80-18-07: 80-18-07 HUGHES HELICOPTERS: Amendment 39-3965. Applies to Model 269A, and TH-55A, 269A-1, 269B and Model 269C Helicopters with main transmission P/N 269A5175-7 or 269A5175-9, Serial Numbers:
5743 through 5804
5903 through 5908
5806 through 5811
5911
5813 through 5827
5914
5829 through 5855
5915
5857 through 5863
5918
5867
5919
5868
5922
5870 through 5882
5930
5884
5935
5886 through 5890
5938
5893
5966
5894
5972
5895 through 5901
5986
Compliance is required within 50 hours' time in service from the effective date of this AD, unless already accomplished. To prevent loss of power into main transmission, due to fracture of main transmission pinion shaft, accomplish the following:
(a) Remove main transmission assembly, per Basic Hughes Maintenance Instruction (HMI). Disassemble main transmission assembly, and pinion and bearing retainer assemblies, per HMI Appendix C.
(b) Clean pinion assembly. Using 10X glass, visually inspect pinion for scratches, tooling marks, corrosion or other surface defects. Pay particular attention to area of fillet radii and threaded area forward of bearing journal. If scratches, tooling marks, corrosion or other surface defect is noted, perform the following:
1. Position pinion on lathe or equivalent rotating fixture.
2. Polish out defect(s) on pinion as it is rotated on lathe or fixture. Use fine emery cloth wrapped around tongue depressor or equivalent for polishing. Extra fine arkansas or carborundum stone may be used, provided diameter of stone matches radius. Emery cloth and hand stone are the only polishing methods approved.
(c) Clean pinion assembly and perform magnetic particle inspection of entire pinion in accordance with MIL-I-6868. Pay particular attention to forward end of bearing journal and fillet radii, pinion gear teeth, and threaded area just forward of H-frame bearing journal. If no defects are found, treat polished area with wet zinc chromate, as applicable.
(d) If magnetic particle inspection indication is noted in area polished per step (B) 2 above, repolish and repeat magnetic particle inspection of the area. If indication cannot be removed by repolishing, or the minimum diameter at the bottom of the fillet radius after polishing is less than 1.472 inches, mark and tag the pinion as unserviceable.
(e) If evidence of cracking is noted, mark and tag pinion as unserviceable.
(f) If inspection pinion is found serviceable and reinstalled in helicopter transmission, treat polished area with zinc chromate primer, as applicable. Paint white dot on gear box ID plate next to Serial Number to denote compliance with this Notice.
(g) As applicable, reassemble pinion and bearing retainer assemblies, and main transmission assembly, per HMI Appendix C.
(h) As applicable, reinstall main transmission assembly, per Basic HMI.
(i) 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 inspection required by this AD.
(j) 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 November 11, 1980 to all persons, except those to whom it was made immediately effective by letter dated August 26, 1980.
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2020-15-19: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. 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 ineffective firewall sealing for firewall wiring penetrations. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
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94-09-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Teledyne Continental Motors (TCM) IO-346, IO-520, and IO-550 series piston engines, that requires initial and repetitive inspections of the engine mount brackets for cracks, and if found cracked, replacement with improved design engine mount brackets. All engine mount brackets require replacement with improved design engine mount brackets at the next engine removal after the effective date of this AD. This amendment is prompted by reports of cracks in engine mount brackets on engines that have completed at least one overhaul cycle. The actions specified by this AD are intended to prevent engine separation from the aircraft due to cracks in the engine mount brackets.
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2008-22-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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:
This Airworthiness Directive (AD) is issued following the discovery of a potential chafing between the rheostat of the 3rd crew member control panel reading light and the air gasper flexible hose, or with the electrical wires nearby. If le[f]t uncorrected, this chafing may expose the metallic spiral armature of the flexible hose, or damage the electrical wires insulation, which could result in a short-circuit generating sustained overheating and smoke emission.
We are issuing this AD to require actions to correct the unsafe condition on these products.
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84-07-05: 84-07-05 DeHAVILLAND: Amendment 39-4844. Applies to all Models DHC-2 MK. I (including L-20A, YL-20, U-6 and U-6A), MK. II, and MK. III airplanes certificated in any category.
Compliance: Required as indicated, unless already accomplished.
To prevent failure of center hinge/balance arm brackets, (aluminum castings) P/N C2-WA-126A (RH) and P/N C2-WA-125A (LH), accomplish the following:
(a) Within the next 100 hours time-in-service or two months, whichever occurs first, after the effective date of this AD, unless already accomplished within the last 400 hours time-in- service, or ten months, and at each 500 hours time-in-service or twelve months thereafter, whichever occurs first, accomplish the following:
(1) Visually inspect the left and right aileron center hinge/balance arm brackets as described in "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland Service Bulletin (SB) No. 2/37 Revision A, dated December 9, 1983.
