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2016-22-02: We are adopting a new airworthiness directive (AD) for Embraer S.A. Models EMB-500 and EMB-505 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 incorrect installation of passenger seat attachment fittings. We are issuing this AD to correct the unsafe condition on these products.
53-09-03: 53-09-03 HILLER: Applies to All UH-12, UH-12A, UH-12B, HTE-1, HTE-2, H-23A and H-23B Model Helicopters. Compliance required as soon as possible but no later than the next 25-hour inspection and as indicated in part C below. The following has been found necessary to prevent fatigue failure of the clevis head on the outboard tension torsion bar pins, P/N 51414-1: A. Inspect P/N 51414-1 pins to determine the fillet radius under the clevis head. If radius is less than 0.030 inch the pin must be scrapped and replaced with a pin having at least 0.030-inch radius before further flight. B. If radius is 0.030 or greater and the pin has less than 500 hours total time it may be reinstalled. If a featheredge is found at the base of the clevis it should be carefully removed. C. All 51414-1 pins must be replaced when they have accumulated a total of 500 hours of flight time. (Hiller Service Bulletin No. 36 covers this procedure.)
2016-22-07: We are superseding Airworthiness Directive (AD) 75-26-05 for Bell Helicopter Textron (Bell) Model 204B, 205A-1 and 212 helicopters. AD 75-26-05 required removing and visually inspecting each main rotor (M/R) blade and, depending on the inspection's outcome, repairing or replacing the M/R blades. This new AD requires more frequent inspections of certain M/R blades and applies to Model 205A helicopters. This AD does not require that helicopter blades be removed to conduct the initial visual inspections. We are issuing this AD to detect a crack and prevent failure of an M/R blade and subsequent loss of helicopter control.
78-26-04: 78-26-04 HUGHES HELICOPTERS: Amendment 39-3374. Applies to Hughes Model 269C, Serial Number 0004 through 0716, and Models 269A, 269A-1, and 269B certificated in all categories, equipped with LTS Tail Rotor Assembly P/N 269A6034, including Military Model TH-55A equipped with LTS Tail Rotor Assembly P/N 269A6034, equipped with Tail Rotor Hub Assembly Part No. 369A1725 or Tail Rotor Hub Assembly Part No. 369A1725-5, Serial No. 001 through 862. Also, applies to Hughes Model 369H, 369HM, 369HS, 369HE and 369D, Serial Numbers 0001D through 0324D and 0331D through 0333D certificated in all categories, equipped with Tail Rotor Hub Assembly Part No. 369A1725 or Tail Rotor Hub Assembly Part No. 369A1725-5, Serial No. 001 through 862 or Tail Rotor Hub Assembly Part No. 369A1725- 501. Compliance required as indicated. To prevent failure of Tail Rotor Hub Assembly, Hughes P/N 369A1725, 369A1725-5, Serial No. 001 through 862 and 369A1725-501, which could result in a loss of the rotorcraft, accomplish the following: (a) Within 100 hours time in service or six months after the effective date of this AD, whichever occurs sooner, unless already accomplished, inspect the tail rotor hub for cracks, corrosion or other damage and rework the tail rotor hub in accordance with Part II - Hub Inspection and Rework Paragraphs a through h of the following FAA approved Hughes Service Information Notices: (1) For Hughes Model 269 Series Helicopter use Hughes Service Information Notice No. N-153, dated September 1, 1978. (2) For Hughes Model 369H Series Helicopter use Hughes Service Information Notice No. HN-128.1, dated December 8, 1978. (3) For Hughes Model 369D Series Helicopter use Hughes Service Information Notice No. DN-27.1, dated December 8, 1978. NOTE: Hughes Service Information Notices of the above listed dates are the only versions of S.I.N.s suitable for compliance with this AD. (b) Remove all cracked hubs from service prior to further flight and replace with like serviceable part. If replacement part has part number suffix identification SP, no further action is required by this AD. If replaced with part number hub affected by this AD, revert to the inspection requirements of Paragraph (c). (c) Reinspect the tail rotor hub with a 10 power magnifying glass at each annual inspection or 300 additional hours time in service since the last inspection, whichever occurs earlier. If cracks, pits, corrosion or other damage is found, inspect and rework, per the instructions of Paragraphs (a) and (b). (d) Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective December 27, 1978.
