Results
68-23-08: 68-23-08 BELLANCA: Amendment 39-679. Applies to Model 14-19-3A (Serial Numbers 4229 through 4342) and Model 17-30 (Serial Numbers 30001 through 30151) airplanes. Compliance required as indicated: To prevent vibration of the horizontal tail surfaces, and to correct inaccurate airspeed indication, accomplish the following: A) On or before November 22, 1969, unless already accomplished, modify the elevator trim tab system by the installation of redesigned elevator trim tab and actuation rod and all related changes in accordance with Part A of Bellanca Service Letter No. 46, dated October 28, 1968, or any other method approved by Chief, Engineering and Manufacturing Branch, Central Region, Federal Aviation Administration. B) Unless already accomplished, after completion of the modifications required by Paragraph A, the restricted forward center of gravity limit must be incorporated into the respective Airplane Flight Manuals by accomplishing the following: (1)To the Model 14-19-3A Airplane Flight Manual, add Revision No. 5 dated October 26, 1968. (2) To the Model 17-30 Airplane Flight Manual, add Revision No. 4 dated August 28, 1968. C) Until the elevator trim tab has been modified in accordance with Paragraph A, operation of the airplane in excess of 180 miles per hour (156 knots) is prohibited. D) Until the elevator trim tab has been modified in accordance with Paragraph A, a placard must be installed in the airplane adjacent to the airspeed indicator, in full view of the pilot with the following wording: "NEVER EXCEED SPEED 180 MPH (156 KNOTS) IAS". E) Within the next 25 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, modify or replace the static vent buttons in accordance with Part B of Bellanca Service Letter No. 46, dated October 28, 1968, or any other method approved by Chief, Engineering and Manufacturing Branch, Central Region, Federal AviationAdministration. AD 68-12-02 is hereby superseded. This amendment becomes effective November 22, 1968.
2011-12-02: We are adopting a new airworthiness directive (AD) for the products listed above that are equipped with a Honeywell TPE331-10 or - 12JR turboprop engine installed per Supplemental Type Certificate (STC) SA09866SC. This AD requires incorporating revised airspeed limitations and marking the airspeed indicator accordingly. There is also a requirement for the installation of a temporary placard until the airspeed indicator can be modified but not to [[Page 31801]] exceed a certain period of time. This AD was prompted by analysis that showed that airspeed limitations for the affected airplanes are not adjusted for the installation of a turboprop engine as stated in the regulations. We are issuing this AD to prevent the loss of airplane structural integrity due to the affected airplanes being able to operate at speeds that exceed the speeds established in the Federal aviation regulations for safe operation.
2011-19-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD was prompted by four reports of unrecoverable engine stalls, during hover in a left-roll attitude. This AD requires the installation of an accessory gearbox (AGB) axis-A oil slinger nut to the axis-A shaft assembly. We are issuing this AD to prevent an unrecoverable engine stall, leading to a helicopter forced landing or accident.
2011-19-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Reports have been received from a small number of HS.748 operators of finding cracks in the propeller hub port buttress threads of R212 and R251 propellers. The affected hubs had accumulated in excess of 6,000 flight hours. This condition, if not detected and corrected, could lead to propeller blade separation, possibly resulting in damage to the aeroplane and/or injury to persons on the ground. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in damage to the airplane.
97-23-09: This amendment supersedes Airworthiness Directive (AD) 78-26-02, which currently requires repetitively inspecting the fuselage side frame flanges at Fuselage Station (FS) 218.125 and FS 219.525 for cracks on certain de Havilland DHC-6 series airplanes, and repairing or replacing any cracked part. 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 AD requires modifying the fuselage side frames at the referenced FS areas as terminating action for the repetitive inspections that are currently required by AD 78-26-02. The actions specified in this AD are intended to prevent failure of the fuselage because of cracks in the fuselage side frames, which, if not detected and corrected, could result in loss of control of the airplane.
56-18-02: 56-18-02 CONVAIR: Applies to All 340 Aircraft. Compliance required preferably at next engine overhaul but not later than June 1, 1957. Due to the possibility in hot weather operation that the engines installed in Convair 340 airplanes can experience excessive oil temperatures and inability to scavenge the crankcase, Pratt & Whitney Aircraft Service Bulletins Nos. 1513 and 1524 shall be accomplished as indicated above. This serious condition, which has been experienced in hot weather on several occasions by two scheduled airline operators, is attributed mainly to high oil flow rates, which will be effectively reduced by compliance with these Pratt & Whitney Service Bulletins. (Air Carrier Maintenance Alert Bulletin No. 241 also deals with this subject.) As an alternate to compliance with these bulletins, the adoption of maintenance practices and engine overhaul procedures which effectively reduce oil flow rates will be acceptable.
51-12-01: 51-12-01 WRIGHT: Applies to All Models C9GB, C9GC, C9HD and Military R-1820 Series Engines. Compliance required as soon as possible, but not later than April 1, 1952. To preclude piston pin failures, piston pins P/N's 68827, 117691, and 131061, which have not been carburized, must be replaced at each engine overhaul. Piston pins P/N's 117691 and 131061 retain the same part number when carburized, but may be identified by the symbol "C" on the recessed end of the pin. Piston pins P/N 68827 were never carburized and therefore should not be reused. It is suggested that orders for carburized piston pins be placed well in advance of required delivery date. (Wright Service Bulletin No. C9-156A covers this same subject.)
2011-20-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting to determine the clearance and any wire bundle damage between wire bundle W443 and the left forward rudder quadrant, followed by adjusting the minimum clearance between the wire bundle and the left forward rudder quadrant, and repairing any wire bundle damage. This AD was prompted by reports of contact between wire bundle W443 and the left forward rudder quadrant. We are issuing this AD to detect and correct contact between the wire bundle and the left forward rudder quadrant. Damage to the wire bundle from contact between the wire bundle and the left forward rudder quadrant could result in uncommanded stabilizer trim and autopilot disconnects due to shorted wires, potentially affecting the capability of the flightcrew during high work load and consequently reducing control of the airplane. Restricted movement of the rudder quadrant at full right rudder travel would reduce controllability of the airplane.
99-16-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A300, A310, and A300-600 series airplanes. This action requires a one-time inspection of the autopilot systems for proper engagement to determine if the main electro valve electrical connectors of the yaw, roll, and pitch autopilot actuators are correctly installed; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent erratic movements of the ailerons, elevator, and/or rudder that are commanded by discrepant autopilot actuators, which could result in reduced controllability of the airplane.
54-06-02: 54-06-02 MARTIN: Applies to All Model 202 Aircraft. Compliance required at next overhaul but not to exceed the next 1,000 operating hours. Several instances have been found of unsatisfactory wing scarf splice bushing installations which result in applying undesirable bending loads on the bolts because of incomplete lining of the holes. To eliminate this condition, inspect the wing lower chord scarf splices at wing Stations 187 L.H. and R.H. If a bushing is found that does not meet the length requirements specified in Martin 202 Service Instruction Letter No. 29, that bushing must be removed and a correct one installed in accordance with Service Instruction Letter No. 29, before the airplane is returned to service. (Martin S. I. L. No. 29 covers this same subject.)