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84-25-01: 84-25-01 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4961. Applies to all Sikorsky Model S-61 series helicopters, certified in all categories, equipped with Part Number (P/N) S6135-20608-1 main transmission power input spur gears. Compliance is required as indicated (unless already accomplished). To intercept pending failure of either spur gear, P/N S6135-20608-1, in the main gearbox, accomplish the following: (a) On all helicopters equipped with a functioning cockpit main gearbox chip detecting system, visually inspect the main gearbox oil scavenge screen for steel particles within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service from the last inspection. (b) On all helicopters not equipped with a cockpit main gearbox chip detecting system, visually inspect both the main gearbox chip detector and the oil scavenge screen for steel particles within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service from the last inspection. (c) Any magnetic steel particles found by inspecting either the chip detector or the scavenge screen will require replacement of the main gearbox before further flight unless the particles are (1) fine hairline particles, or (2) confirmed as originating from components other than the spur gear. (d) If the inspections of paragraph (c) are inconclusive, the gearbox must be replaced or, at the option of the operator, the following maintenance tests may be conducted to evaluate the condition of the spur gear. (1) Drain and refill the gearbox with an approved lubricant. (2) Operate the helicopter at a safe height (below 5 feet), at a gross weight not less than 16,000 pounds, with a nominal neutral center of gravity, at 100 percent main rotor speed for one-half hour with one engine at 100 percent torque and the remaining engine at a torquelevel required to sustain safe hover. Repeat the procedure for one-half hour with the other engine at 100 percent torque and the remaining engine at a torque level required to sustain safe hover. (3) Inspect the gearbox scavenge screen and the magnetic chip detector and apply the inspection criteria of paragraph (c) and, if appropriate, reconduct the maintenance tests of paragraph (d) one time. Apply the inspection criteria of paragraph (c). NOTE: This procedure is not intended to authorize continued operation of the helicopter if any questionable safety condition is exposed by debris found when conducting these checks. (e) Replace spur gear P/N S6135-20608-1 with spur gear P/N S6135-20608-3 and comply with Sikorsky Overhaul and Repair Instruction 6135-342, Revision A, or later revision, or FAA-approved equivalent before further flight after December 30, 1986. The inspections of paragraphs (a), (b), and (c) may be discontinued for helicopters modified as required bythis paragraph. (f) Upon request, with substantiating data submitted through an FAA maintenance inspector, equivalent methods of compliance, adjustment in the inspection intervals, and adjustment in the replacement date may be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region. This amendment supersedes AD 83-17-04, Amendment 39-4706. This amendment becomes effective on January 19, 1985.
97-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes. This amendment requires replacement of the ignition exciter in the auxiliary power unit (APU) with a part that is designed to operate better in cold weather. This amendment is prompted by two occurrences of the APU failing to start after flight in cold soak conditions. The actions specified by this AD are intended to prevent such APU failure, which could result in the inability of the APU to restart the engines in the event both engines quit operating during flight.
92-16-05: 92-16-05 SAAB-SCANIA: Amendment 39-8314. Docket No. 92-NM-54-AD. Applicability: Model SAAB 340B series airplanes; serial numbers 240 through 299, inclusive; airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the accumulation of ice and subsequent reduced controllability of the airplane and stall margins, accomplish the following: (a) Within 60 days after the effective date of this AD, modify the stabilizer de-icer boot system in accordance with SAAB-SCANIA Service Bulletin 340-30-039, dated December 16, 1991. (b) 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) 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. (d) The modification shall be done in accordance with SAAB-SCANIA Service Bulletin 340-30-039, dated December 16, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from SAAB-SCANIA AB, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on September 8, 1992.
