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93-16-03: 93-16-03 BRITISH AEROSPACE: Amendment 39-8660. Docket 93-NM-23-AD. Applicability: Model BAe 146 airplanes, as listed in British Aerospace BAe 146 Inspection Service Bulletin S.B. 27-135, dated April 23, 1992, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent adverse airplane flight characteristics during autopilot operation, accomplish the following: (a) Within 60 days after the effective date of this AD, perform a visual inspection of the autopilot pitch servomotor mounting to identify the part number on the dataplate in accordance with British Aerospace BAe 146 Inspection Service Bulletin S.B. 27-135, dated April 23, 1992. (b) If the part number is 209RAA6-135CAF (for Model BAe 146-100A and -200A series airplanes) or 209RAA6-175ABC (for Model BAe 146-300A series airplanes), prior to further flight, perform a visual inspection of the position of the foul pin holes in the mounting bracket in accordance with British Aerospace BAe 146 Inspection Service Bulletin S.B. 27-135, dated April 23, 1992. (1) If the foul pin holes align with foul pin hole positions "CAF" (for Model BAe 146-100A and -200A series airplanes) or "ABC" (for Model BAe 146-300A series airplanes) on the mounting bracket, no further action is required by this AD. (2) If the foul pin holes do not align with foul pin hole positions "CAF" (for Model BAe 146-100A and -200A) or "ABC" (for Model BAe 146-300A series airplanes) on the mounting bracket, accomplish the requirements of paragraphs (b)(2)(i) and (b)(2)(ii) of this AD. (i) Prior to further flight, perform a torque check of the autopilot pitch servomotor mounting in accordance with the service bulletin to ensure that the slip torque corresponds to the values specified in the service bulletin. If the autopilot pitch servomotor mounting slip torque does not correspond to the values specified in the service bulletin, prior to further flight, remove the autopilot pitch servomotor mounting and install a serviceable autopilot pitch servomotor mounting having the correct slip torque in accordance with the service bulletin. (ii) Within 12 months after the effective date of this AD, modify the mounting bracket and reposition the foul pins on the servomotor mounting in accordance with the service bulletin. (c) If the part number is not 209RAA6-135CAF (for Model BAe 146-100A and -200A series airplanes) or 209RAA6-175ABC (for Model BAe 146-300A series airplanes), prior to further flight, remove the autopilot pitch servomotor and servomotor mounting, modify the mounting bracket, and install an autopilot pitch servomotor and servomotor mounting having part number 209RAA6-135CAF (for Model BAe 146-100A and -200A series airplanes) or 209RAA6-175ABC (for Model BAe 146-300A series airplanes), in accordance with British Aerospace BAe 146 Inspection Service Bulletin S.B. 27-135, dated April 23, 1992. (d) 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. (e) 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. (f) The inspections and corrective actions shall be done in accordance with British Aerospace BAe 146 Inspection Service Bulletin S.B. 27-135, dated April 23, 1992, which includes Appendices A1 and A2. This incorporation by reference was approved by the Directorof the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, Inc., Avro Division, 22070 Broderick Drive, Sterling, Virginia 20166. 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 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on October 4, 1993.
2012-25-01: We are adopting a new airworthiness directive (AD) for Eurocopter France Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters with certain Aerazur emergency flotation gear attachment brackets (brackets) installed. This AD requires an initial and recurring inspection of the brackets for a crack, and if there is a crack, replacing the cracked bracket with an airworthy bracket. This AD was prompted by reports of cracks on the brackets. The actions of this AD are intended to prevent failure of the emergency flotation system and loss of float stability in the event of a water landing.
2013-08-21: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries Model DA 40 NG airplanes. 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 chafing between the charge air tubing and the engine firewall that may cause a hole in the charge air tubing, which could result in loss of charged air pressure with consequent loss of engine power and loss of control. We are issuing this AD to require actions to address the unsafe condition on these products.
