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96-10-15: This amendment supersedes Airworthiness Directive (AD) 80-14-06, which currently requires the following on The New Piper Aircraft, Inc. (Piper) Models PA31, PA31-300, PA31-325, and PA31-350 airplanes: repetitively inspecting the outboard flap tracks, wing rib flanges, and the rear spar web at Wing Station (WS) 147.5 on each wing, and modifying the area at WS 147.5 on both wings if any cracks are found as terminating action for the repetitive inspection requirement. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This action retains the repetitive inspection requirement of AD 80-14-06, and requires modifying the area at WS 147.5 on both wings as terminating action for the repetitive inspection requirement. The actions specified in this AD are intended to prevent structural failure under certain load conditions caused by cracked areas at WS 147.5, which, if not detected and corrected, could result in loss of control of the airplane.
92-27-17: 92-27-17 SHORT BROTHERS, PLC: Amendment 39-8452. Docket 91-NM-98-AD. Applicability: All Model SD3-30 and SD3-60 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent inadvertent engine shutdown, accomplish the following: (a) Within 120 days after the effective date of this AD, lock the left and right low pressure (LP) levers in the open position using securing wires, in accordance with Shorts Service Bulletins SD330- 28-35 (for Model SD3-30 series airplanes) or SD360-28-20 (for Model SD3-60 series airplanes), both dated February 22, 1991; as applicable. (b) Within 120 days after the effective date of this AD, following accomplishment of the modification required by paragraph (a) of this AD, revise the Limitations Sections of the FAA-approved Airplane Flight Manual (AFM) by inserting the following amendments, as applicable: (1) For Model SD3-30 series airplanes: SBH3.3 Amendment p/16 SBH3.6 Amendment p/12 (2) For Model SD3-60 series airplanes: SB4.3 Amendment p/19 SB4.6 Amendment p/12 SB4.8 Amendment p/14 (c) 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. (d) 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. (e) The locking requirement shall be done in accordance with Shorts Service Bulletin SD330- 28-35, dated February 22, 1991, and Shorts Service Bulletin SD360-28-20, dated February 22, 1991. The revisions to the Airplane Flight Manual (AFM) shall be done in accordance with the following list of AFM Amendment Documents and related effective pages: AFM Amendment Document Number Page Number Section Number SBH3.3 Amendment p/16 5, 6 3 7, 42 4 SBH3.6 Amendment p/12 5, 6 3 7, 48 4 SB4.3 Amendment p/19 5, 6 3 7, 50 4 SB4.6 Amendment p/12 5, 6 3 7, 50 4 SB4.8 Amendment p/14 5, 6 3 7, 50 4 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 Shorts 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 NorthCapitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on February 25, 1993.
52-21-01: 52-21-01 BELL: Applies to Model 47 Helicopters as Noted Below. Compliance required by October 15, 1952. To prevent engine mount shifting on the rubber Lord mounts, the following applicable Lord mount guards must be installed: 1. 178 H. P. Engines - Models 47B, 47B3, and 47D Helicopters. If not already incorporated, install two 47-612-123-1 guards on engine mount. When properly installed, a 5/32 inch torque offset exists between engine mount clamp and rubber Lord mount. This offset is at the rearward side of right hand Lord mount and the forward side of left hand Lord mount. 2. 200 H. P. Engines - All Model 47 Helicopters. Inspect the two 47-612-123-3 guards to be sure they have 7/32 inch ears. If no guards are installed or the ears are less than 3/16 inch they must be replaced with the new type guards. When properly installed, a 1/4 inch torque offset exists between engine mount clamp and rubber Lord mount. This offset is at the rearward side of right hand Lord mount and the forward side of left hand Lord mount. (Bell Service Bulletin No. 79, Revision A, dated July 7, 1952, covers this same subject.) This supersedes AD 52-01-04.
2008-21-10: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by the aviation authority of France to identify and correct an unsafe condition on an aviation product. The aviation authority of France, with which we have a bilateral agreement, states in the MCAI: "This Airworthiness Directive (AD) is issued following two cases of LH hydraulic power system loss on two AS332 helicopters. In both cases, the pilot received the "low level'' hydraulic failure alarm. The investigations conducted on the two helicopters revealed a hydraulic fluid leak from the hydraulic pump casing. In both cases, incorrect position of the liner of the compensating piston had caused the seals to deteriorate. This incorrect positioning of the liner is due to non- compliant application of the repair process by a repair station. Deterioration of hydraulic pumps causes: The loss of the RH and LH hydraulic power systems in the event of a substantial hydraulic fluid leak from both hydraulic pumps during a given flight. The loss of the hydraulic system concerned, in the event of a substantial hydraulic fluid leak from only one pump.'' This AD requires actions that are intended to address this unsafe condition.