(2) If a center hinge bracket is found withsix attachment rivet holes in the spigot, replace the balance arm assembly and the center hinge bracket within 500 hours time-in- service or twelve months, whichever occurs first after the inspection, with a new balance arm assembly in a 2-rivet attachment configuration with either a new cast bracket, P/N C2-WA-125A(LH) or P/N C2-WA-126A(RH), or a new machined bracket, P/N C2-WA-161(LH) or P/N C2-WA-162(RH).
(b) If cracks are found, replace the part before further flight with a new part of-the same part number, or with new machined brackets, P/N C2-WA-161(LH) or P/N C2-WA- 162(RH), in accordance with the procedure described in "REPLACEMENT" in DeHavilland SB No. 2/37.
(c) Cast parts installed as replacements must be reinspected with the procedure in paragraph (a).
(d) The repetitive inspections of paragraph (a) of this AD are no longer required when DeHavilland Modification Kit No. 2/1536 is installed.
(e) The airplane may be flown in accordance with FAR 21.197 to alocation where the requirements of this AD may be accomplished.
(f) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, ANE-170, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581.
This amendment becomes effective on April 18, 1984.
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2008-22-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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:
During planned maintenance visit on one A320 aircraft, a cross connection of the fire extinguishing circuit system was identified. In case of fire, this cross connection will activate (discharge) the wrong forward or aft cargo compartment fire extinguisher bottle.
Failure to activate the correct bottle when required is classified as potentially catastrophic.
* * * * *
We are issuing this AD to require actions to correct the unsafe condition on these products.
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2003-19-01: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France (Eurocopter) Model AS 365 N3 and EC 155B helicopters, that requires replacing each Fenestron pitch change control rod (control rod) with an improved reinforced steel airworthy control rod. This amendment is prompted by a failure of a control rod on a prototype helicopter and by the manufacturer making available a newly-designed reinforced steel control rod. The actions specified by this AD are intended to prevent failure of the control rod, loss of control of the tail rotor, and subsequent loss of control of the helicopter.
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84-07-02: 84-07-02 NAMC (NIHON AIRPLANE MANUFACTURING COMPANY): Amendment 39-4836. Applies to all Model NAMC YS-11/-11A series airplanes fitted with a main deck cargo door certificated in all categories. To prevent inadvertent opening of the main deck cargo door during flight, accomplish the following, unless already accomplished:
A. Within 450 flight hours time in service or 90 days after the effective date of this AD, whichever occurs first, modify the main cargo door handle lock mechanism in accordance with NAMC YS-11 Service Bulletin 52-92, Revision 1, dated September 29, 1983.
B. 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.
C. 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 April 9, 1984.
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2008-23-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A318, A319, A320, and A321 airplanes. That AD currently requires inspecting to determine the part number and serial number of the fuel tank boost pumps and, for airplanes with affected pumps, revising the airplane flight manual (AFM) and the FAA-approved maintenance program. The existing AD also provides for optional terminating action for compliance with the revisions to the AFM and the maintenance program. This new AD requires modifying or replacing the fuel tank boost pumps, which would terminate the AFM limitations and the maintenance program revisions. This AD results from a report that a fuel tank boost pump failed in service, due to a detached screw of the boost pump housing that created a short circuit between the stator and rotor of the boost pump motor and tripped a circuit breaker. We are issuing this AD to prevent electrical arcing in the fuel tank boost pump motor, which, in the presence of a combustible air-fuel mixture in the pump, could result in an explosion and loss of the airplane.
DATES: This AD becomes effective December 19, 2008.
The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of December 19, 2008.
On July 3, 2006 (71 FR 34814, June 16, 2006), the Director of the Federal Register approved the incorporation by reference of a certain other publication.
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2008-22-17: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 747 series airplanes. That AD currently requires repetitive inspections for cracking and corrosion of all exposed surfaces of the carriage spindles (including the inner bore and aft links) of the trailing edge flaps, and additional inspection and corrective action if necessary. That AD also currently requires repetitive overhaul of the carriage spindle and aft link, which terminates the repetitive inspections. This new AD adds a repetitive inspection to detect broken parts, and revises the overhaul threshold and repetitive intervals. This AD results from analysis that showed additional inspections should be done to prevent the loss of a flap, and that the flight-hour-based interval should be revised to a flight- cycle-based interval, because the greatest loads on the spindles happen during takeoff and landing. We are issuing this AD to detect and correct failed carriage spindles or aft links of the inboard or outboard trailing edge flaps. Such failure could cause the flap to depart the airplane, reducing the flightcrew's ability to maintain the safe flight and landing of the airplane.
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