81-13-11: 81-13-11 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 4142. Applies to Model A109A series helicopters, certificated in all categories, that have main rotor blades, P/N 1090-0103-01-07, installed. Compliance required as indicated, unless already accomplished. To detect and prevent corrosion which could result in an in-flight rotor blade failure, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD: (1) Inspect the main rotor blade leading edge abrasion strip inner end and scarf joint for filler erosion, filler release, and corrosion, in accordance with Part I of the "Accomplishment" paragraph of Agusta Bollettino Tecnico No. 109-7, dated February 6, 1978, or an FAA-approved equivalent. (2) If no filler erosion or release is found during the inspection specified in paragraph (a)(1) of this AD, apply a polyurethane tape to the blade and comply with paragraph (b) of this AD. (3) If fillererosion or release is found during the inspection specified in paragraph (a)(1) of this AD, clean the area and inspect for corrosion and bond separation. (4) If corrosion or bond separation is not found during the inspection in paragraph (a)(3) of this AD, fill with urethane adhesive, apply a polyurethane tape to the blade, and comply with paragraph (b) of this AD. (5) If corrosion is not found during the inspection required by paragraph (a)(3) of this AD but marginal bonding separation not deeper than 5 mm. (0.2 in.) is found, clean and flush the area, fill with urethane adhesive, apply a polyurethane tape to the blade, and comply with paragraph (b) of this AD. (6) If corrosion or bond separation deeper than 5 mm. (0.2 in.) is found during the inspection required by paragraph (a)(3) of this AD, replace the blade with a serviceable blade of the same part number, or an FAA-approved equivalent, return the helicopter to service and comply with paragraph (b) of this AD.(b) After the last flight of each day in which the helicopter is operated after compliance with paragraph (a) of this AD, check the main rotor blade polyurethane tapes for condition and adhesion in accordance with Part II of the "Accomplishment" paragraph of Agusta Bollettino Tecnico No. 109-7, dated February 6, 1978, or an FAA-approved equivalent. The check required by this paragraph may be accomplished by the pilot. (c) If during the check required by paragraph (b) of this AD, a tape defect or abnormal condition including bond separation is found, comply with paragraph (a) of this AD before flight, except that the helicopter may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed. (d) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. 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 Costruzioni Aeronautiche Giovanni Agusta, Cascina Costa (Gallarate), Italy. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective July 20, 1981.
78-16-02 R1: 78-16-02 R1 DOWTY ROTOL LTD: Amendment 39-3272 as amended by Amendment 39-4946. Applies to Dowty Rotol Type R.209/4-40-4.5/2 propellers installed on Nihon Model YS-11 and YS-11A airplanes. Compliance is required as indicated unless already accomplished. To reduce the possibility of propeller hub failure due to cracks in the hub arm threads and subsequent loss of propeller blade retention, accomplish the following: (a) On propellers which have accumulated 10,000 flight cycles or more, within the next 1,000 flight cycles after the effective date of this AD or at a time not to exceed 3,000 flight cycles since the previous inspection for cracks, whichever occurs first, inspect the propeller hub (arm) blade bearing retaining threads for cracks in accordance with Dowty Rotol Service Bulletin 61-890 dated July 11, 1977, or an FAA-approved equivalent (hereinafter referred to as Service Bulletin). In addition - (1) If, during any inspection conducted after the effective date of this AD propeller hub cracking is found, before further operation, replace the propeller hub with a serviceable hub of the same part number; and (2) Handle defective hubs in accordance with paragraph 1.C(4) of the Service Bulletin. (3) Compliance with this AD is not required for propellers having the new strengthened hub Part No. 601023446 installed in place of hub Part No. 601023335. (b) For purposes of this AD a flight cycle is defined as a flight operation involving one takeoff and landing. For purposes of complying with this AD, when the number of flight cycles cannot be determined from propeller/airplane records, subject to acceptance by the assigned FAA maintenance inspector, the number of flight cycles may be determined by equating one flight cycle to 1/2 hour time in service. (c) If during the inspection required by paragraph (a) of this AD, or at any subsequent inspection, propeller hub cracking is detected, inspect all the operator's propellers covered by this AD, which have accumulated more than 10,000 flight cycles, in accordance with paragraph (a) within 1,000 flight cycles of the detection of the cracks, and, thereafter, at intervals not to exceed 3,000 flight cycles. (d) Airplanes may be flown in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the inspections and parts replacement required by this AD can be accomplished. (e) Upon request, the Manager, Engine and Propeller Standards Staff, ANE-110, FAA, New England Region, may adjust the inspection interval. Amendment 39-3272 became effective August 28, 1978. This Amendment 39-4946 becomes effective on November 15, 1984.