72-20-06: 72-20-06 BELLANCA AIRCRAFT CORPORATION (Champion): Amdt. 39-1530. Applies to the following Bellanca Models and Serial Numbers: Models Serial Numbers 7ECA (0-235-C1 Engine) 840-72 842-72 through 871-72 7GCAA 234-72 through 242-72 244-72 through 246-72 7KCAB 304-72 through 310-72 312-72 through 320-72 322-72 7GCBC (150 HP) 346-72 347-72 349-72 through 361-72 363-72 through 376-72 8KCAB 13-72 15-72 through 37-72 Compliance required as indicated after the effective date of this airworthiness directive, unless already accomplished: To prevent flight controls malfunction including possible loss of control due to cable failure, accomplish the following: A) Effective immediately, all affected aircraft are prohibited from acrobatic flight and must have a placard installed in clear view of pilot which reads as follows: All acrobatic flight, including intentional spins, is prohibited. On all model 8KCAB aircraft, revise the FAA Approved Airplane Flight Manual to delete Sections 1.2.1 through 1.2.7. Insert the following after Section 1.2 Acrobatic Category Limitations: All acrobatic flight, including intentional spins, is prohibited. B) Effective immediately, all affected aircraft with 100 hours or more cumulative flying time and every 100 hours thereafter must have all flight control cables inspected for evidence of wear, fraying, or stretching. If such wear, fraying, or stretching, is found, replace the defective flight control cable before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. C) All flight control cables of the affected aircraft must be replaced in accordance with Bellanca Aircraft Corporation Service Letter No. 104, dated September 12, 1972, and subsequent revisions or in accordance with data approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. On those airplanes with less than a cumulative flying time of 600 hours, replace cables before reaching 700 hours. On those airplanes with a cumulative flying time of 600 hours or more, replace cables within the next 100 hours flying time. Cable replacement on all affected aircraft must be accomplished by January 1, 1973. All replaced cables must be rendered unusable for any further aircraft applications or handled in accordance with Bellanca Aircraft Corporation (Champion) Service Letter No. 104, dated September 12, 1972, and subsequent revisions. Any cables replaced in compliance with Airworthiness Directive 72-18-03 are exempt from this airworthiness directive. D) The placard required by paragraph "A" may be removed; the revision to the Airplane Flight Manual required by paragraph "A" may be deleted; and the repetitive inspections required by paragraph "B" may be discontinued when compliance with paragraph "C" of this airworthiness directive is accomplished. This amendment becomes effective October 5, 1972.
81-17-04: 81-17-04 HUGHES HELICOPTERS: Amendment 39-4185. Applies to Model 269 helicopters, all models, and TH-55s, certified in all categories, incorporating P/Ns 269A5179 or 269A5179-3 Drive Shaft Coupling Assemblies, and those helicopters incorporating the improved P/N 269A5194 Ring Gear Carrier Assembly. Compliance required as indicated, unless already accomplished. To prevent failure of the main transmission, accomplish the following: (a) For main rotor ring gear driveshaft assemblies, P/N 269A5179 or 269A5179-3: (1) Within 100 hours' additional time in service from the effective date of this AD, or 600 hours total time in service, whichever occurs later, inspect shaft and coupling assembly lower bearing bore and fasteners for evidence of cracks, fretting, or other stress risers, in accordance with Part IIA and IIB of Hughes Service Notice No. N-179 dated July 17, 1981. If cracks, fretting or stress risers are found, replace with P/N 269A5194 assembly reworked per Hughes Notice No. N142.1, prior to further flight. (2) Within 100 hours' additional time in service from the effective date of this AD, or 2,000 hours total time in service for 269C aircraft or 2,500 hours total time in service for 269A/A-1/B/TH-55A aircraft, whichever occurs later, remove and replace shaft and coupling assembly with 269A5194 ring gear carrier assembly reworked per Hughes Notice No. N-142.1 dated May 31, 1977. (b) For main rotor ring gear drive shaft assemblies, P/N 269A5179 not modified per Hughes Notice No. N-114-3 dated September 19, 1977: Within the next 25 hours' additional time in service after the effective date of this AD, or 400 hours' total time in service, or 300 hours since the last inspection performed per paragraph (a) of AD 77-21-10, whichever occurs later, and at intervals not to exceed 300 hours' time in service thereafter, perform a close visual inspection and penetrant inspection of shaft and coupling fastener area per Part IIB ofHughes Notice No. N-179, for fretting, cracking, or other stress risers. If cracks, fretting or stress risers are found, replace with P/N 269A5194 assembly reworked per Hughes Notice No. N-142.1, prior to further flight. (c) For main rotor ring gear drive shaft assemblies, P/N 269A5179 previously modified per Hughes Notice No. N-114.3 at or before the accumulation of 1000 hours' additional time in service since modification per Hughes Notice N-114.3, and at intervals not to exceed 500 hours' time in service thereafter, accomplish the visual and penetrant inspections of the fastener areas, as described in paragraph (b), above. (d) The recurring inspections of paragraphs (b) and (c), above, may be discontinued when P/N 269A5194 assemblies are installed. The service life limit on P/N 269A5194 is 6,000 hours. (e) 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 modificationsrequired by this AD. (f) 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. 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 Hughes Helicopters, Inc., Centinela and Teale Street, Culver City, California 90230. These documents may also be examined at FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. 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 WesternRegion Office. This supersedes Amendment 39-3060 (42 FR 55882), AD 77-21-10. This amendment becomes effective August 24, 1981.
