 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 Southwest Regional Office in Fort Worth, Texas.This AD, Amendment 39-1280 supersedes Amendment 39-1182 (36 F.R. 6740), AD 71- 07-03. Amendment 39-1280 became effective September 3, 1971. This amendment 39-1692 becomes effective September 3, 1973.
99-24-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that currently requires revision of the Airplane Flight Manual (AFM) to prohibit operation of the fuel boost pumps when fuel quantities are below certain levels, and to add maintenance procedures for operating the airplane under certain conditions. That AD also requires the installation of a placard on the engineer s fuel panel to advise the maintenance crew that operation of the fuel boost pumps is prohibited under certain conditions. This amendment adds a terminating modification for the requirements of the existing AD. This amendment is prompted by reports of internal electrical failures in the fuel boost pump of the wing fuel tanks that could result in either electrical arcing or localized overheating. The actions specified by this AD are intended to prevent such electrical arcing or overheating, which could breech the protective housing of the fuel boost pump and expose it to fuel vapors and fumes, and consequent potential fire or explosion in the wing fuel tank.