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46-36-02: 46-36-02 PIPER: (Was Mandatory Note 3 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-207, Inclusive. Compliance required prior to November 1, 1946. Several instances have been reported of loosening of the cap screws attaching the air scoop to the carburetor on these aircraft, thus creating a hazard. These cap screws should be removed and drilled for safety wire. They should then be reinserted and safety wire installed. (Piper Service Bulletin No. 90 dated July 17, 1946, covers this same subject.)
63-22-02: 63-22-02 GRUMMAN: Amdt. 634 Part 507 Federal Register October 26, 1963. Applies Only to Model G-164 Series Aircraft Equipped With Continental W670 Series Engines, Serial Numbers 1 through 229 Inclusive. Compliance required as indicated. As a result of excessive wear of the throttle control pivot bolt, which can cause loss of throttle control, accomplish the following: (a) (1) Within 25 hours' time in service after the effective date of this AD, remove and visually inspect the throttle control pivot bolt (AN 23-13) for wear. If the bolt is worn, measure bolt shank. (2) If wear in excess of 0.020 inch is detected on any surface of the bolt, rework the carburetor throttle arm for a 0.250 diameter reamed hole, and installation of an A1658-1 bushing, AN 3-10A bolt, AN 960-10 washers and AN 365-1032 self-locking nut per Grumman Service Bulletin No. 25 dated August 29, 1963. (Grumman Engineering Change Order No. S164-1292.) (3) If no wear is found on the AN 23-13 bolt, thepivot bolt may be continued in service provided that the bolt is repetitively inspected at intervals of 50 hours' time in service. (b) Repetitive inspections required by (a) (3) may be discontinued when the modifications established by a (a)(2) are accomplished. (Grumman Service Bulletin No. 25 dated August 29, 1963, with enclosure (a) Grumman Engineering Change Order No. S164-1292 covers this same subject.) This directive effective October 26, 1963.
2013-26-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, S-70C, S-70C (M), and S-70C (M1) helicopters with General Electric (GE) T700-GE-401C or T700-GE-701C engines installed. This AD requires establishing new fatigue life limits for certain GE engine gas generator turbine (GGT) rotor parts. This AD was prompted by a reevaluation of the method for determining the life limit for certain GE engine GGT rotor parts and the determination that these life limits should be based on low cycle fatigue (LCF) events instead of hours time-in-service (TIS). The actions are intended to prevent fatigue failure of a GGT rotor part, engine failure, and subsequent loss of control of the helicopter.
83-09-04: 83-09-04 BOEING: Amendment 39-4650. Applies to Boeing Model 767 airplanes listed in Boeing Alert Service Bulletin 767-52A7 Revision 1, dated April 7, 1983, or later FAA approved revisions. To prevent the inadvertent opening of the airplane passenger or service door, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, unless already accomplished, perform the maintenance check of paragraph A of Section III of Boeing Alert Service Bulletin 767-52A7 Revision 1 dated April 7, 1983, or later FAA approved revisions. Doors which fail to meet this check must accomplish the check of paragraph A.2. of Section III of the Boeing Alert Service Bulletin, prior to each flight until rigged in accordance with paragraph B of this AD. \n\n\tB.\tWithin 30 days after the effective date of this AD, unless already accomplished, passenger or service doors that do not meet the maintenance check of paragraph A of this AD must be rigged in accordance with paragraph Bof the Boeing Alert Service Bulletin. \n\n\tC.\tAlternate 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. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 25, 1983.
2013-21-06: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1, EC135 P2, EC135 P2+, EC135 T1, EC135 T2, EC135 T2+, and MBB-BK 117 C-2 helicopters with a certain external mounted hoist system (hoist) with boom support assembly (boom) installed. This AD requires inspecting the boom for a crack and, if a crack exists, replacing the boom with an airworthy boom. Until the boom is inspected, this AD requires, before further flight, and thereafter before the first flight of each day, checking the hoist for a crack. This AD was prompted by cracks found on the boom during a pre-flight check of a hoist on an MBB-BK 117 C-2 helicopter. The actions of this AD are intended to detect a crack and prevent failure of the boom, loss of the boom and attached loads, and subsequent loss of helicopter control.
2013-25-10: We are adopting a new airworthiness directive (AD) for certain serial-numbered Bell Helicopter Textron Canada Limited (BHTC) Model 206L, 206L-1, 206L-3, and 206L-4 helicopters with a certain tailboom upper left attachment fitting (fitting). This AD requires inspecting the fitting for a crack and other conditions. This AD was prompted by the manufacturer revising and extending the 100 hour time-in-service (TIS) inspection requirements for the fitting. The actions of this AD are intended to detect a crack, loose rivet, corrosion, or any other damage, which could lead to loss of the tailboom and subsequent loss of control of the helicopter.