96-10-11: This amendment supersedes an existing airworthiness directive (AD), applicable to McDonnell Douglas Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) series airplanes, that currently requires certain inspections and structural modifications. This amendment requires additional inspections and structural modifications. This amendment is prompted by an evaluation conducted by the Airworthiness Assurance Working Group, which identified additional inspections and structural modifications for mandatory action. The actions specified by this AD are intended to prevent degradation in the structural capabilities of the affected airplanes.
47-34-01: 47-34-01 BEECH: (Was Mandatory Note 2 of AD-765-1.) Applies to D18C and D18S Airplanes Having Inside Filler Neck on 80-Gallon Nose Fuel Tanks. Compliance required prior to November 1, 1947. To prevent flight with the nose tank fuel cap off or unlocked, and to eliminate a fire hazard in the event of fuel tank or cap leakage, the following items are to be accomplished: (a) On tanks equipped with a cam type filler cap, install new filler neck, filler neck gasket, and screws suitable for use with the expansion type filler cap. (Tanks having an expansion type filler cap previously installed do not require this change.) (b) Replace the cam or expansion type filler cap with revised expansion type filler cap assembly, Beech P/N 404-189676. (c) Install a safety guard, Beech P/N 404-189689, on forward side of nose door cover plate in a manner to prevent closing the nose compartment door when the filler cap is not in place or locked. (d) Drill a 1/4-inch diameter hole in the lower skin of the nose compartment just forward of bulkhead No. 2 at the centerline of the airplane to provide drainage for the forward compartment under the fuel tank. (Beech Service Bulletin D18-49 covers this same subject.)
96-10-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-300, -400, and -500 series airplanes, that requires inspection to detect damage of a wire bundle and clamp that are located in the electronic/electrical (E/E) equipment bay, and repair of the damaged wire bundle. That action also requires replacement of the existing steel clamp with a nylon clamp, and rearrangement of the clamp installation. This amendment is prompted by a report of fire in the E/E equipment bay due to electrical arcing caused by chafing of a wire bundle. The actions specified by this AD are intended to prevent chafing of a wire bundle that could cause short circuiting of the wire bundle, and could result in smoke and fire in the E/E equipment bay.
79-11-05 R1: 79-11-05 R1 MOONEY: Amendment 39-3480 as amended by Amendment 39-4050. Applies to Mooney M-18L S/N's 2 and up, M-18C S/N's 201 and up, M-18LA S/N's 100 through 200, M- 18C55 S/N's 323 and up certificated in all categories. Compliance required as indicated: To prevent failure of the vertical fin spar in flight due to wood deterioration and to detect other wood and glue joint deterioration in the wood wing and wood empennage structure, accomplish the following inspections and checks or approved equivalents within the next 30 days after the effective date of this AD, unless already accomplished within the last 35 months, and thereafter at intervals not to exceed 36 months from the last inspection: (1) Remove all fabric from the horizontal and vertical stabilizers. Inspect all wood and glue joints including attachment of leading edge skin to main spar for deterioration. (2) At center junction of stabilizer spar and fin inspect glue joint between attach blocks and stabilizer spar for deterioration and inspect spar and blocks for cracks. Inspect fin and spar for cracks at attachment bolts. (3) Inspect rear bulkhead of the stabilizer for cracks and looseness in the area of the stabilizer attachments. Inspect attachment blocks for cracks or looseness at spar. (4) Remove wing fabric locally in area of aileron hinges and at inboard corner of aileron cutout. Check condition of wood and glue joints. If evidence of deterioration is found, remove fabric further as necessary for complete examination of forward area of wing trailing edge. Check attachment of wing trailing edge in aileron area for looseness. (5) Ensure that all drain holes in empennage and wing are clear. (6) If any defects set forth in paragraphs (1), (2), (3), or (4) above are detected, repair in accordance with FAA Advisory Circular AC 43.13-1A or approved equivalent or replace with an identical new part or equivalent prior to further flight. Equivalent repairs, inspections, and/orparts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (7) A borescope, utilizing FAA approved permanent access holes, is considered an approved equivalent means of inspection only for the vertical and horizontal stabilizers, when satisfying the requirements of paragraphs (1), (2), and (3). The borescope inspection shall be accomplished within the next 30 days after the effective date of this AD, unless already accomplished within the last 11 months, and thereafter at intervals not to exceed 12 months from the last inspection. (8) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection time in this Airworthiness Directive. Amendment 39-3480 was effective June 5, 1979. This amendment 39-4050 is effective April 1, 1981.