75-08-09: 75-08-09 LYCOMING: Amendment 39-2155 as amended by Amendments 39-2260 and 39-2470 is further amended by Amendment 39-3013. Applies to O-235, O-290, O-320, IO-320, LIO-320, O-360, IO-360, HO-360, HIO-360, VO-360-A1A, VO-360-A1B, VO-360-B1A, IVO-360-A1A, LIO-360, TIO-360, AIO-360, AEIO-360, O-540 and IO-540 series Lycoming engines listed below and the same series engines overhauled/remanufactured by Lycoming between December 18, 1972, and December 10, 1974, and the same series engines overhauled after December 10, 1972, at facilities other than the manufacturer, in which the provisions of Lycoming Service Instructions No. 1272 have been incorporated. Applicable Applicable Excepted Models Serial Nos. Serial Nos. O-235 series L-11268-15 thru L-12098-15 L-12099-15,12101-15 and up and L-12100-15 O-290 series Any engine modified Any engine not modified in accordance with Lycoming in accordance with Service Instruction No. 1272. Lycoming S.I.No. 1272 O-320 series L-33329-27A thru L-41054-27A L-41055-27A and up O-320-E2D Series: L-41029-27A and up; O-320-E3D series: L-41017-27A, L-41021-27A and up. O-320-B and -D L-6809-39A thru L-6971-39A L-6972-39A and up IO-320 series L-4953-55A thru 5270-55A L-5271-55A and up LIO-320 series L-292-66A thru L-296-66A L-297-66A and up O-360, HO-360- L-17440-36A thru L-19846-36A L-19817-36A, L-19818-36A, B1A, B1B Series and L-17427 L-19847-36A and up VO-360, IVO-360 Any engine modified in Any engine not modified in Series accordance with Lycoming accordance with S.I. 1272 Lycoming S.I. 1272 HIO-360-A1A, -B1A L-10179-51A thru L-13351-51A L-12557-51A, L-12727-51A, L-12853-51A, L-12890-51A, L-13513-51A and up HIO-360-D1A L-10179-51A thru L-13512-51A L-12892-51A thru L-12894-51A, L-12919-51A, L-12966-51A thru L-12968-51A, L-12979-51A, L-13034-51A thru L-13040-51A, L-13124-51A thru L-13128-51A, L-13170-51A thru L-13174-51A, L-13257-51A thru L-13262-51A, L-13280-51A thru L-13283-51A, L-13513-51A and up HIO-360-C1A L-10179-51A thru L-13372-51A L-11578-51A, L-12193-51A, L-12445-51A, L-12763-51A, L-12845-51A, L-12847-51A thru L-12849-51A, L-12895-51A, L-12897-51A, L-12898-51A, L-12911-51A, L-12912-51A, L-12914-51A thru L-12916-51A, L-12918-51A, L-12969-51A thru L-12972-51A, L-13041-51A, L-13042-51A, L-13119-51A thru L-13123-51A, L-13142-51A thru L-13148-51A, L-13271-51A thru L-13275-51A, L-13373-51A and up HIO-360-C1B L-10179-51A thru L-13551-51A L-13352-51A and up AEIO-360 series L-10179-51A thru L-13616-51A L-13617-51A and up IO-360 series L-10146-51A thru L-13540-51A L-13541-51A and up IO-360-A1B6D L-10115-51A thru L-13529-51A L-13530-51A and up AIO-360 series L-171-63A thru L-208-63A L-209-63A and up LIO-360 series L-634-67A thru L-1059-67A L-1060-67A and up TIO-360 series L-116-64A thru L-145-64A L-146-64A and up O-540 series L-15327-40A thru L-17105-40A L-17098-40A, L-17103-40A, except O-540- L-17106-40A and up H1A5D, -H1B5D, -H2A5D, -H2B5D series IO-540 series L-10536-48 thru L-12896-48 L-10623-48, L-10624-48, except IO-540- L-10813-48, L-10814-48 K1A5D, -K1B5D, L-11246-48, L-11247-48, -K1E5D, -K1F5D L-11266-48, L-11267-48, -M2A5D, -P1A5 L-12144-48 thru L-12147-48,-S1A5, -T4A5D series L-12231-48, L-12287-48 thru L-12298-48, L-12371-48 thru L-12378-48, L-12463-48, L-12464-48, L-12636-48, L-12637-48, L-12684-48, L-12685-48, L-12711-48 thru L-12713-48, L-12726-48 thru L-12729-48, L-12734-48 thru L-12739-48, L-12744-48 thru L-12753-48, L-12806-48, L-12821-48 thru L-12823-48, L-12840-48 thru L-12844-48, L-12859-48 thru L-12868-48, L-12888-48, L-12897-48 and up Also applies to the same models and series engines overhauled/remanufactured by Lycoming between December 18, 1972 and December 10, 1974 and to any other engine in which the provisions of Lycoming Service Instruction No. 1272 have been incorporated. Compliance required as indicated. 1. For the Lycoming O-360-C2D, HO-360, HIO-360, VO-360 and IVO-360 series engines, compliance is required within the next 10 hours in service after the effective date of this AD or before the engines have accumulated 400 hours in service, whichever occurs later, unless already accomplished. 