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79-17-01: 79-17-01 ROCKWELL INTERNATIONAL: Amendment 39-3525. Applies to Rockwell NA-265-60 airplanes which have been modified by Raisbeck Group Supplemental Type Certificate SA687NW. To prevent flutter caused by the accumulation of undrained water in the elevators, accomplish the following, unless already accomplished, within 30 days or 30 flight hours, whichever occurs first:
A. Modify the elevators to provide water drainage provisions in accordance with Raisbeck Service Bulletin No. 8, dated July 13, 1979, or later FAA approved revisions.
B. Using the procedure specified in Raisbeck Service Bulletin No. 8, dated July 13, 1979, or later FAA approved revisions, determine the static balance of the elevators and if required, rebalance them in accordance with instructions in that service bulletin.
C. Equivalent modifications may be approved by the Chief, Engineering and Manufacturing Branch, Northwest 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 The Raisbeck Group, 7777 Perimeter Road South, Boeing Field International, Seattle, Washington 98108. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108.
This amendment becomes effective August 15, 1979.
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2017-19-17: We are superseding Airworthiness Directive (AD) 2016-17-02, which applied to certain Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. AD 2016-17-02 required revising the airplane flight manual (AFM) to include procedures to follow when an airplane is operating in icing conditions. AD 2016-17-02 also provided optional actions after which the AFM revision may be removed from the AFM. Since we issued AD 2016-17-02, we have determined additional actions are necessary to address the identified unsafe condition. This new AD retains the requirement of AD 2016-17-02, and also requires a detailed inspection of the wing anti-ice system ducting (anti-ice pipes) for the presence of a diaphragm, and replacement of ducting or re- identification of the ducting part marking. We are issuing this AD to address the unsafe condition on these products.
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58-01-06: 58-01-06 PIPER: Applies to Model PA-23 Aircraft, Serial Numbers 23-1 to 23-1219 Inclusive.
Compliance required as indicated.
Due to the installation of the front stabilizer-to-fuselage attachment fitting P/N 17093-00, on additional aircraft to those covered by AD 57-13-09 and since special inspections are not required when the redesigned fitting P/N 17093-03 is installed, this supersedes the portions of AD 57-13-09 concerning this fitting and revision issued on Card No. 57-22.
Inspect visually for cracks, the front stabilizer fitting, P/N 17093-00 every 100 hours until replaced with the redesigned fitting P/N 17093-03. Fittings found cracked must be replaced.
(Piper Service Bulletin No. 160 dated October 7, 1957, covers the same subject.)
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58-01-07: 58-01-07 PIPER: Applies to All J-3 Series and J-5 Series Aircraft.
Compliance required by February 1, 1958.
To preclude the possibility of failures of the fork end of the turnbuckles in the control system, the following inspection and rework is necessary. Failures of the fork end of the turnbuckles have occurred in the area covered by the safety wire. This results from binding caused by the attaching bolt being drawn up too tightly on the fork end of the turnbuckle.
Inspect the turnbuckle to horn attachment at the elevators, rudder and ailerons to determine that an AN 23-12 clevis bolt is installed with one AN 960-10 washer under the nut. This assembly should swivel freely.
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61-03-03: 61-03-03 HARTZELL: Amdt. 247 Part 507 Federal Register February 2, 1961. Applies to All HC-93Z30-2D and HC-B3Z30-2D Propellers Installed on Pratt and Whitney R-985 Engines. (These May Be Found in Such Aircraft As Beech 18 Series, Grumman G-21A, and Lockheed 12A.)
Compliance required as indicated.
Due to failure or cracking of several B-1803 cylinders in the threaded area, resulting in the loss of engine oil and control of the propeller, the following shall be accomplished, unless the replacement required in paragraph (b) has already been made:
(a) Check for oil leaks in the propeller hub within the next 25 hours' time in service and every 25 hours' time in service thereafter until the replacement required in paragraph (b) is accomplished. It is not necessary to remove the spinner for this inspection. If an oil leak is discovered replace the cylinder as provided in paragraph (b) before further flight.