98-23-01: 98-23-01 PARKER HANNIFIN CORPORATION: Priority Letter issued October 29, 1998. Docket No. 98-CE-108-AD. Applicability: The following Airborne dry air pumps, conversion kits, and coupling kits, with flexible coupling, part number (P/N) B1-19-1, that: 1. Have a date code resembling a clockface on the coupling and indicating a manufacture date of either "12/97" or "5-6/98"; and 2. Are installed in, but not limited to, the following aircraft or engine models, certificated in any category, that are listed in the Appendix to this AD: Item Part Number Serial Numbers Dry Air Pump 211CC 2AP1 through 10AP319 Dry Air Pump 211CC-9 1AP1 through 2AP5 Dry Air Pump E211CC 11AN543 through 11AN642 and 2AP1 through 7AP442 Dry Air Pump 212CW 2AP1 through 7AP286 Dry Air Pump E212CW 1AP1 through 7AP492 Dry Air Pump 215CC 12AN719 through 12AN940 and 1AP1 through 9AP3510 Dry Air Pump 215CC-9 2AP1 through 7AP95 Dry Air Pump 216CW 12AN521 through 12AN660 and 1AP1 through 10AP2695 Conversion Kit 300-1 4AP120 through 4AP122 and 8AP256 through 8AP258 Conversion Kit 300-2 2AP30 through 2AP43, 4AP134, 4AP136, and 4AP137 Conversion Kit 300-3 1AP1 through 1AP3 Coupling Kit 350 1AP through 9AP and N/A (see Note 1 below) NOTE 1: Some of the part number 350 coupling kits incorporated serial numbers 1AP through 9AP, while others were marked with "N/A" in the serial number block. NOTE 2: The affected flexible coupling was shipped from Parker Hannifin between January 1, 1998, and October 13, 1998. Dry air pumps, conversion kits, or coupling kits that were installed or modified prior to January 1, 1998, would not incorporate the affected coupling. This AD allows the aircraft owner or pilot to check the maintenance records to determine whether the dry air pump, conversion kit, or coupling kit was installed or modified since January1, 1998. See paragraph (d) of this AD for authorization. NOTE 3: This AD applies to any aircraft or engine equipped with Airborne dry air pumps, conversion kits, and coupling kits, that have flexible coupling, part number (P/N) B1-19-1. Aircraft or engines with the P/N B1-19-1 flexible coupling are affected regardless of whether they have been modified, altered, or repaired in the area subject to the requirements of this AD. For aircraft or engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (f) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated in the body of this AD, unless already accomplished. To prevent failure of the primary dry air pump caused by defective flexible coupling, which could result in loss of primary attitude and direction references during instrument flight rules (IFR) operations, accomplish the following: (a) Within 2 calendar days after receipt of this priority letter AD or prior to further flight after receipt of this priority letter AD, whichever occurs later, replace any affected flexible coupling with P/N B1-7-3 flexible coupling (part of Parker Hannifin flexible coupling kit, Airborne P/N 350) in accordance with Parker Hannifin Airborne Service Letter No. 48, dated October 20, 1998. (b) If parts have been ordered from Parker Hannifin, but are not available, accomplish the following: (1) Operate the aircraft in visual flight rules (VFR) conditions only; (2) Operate the aircraft during daytime hours only; and (3) When parts become available, replace the coupling priorto further flight. (c) As of the receipt of this priority letter AD, no person shall install, on any aircraft or engine, any of the affected Airborne dry air pumps, conversion kits, and coupling kits, with flexible coupling, part number (P/N) B1-19-1, that have a date code resembling a clockface on the coupling and indicating a manufacture date of either "12/97" or "5-6/98". (d) The owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7) may