2. For the O-235, O-290, O-320, IO-320, LIO-320, O-360, IO-360, AEIO-360, AIO-360, LIO-360, TIO-360, O-540 and IO-540 series engines compliance is required within the next 50 hours in service after the effective date of this AD or before the engines have accumulated 400 hours in service, whichever occurs later, unless already accomplished. To prevent oil pump failures, inspect, replace and assemble the oil pump drive shaft and drive impeller in accordance with the inspection and procedure paragraphs of Lycoming Service Bulletin No. 381B or No. 385C or later revision approved by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon submission of substantiating data thru an FAA maintenance inspector, the Chief, Engineering & Manufacturing Branch, Eastern Region, may adjust the compliance time specified in this A.D. The manufacturer's inspections and replacement 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 Avco Lycoming Division Service Department, Williamsport, Pennsylvania 17701. These documents may also be examined at the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Eastern Region Headquarters. Amendment 39-2155 was effective April 9, 1975. Amendment 39-2260 was effective July 16, 1975. Amendment 39-2470 was effective December 24, 1975. This amendment 39-3013 is effective August 18, 1977.
70-05-03: 70-05-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-947. Applies to model BAC 1- 11, 400 series airplanes. Compliance required as indicated. To prevent fatigue failure of the main landing gear, inner door jack attachment, saddle bracket structure, located on the keel in the main landing gear bay at station 575, accomplish the following: (a) For airplanes which have not incorporated British Aircraft Corporation Modification PM2510 or PM3082 on the effective date of this AD, comply with the following: (1) Visually inspect all components of the main landing gear, inner door jack attachment, saddle bracket structure assembly which projects outboard on either side of keel structure for cracks or signs of damage in accordance with BAC 1-11 Alert Service Bulletin 53-A- PM 2510, Issue 5, dated May 16, 1969, or later ARB-approved issue, or an FAA-approved equivalent at the following intervals: (i) For airplanes with less than 2,000 landings on the effective date of thisAD, inspect prior to the accumulation of 2,350 landings, and thereafter at intervals not to exceed 350 landings from the last inspection until the accumulation of 3,500 landings and thereafter at intervals not to exceed 50 landings from the last inspection. (ii) For airplanes with from 2,000 to 3,500 landings on the effective date of this AD, unless already accomplished within the last 350 landings, inspect within the next 350 landings after the effective date of this AD and thereafter at intervals not to exceed 350 landings from the last inspection until the accumulation of 3,500 landings, and thereafter at intervals not to exceed 50 landings from the last inspection. (iii) For airplanes with 3,500 or more landings on the effective date of this AD, unless already accomplished within the last 50 landings, inspect within the next 50 landings after the effective date of this AD and thereafter at intervals not to exceed 50 landings from the last inspection. (2) Within thenext 50 landings after the effective date of this AD or before the accumulation of 5,000 landings, whichever occurs later after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 5,000 landings from the last replacement, replace the upper web angles P/N AK27-1639 with serviceable web angles of the same part number. Compliance with this subparagraph may be discontinued after the modifications specified in either subparagraph (3)(ii), (3)(iii) or (3)(iv) have been accomplished. (3) If cracks or damage are found during the inspections required by paragraph (a) before further flight accomplish one of the following: (i) Replace cracked or damaged components with serviceable components of the same part number. (ii) Modify the saddle bracket structure in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 53-PM-2510, Revision 4, dated October 30, 1967, or later ARB-approved issues, or an FAA-approved equivalent, and replace all cracked or damaged components not replaced by Modification PM2510 with new components of the same part number. (iii) Accomplish the modification and replacement required by subparagraph (ii) of this paragraph and in addition modify the saddle bracket in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 53-PM 3082, Revision 3, dated December 2, 1968, or later ARB-approved issues, or an FAA-approved equivalent. (iv) Accomplish the modifications and replacement required by subparagraph (ii) an (iii) of this paragraph and in addition modify the saddle bracket structure in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 53-PM 3871, dated March 31, 1969, or later ARB-approved issues, or an