83-09-51 R1: 83-09-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4704. Applies to Lockheed California Company L-1011 series airplanes certificated in all categories prior to S/N 1201 not in compliance with Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Compliance required as indicated unless previously accomplished. A. Within 5 calendar days after receipt of this AD, revise the Lockheed L-1011 FAA approved Airplane Flight Manual (AFM) LR-25925 to add the following and provide to flight crews: SECTION 1 - LIMITATIONS FUEL SYSTEM 1. In addition to normal fuel reserves, flight planning must be predicated on the following: (a) A fuel fitting failure occurs in tank 2L or 2R at anytime during the flight. (b) At the time of failure, the fuel in tanks 2L and 2R is considered to be trapped and unavailable to any engine. (c) At the time of failure, number 2 engine is considered to become inoperative, and (d) At the time of failure, a landing can be accomplished at a suitable airport with the remaining fuel in tanks 1 and 3. 2. The center crossfeed valve between tanks 1 and 3 must be operational prior to all flight operations. 3. Inflight crossfeed operations to number 2 engine are prohibited if either cockpit fuel quantity indicating system for tank 2L or 2R is inoperative prior to takeoff. 4. The fuel flow equalizer must be operational prior to all flight operations. 5. Integrated drive generator (IDG) assembly for engines number 1 and 3 must be operative prior to all flight operations more than 400 nautical miles from a suitable airport. NOTE: Not applicable to aircraft equipped with APU fuel supply from tank 3. If number 2 engine is shutdown, then engine 2 tank valve must be closed. 6. During flight, the fuel quantity in each tank must be closely monitored and logged at intervals not to exceed 15 minutes. SECTION 2 - EMERGENCIES UNCONTROLLED FUEL TRANSFER INTO FUEL TANK 2L OR 2R REFERENCE If a fuel quantity differential of 1500 lbs. or more develops between tanks 2L and 2R, the following procedure applies: 1. All tank pumps ON 2. All fuel crossfeed valves CLOSED 3. Tank pumps (low quantity tank 2L or 2R) OFF 4. Fuel quantity indicators MONITOR 5A. If fuel quantity differential between tank 2L and 2R decreases, resume normal operation when fuel tank quantities are equal. 5B. If fuel quantity differential between tank 2L and 2R remains constant, or is increasing: (1) All tank 2L and 2R fuel pumps OFF (2) Aircraft range CHECK (3) Continue number 2 engine operation on suction feed until the low fuel pressure light illuminates. (4) Shut down number 2 engine.B. A copy of this AD inserted in the FAA approved AFM may be considered as an acceptable means of compliance with required AFM revisions. C. Within 1200 hours time in service, or four (4) months after the effective date of this amendment, whichever occurs first, inspect and replace, if necessary, P/N 1527605-101 fittings in fuel tanks 2L and 2R as specified in Part 2, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. This action terminates the requirement for the AFM revised limitations and emergency procedures required in paragraph A., above. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.E. 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 repair requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective August 18, 1983, and was effective earlier to those recipients of telegraphic AD T83-09-51, dated May 3, 1983.
81-04-06: 81-04-06 FAIRCHILD: Amendment 39-4039. Applies to Fairchild Industries Products: Cockpit Voice Recorder Model A100 series, having serial numbers 4733 through 5260 inclusive. To prevent the possibility of destruction of the recording tape in an aircraft accident involving fire, due to the omission of the thermal insulation assembly, P/N 9300-A18, accomplish the following: (a) Within 180 days after the effective date of this AD, unless previously accomplished, inspect the cockpit voice recorders in accordance with the accomplishment instructions of Fairchild Industrial Products Alert Field Service Bulletin No. CVR A140, dated December 10, 1979, paragraph 2B, Installation of Thermal Insulation 1 through 3. Missing insulation assemblies shall be installed in accordance with the above installation instructions, or approved equivalent instructions. (b) Equivalent installation instructions must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Compliance times may be increased by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA inspector. This amendment becomes effective April 1, 1981.
99-26-19 R1: We are revising Airworthiness Directive (AD) 99-26-19 that applies to certain The New Piper Aircraft, Inc. Model J-2 airplanes equipped with wing lift struts. AD 99-26-19 required repetitively inspecting the wing lift struts for dents and corrosion; repetitively inspecting the wing lift strut forks for cracks; replacing any dented or corroded wing lift strut; replacing any cracked wing lift strut fork; and repetitively replacing the wing lift strut forks at specified times for certain airplanes. AD 99-26-19 also required incorporating a ``NO STEP'' placard on the wing lift strut. Since we issued AD 99-26- 19, we were informed that paragraph (c) had been misinterpreted and caused confusion. This AD clarifies the intent of the language in paragraph (c) of AD 99-26-19 and retains all other requirements of AD 99-26-19. We are issuing this AD to correct the unsafe condition on these products.
79-18-10: 79-18-10 PIPER (TED SMITH): Amendment 39-3535. Applies to Aerostar Model 600 and 601 airplanes certificated in all categories. Compliance required within thirty (30) days after the effective date of this AD, unless already accomplished. To prevent inflight loss of the upper cabin door and to prevent the disengagement of door locking pins accomplish the following: (a) Install in the upper cabin door latching mechanism, spacers and the locking position visual indicators in accordance with Aerostar Service Bulletin 600-35, dated August 28, 1973. (b) Replace the rod end fittings made from tubing with solid steel rod end fittings in accordance with Aerostar Service Bulletin 600-61, dated January 26, 1977. (c) Alternate 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. (d) 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. This amendment becomes effective August 29, 1979.