check the maintenance records to determine whether the existing dry air pump, conversion kit, or coupling kit was installed or modified since January 1, 1998. If the dry air pump, conversion kit, or coupling kit was not installed or modified since January 1, 1998, the AD does not apply and the owner/operator must make an entry into the aircraft records showing compliance with this AD in accordance with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9). (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished, provided that: (1) The aircraft is operated in VFR conditions only; and (2) The aircraft is operated during daytime hours only. (f) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Chicago Aircraft Certification Office (ACO), 2300 E. Devon Avenue, Des Plaines, Illinois 60018. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Chicago ACO. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Chicago ACO. (g) Copies of the applicable service information may be obtained from the Parker Hannifin Corporation, Airborne Division, 711 Taylor Street, Elyria, Ohio 44035; telephone: (440) 937-1315; facsimile: (44) 937-5409. This information may also be examined at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. (h) Priority Letter AD 98-23-01, issued October 29, 1998, becomes effective immediately upon receipt. APPENDIX TO AD 98-23-01; DOCKET NO. 98-CE-108-AD Part Name Part Number Airplane/Engine Make/Model Dry Air Pump 211CC AIRPLANES 215CC Aerospatiale / TB9, TB10, TB20 E211CC Beech / 19, 19A, B19, 23, B23, C23, 24, A24, A24R, B24R, C24R, 76, 77, E95 Cessna / F152, FA152, 172, FR172K, R172K, 177, 177RG, FR182, R182, TR182, T182, T303, 336, 337, F337, T337G, P337, FT337, 411, 411A, 421A, 421B, 421C Grumman / AAA1B, AA1C, AA5A, AA5B, GA7 Lake / LA-4-200, 250 Maule / M4-210 Mooney / M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K Navion / G, H Piper / PA-18, PA18-150, PA-22-108, PA-23-235, PA-23-250, PA-24-180, PA-24-250, PA-24-260, PA-24-400, PA-28-140, PA-28-150, PA-28-151, PA-28-160, PA-28-161, PA-28-180, PA-28R-180, PA-28-181, PA-28R-200, PA-28-201T, PA-28R-201, PA-28R-201T, PA-28RT-201, PA-28RT-201T, PA28-235, PA-28-236, PA-30, PA-31-300, PA-31-310, PA-31-325, PA-31-350, PA-31P-350, PA-32-260, PA-32-300, PA-32R-300, PA-32RT-300, PA-32RT-300T, PA-32-301, PA-32-301T, PA-32R-301, PA-32R-301T, PA-34-200, PA-34-200T, PA-38-112, PA-39, PA-44-180, PA-44-180T Rockwell / 100, 112, 112A, 112B, 112TC, 112TCA, 114, 114A, 180 Lovaux Ltd. / Optica OA7, Series 300 (FLS Aerospace) ENGINES Textron Lycoming / O-235, O-290, O-320, O-360, O-435, O-540, IO-320, IO-360, IO-540, IO-720, TIO-360, TIO-540, GO-480, GSO-480 Continental / O-300, GO-300, IO-360, TSIO-360, TSIO-520, GTSIO-520 United Aircraft / PT6A, PT6B Dry Air Pump 211CC-9 AIRPLANES 215CC-9 Cessna / 150, A150K, A150L, A150M, F150K, F150L, F150M, FA150K, FA150L, FA150M, 152, A152, 172, 177, 337 ENGINES Textron Lycoming / O-320 Continental / C90-16, O-200 Dry Air Pump 212CW AIRPLANES E212CW Beech / A23, A23A, E33, E33A, F33A, F33C, V35A, V35A-TC, 216CW 36, A36, A36TC, B36TC, B55, 58, 76, Britten Norman / BN-2A Cessna / 152, A152, 172, 180, 182H thru M, 182N and P, F182, R182, TR182, T182, 185, U206, TU206, 207, T207, 210, T210, P210, T303, 310P, 310R, 335, 340, 340A, 401, 401A, 401B, 402, 402A, 402B, 414, 414A Helio / H295 Maule / M4-220 Mooney / M20K, M22 Navion / G, H Piper / PA-31-325, PA-31-350, PA-31P-350, PA-34-200, PA-34-200T, PA-39, PA-44-180, PA-44-180T, PA-46-310P, PA-46-350 ENGINES Textron Lycoming / LIO-360, GO-435, TIO-541 Continental / E-185, E-225, IO-346, O-470, IO-470, TSIO-470, IO- 520 Franklin / 6A-335, 6A-350 Conversion Kit 300-1 Cessna / 172A, 172B thru 172H Piper / PA-22-108, PA-22-135, PA-22S-135, PA-22-150, PA-22S-150, PA-22-160, PA-22S-160 Conversion Kit 300-2 Beech / 35 thru S35, 35-33 thru35-A33, 35-B33 Cessna / 175 thru 175A, 175B, 175C, P172D, 180 thru 180H, 182 thru 182H, 185 thru 185D, 210, 210A thru 210J, 210-5, 210-5A Conversion Kit 300-3 Cessna / 150, 150A thru 150H Coupling Kit 350 Coupling kit may have been put on any of the above list airplanes or engines.