FAA-approved equivalent. (4) The inspections required by subparagraph (1) of this paragraph may be discontinued after the modifications specified in either subparagraph (3)(ii), (3)(iii), or(3)(iv) of this paragraph have been accomplished. (b) For airplanes which have incorporated BAC Modification PM2510 within the next 100 landings or before the accumulation of 14,000 landings after Modification PM 2510 was accomplished, whichever occurs later after the effective date of this AD, and thereafter at intervals not to exceed 14,000 landings since the last replacement, replace upper web angles P/N AK27- 10133 with new web angles of the same part number. (c) For airplanes which have incorporated the modifications required by paragraph (a)(3)(iii), within the next 100 landings or before the accumulation of 20,000 landings after Modification PM 3082 was installed, whichever occurs later after the effective date of this AD, and thereafter at intervals not to exceed 20,000 landings since the last replacement, replace the upper web angles P/N AK27-10133 with new web angles of the same part number. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operators' fleet average time from takeoff to landing for the airplane type. This supersedes Amendment 39-471 (32 F.R. 12711), AD 67-25-3. This amendment becomes effective March 23, 1970.
79-06-04: 79-06-04 MOONEY: Amendment 39-3438. Applies to models M20F and M20J, registration numbers: N3207F N201A N9545M N201WX N201EU N201MF N201TN N201MR N201NW N201WT N201TS N201KJ HB-DWK N201YD N201YB N201WE N201JF OE-DHM N201TW N201ND N201MS N201GJ N201WM N201MW N201SE Compliance is required within the next 25 hours of flight time after the effective date of this Airworthiness Directive (unless already accomplished). To prevent elevator control lock, accomplish the following: 1. Inspect the pitch servo installation in accordance with Edo-Aire Mitchell Service Bulletin MB-14 dated 3/30/78 and assure servo stop bracket part number 7B1320 is installed and adjusted in accordance with SB MB-14, paragraph 5. 2. If servo stop bracket is not installed, accomplish the installation in accordance with Service Bulletin MB-14. This amendment becomes effective March 26, 1979.
75-12-11: 75-12-11 LOCKHEED: Amendment 39-2234 as amended by Amendment 39-2349. Applies to L-1011-385-1 Series airplanes, certificated in all categories with Collins FCS-110 autopilot installed. To prevent possible unwanted pitch-up while in the autoland mode, accomplish the following: (1) Effective 48 hours after receipt of this telegram, the following operating limitation applies: 'Autopilot command mode use prohibited below 100 feet AGL', and a placard must be installed in plain view of the pilots stating: 'AUTOPILOT CMD MODE USE PROHIBITED BELOW 100' AGL'. (2) Operators shall, by the most immediate and practicable means, notify flight crews of the foregoing. (3) When an operator's entire fleet, including spares, incorporates the auto flight pitch computer modification described in Lockheed Service Bulletin 093-22-080, dated August 11, 1975, or later FAA-approved revisions, remove the operating limitation and placard. Amendment 39-2234 was effective 6-12-75 for allpersons except those to whom it was made effective immediately by telegrams dated May 14, 1975. This amendment 39-2349 is effective September 2, 1975.
2002-22-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10-VT sailplanes. This AD requires you to modify the engine compartment fuel and oil system and firewall. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to reduce the potential for a fire to ignite in the engine compartment and increase the containment of an engine fire in the engine compartment. A fire in the engine compartment could lead to loss of control of the sailplane.
2009-05-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: \n\n\tThere is a possibility that during a go around procedure with a flap system failed the stall warning and the stick pusher triggering angles are anticipated reducing the margin between the real angle of attack and the stick pusher triggering angle. If the stick pusher is activated at a low altitude the pilot may be not able to recover the airplane control. Since this condition affects flight safety, an immediate corrective action is required. Thus, sufficient reason exists to request compliance with this EAD in the indicated time limit without prior notice. \n\nThis AD requires actions that are intended to address the unsafe condition described in the MCAI.