(b) Unless already accomplished, replace cylinder B-1803 andcollar 834-7 with cylinder B-1803-1 and collar 834-7A at the next propeller overhaul or within the next 400 hours of time in service, whichever occurs first. The hub model dash number is to be restamped -2E in place of the present -2D.
(Hartzell Bulletin No. 73 dated April 18, 1960, and Bulletin No. 73 amendment dated September 8, 1960, cover this subject.)
This directive effective February 13, 1961.
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2017-19-20: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CT7-8A and CT7-9B model turboshaft engines. This AD was prompted by reports from the manufacturer that the high-pressure compressor (HPC) impeller installed on these engines may have suffered from material degradation during the manufacturing process. This AD requires removal of the affected HPC impellers. We are issuing this AD to address the unsafe condition on these products.
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57-10-02: 57-10-02 PIPER: Applies to Model PA-23 Aircraft Serial Numbers 23-1 to 23-1391 Inclusive.
Compliance required as soon as possible but not later than June 15, 1957.
It has been reported that the flare on the oil pressure gage line has cracked or broken where it attaches to the connector fitting on the aft side of the firewall resulting in loss of oil pressure.
Inspect both right and left oil pressure line flares to determine whether or not they are normal and also to determine that the lines in the area of the flares are not cracked or broken.
Lines that are cracked or broken or have defective flares should be cut off and reflared. Care should be taken that there is no line strain against the fitting or the retainer block and that the line into the fitting is straight. If the line is too short for this repair, it should be cut off and spliced using a connector and flexible hose, Piper P/N 17766-07 or equivalent.
(Piper Service Bulletin No. 152A covers this subject.)
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2017-19-14: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by a determination that new or more restrictive maintenance requirements and/or airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
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56-26-03:
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79-10-09: 79-10-09 HUGHES HELICOPTERS: Amendment 39-3466. Applies to Hughes Model 369D Helicopters certificated in all categories, except Serial Numbers 0409 and subsequent.
Compliance required as indicated.
To prevent failure of the tail rotor pitch control assembly, which could result in loss of tail rotor control, accomplish the following:
(a) Before further flight after the effective date of this AD, check the 369D21803-3 locknut and tang washer P/N MS172209 or HS1551S238 of the tail rotor pitch control assembly P/N 369D21800 as follows:
Pull back the non-rotating boot P/N 369D21806 from the tail rotor pitch control assembly P/N 369D21800 and check the locknut and tang washer by hand for looseness.
(1) If the locknut or tang washer is loose, remove and replace the tail rotor pitch control assembly with a serviceable assembly with a white dot on the locknut, before further flight.
(2) If either the locknut or tang washer is not loose, repeat the check forlooseness of the locknut or tang washer before each engine start-up. See (c) below for termination action.
The checks required by this AD may be performed by the pilot.
NOTE 1: For the requirements regarding the listing of compliance and method of compliance with this AD in the helicopter's permanent maintenance record, see FAR 91.173.
(b) For the operators that have previously complied with Hughes Service Information Notice DN-37, dated December 1, 1978, the following applies:
(1) If the tail rotor pitch control assembly was repaired due to looseness of the locknut or tang washer, repeat the checks in (a) above and remove and replace the tail rotor pitch control assembly within 150 hours time in service after the receipt of the airmail letter dated April 9, 1979.
(2) For the tail rotor pitch control assemblies for which records of repair are not known, see (b)(1) above.
(3) For the tail rotor pitch control assemblies which were repaired per DN- 37 with no looseness of the locknut or tang washer, the requirements of this AD do not apply.
NOTE 2: The pitch control assemblies which have loose locknut or tang washers must be overhauled per the Hughes Model 369D Helicopter Basic Handbook of Maintenance Instructions and DN-37, dated December 1, 1978, before return to service.
(c) For those assemblies which do not have loose tang washers or locknuts, per paragraph (a)(2) above, within 100 hours of time in service from the receipt of the airmail letter dated April 9, 1979, accomplish DN-37.
(d) Equivalent checks and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.
This amendment becomes effective May 17, 1979, as to all persons except those persons to whom it was made immediately effective by the airmail letter dated April 9, 1979, which contained this amendment.
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