2013-08-20: We are superseding an existing airworthiness directive (AD) for certain General Electric Company (GE) CF6-80C2 series turbofan engines. That AD currently requires replacement of the fuel tube connecting the flowmeter to the integrated drive generator (IDG) fuel- oil cooler and the fuel tube(s) connecting the main engine control (MEC) or hydromechanical (HMU) to the flowmeter, with improved fuel tubes. This new AD requires the same actions, requires installation of a new simplified one-piece supporting bracket, adds an engine model, alters the list of affected part numbers (P/Ns), changes the replacement schedule, and revises our estimated cost of compliance. This AD was prompted by several additional reports of fuel leaks and two reports of engine fire due to improper assembly of supporting brackets on the fuel tube connecting the flowmeter to the IDG fuel-oil cooler. We are issuing this AD to prevent high-pressure fuel leaks caused by improper seating of fuel tube flanges, which could result in an engine fire and damage to the airplane.
2003-10-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Beech 400A and 400T series airplanes, that requires replacement of the low-pressure oxygen tubing located in the forward fuselage (nose avionics bay), lower forward flight deck, and lower forward cabin areas, as applicable, with new low-pressure oxygen tubing. This action is necessary to prevent leakage of oxygen from scored low-pressure oxygen tubing, which could result in lack of available oxygen for the flightcrew, or possible explosion or fire. This action is intended to address the identified unsafe condition.
47-10-38: 47-10-38 LOCKHEED: (Was Service Note 9 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2059. At periods not to exceed 500 hours, inspect the shank end of each main landing gear drag link crosshead assembly for signs of cracks in the fillet region. If cracks are found, install new type crosshead assembly, LAC P/N 288982, and, if necessary, replace the 283418 drag links with 288983 drag links. The periodic inspection procedure may be discontinued when the new type crosshead assembly is installed. (LAC Service Instruction 49/SI-27 covers this same subject.)
2013-08-02: We are superseding an existing airworthiness directive (AD) that applies to all The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. That AD currently requires repetitive inspections for cracking of the elevator actuator fittings. This new AD requires, for previously modified airplanes, repetitive inspections for movement of the fittings or fastener heads, and eventual replacement of certain bolts (including related investigative and corrective actions if necessary). For all airplanes, this replacement, with corrected torque values, would terminate the requirements of the existing AD. This new AD also removes certain airplanes from the applicability. This AD was prompted by the manufacturer's development of a modification that was approved as an optional terminating action to the existing AD's required repetitive inspections. We have been advised that the modification procedures include certain incorrect torque values. We are issuing this AD to detect and correct a cracked actuator fitting or incorrectly installed bolts to the actuator fitting, which could lead to the elevator becoming detached and unrestrained, and a consequent unacceptable flutter condition and loss of control of the airplane.