62-27-03: 62-27-03 CURTISS-WRIGHT: Amdt. 525 Part 507 Federal Register December 28, 1962. Applies to all C-46 Series aircraft which have rudder assemblies P/N 20-140-5110 installed. Compliance required as indicated. A recent inflight failure of the rudder spring tab rod terminal resulted in the free flutter of the rudder spring tab which forced the rudder to oscillate. To preclude the failure of this rod terminal and the resulting loss of control of the aircraft, the following shall be accomplished: (a) (1) Aircraft with less than 10,000 hours' time in service shall be inspected in accordance with (b) prior to the accumulation of 10,200 hours' time in service and thereafter every 400 hours' time in service. (2) Aircraft with 10,000 or more hours' time in service shall be inspected in accordance with (b) within 200 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter every 400hours' time in service from the last inspection. (b) (1) Remove the clevis, P/N 20-530-5133-2, and AN 316-5R nut from the rudder spring tab rod assembly, P/N 20-530-5134-1. (2) Inspect for cracks in the shoulder and threaded shank of the rod terminal, P/N 20-530-5132-2, using a dye penetrant, magnetic particle, or an FAA approved equivalent inspection method in conjunction with at least a 5-power magnifying glass. (3) Replace cracked rod terminals, P/N 20-530-5132-2, prior to further flight. (c) Rod terminals, P/N 20-530-5132-2, or rod assembly, P/N 20-530-5134-1, having zero or a known time in service not exceeding 5,000 hours, may be installed in compliance with (b)(3). Such parts shall be inspected and replaced in accordance with the following: (1) Parts having less than 4,800 hours' time in service shall be inspected in accordance with paragraphs (b)(1) and (2) prior to the accumulation of 5,000 hours and thereafter every 400 hours' time in service.(2) Parts having 4,800 or more hours' time in service shall be inspected in accordance with paragraphs (b)(1) and (2) within the next 200 hours' time in service and thereafter every 400 hours' time in service. (3) Cracked parts shall be replaced prior to further flight. (d) The inspection required by paragraph (b) is no longer required when rod assembly, P/N 20530-5134-1, is replaced with a new Component Air, Inc., rod assembly, P/N CAI-46003-1, or with an FAA approved rod terminal and clevis, or a rod assembly incorporating a clevis with 3/8-24 UNF or 7/16-20 UNF threads. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective January 29, 1963.
2012-03-09: We are adopting a new airworthiness directive (AD) for all Model 747SP series airplanes. This AD was prompted by a report of a rudder hard-over event on a Model 747-400 series airplane, caused by a rudder power control module (PCM) manifold cracking and separating in the area of the yaw damper cavity end-cap. This condition could result in a hard-over of the rudder surface leading to an increase in pilot workload and a possible high-speed runway excursion upon landing, in the event of failure of the lower or upper rudder PCM manifold. This AD requires replacing or modifying the upper and lower rudder PCMs. We are issuing this AD to correct the unsafe condition on these products.
97-19-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires a one-time inspection of the hydraulic tubes and electrical harness wires of the wing rear access door for chafing, leakage, or wear damage; repair of any discrepancy found; and modification of the wing rear access door. This amendment is prompted by reports of interference between the wing rear access door and the hydraulic tubes and electrical harnesses, and chafing damage to the hydraulic tubes. The actions specified by this AD are intended to prevent such interference or chafing damage, which could lead to failure of the number 2 hydraulic system or loss of certain electrical and landing systems, and resultant reduced controllability of the airplane.
97-19-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that currently requires an inspection to determine whether the bearings of the tracklock bracket assemblies of the pilot and co-pilot seats are secure, modification of loose bearings, and marking of the seat identification labels. This AD requires a visual inspection to determine whether the modification and marking of the crew seats were accomplished; and, if not, accomplishment of these actions, which constitutes terminating action for the requirements of this AD. This amendment is prompted by a report indicating that a first officer's crew seat on an in-service airplane failed to lock horizontally. The actions specified in this AD are intended to prevent the captain and first officer crew seats from sliding freely on the track, which could result in uncommanded movement of the seats and reduced controllability of the airplane.
85-09-03: 85-09-03 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5056. Applies to Lockheed Model L-1011 series airplanes equipped with RB211-22B engines, certificated in all categories. Compliance required as indicated, unless previously accomplished. To minimize the potential fire hazard in the event of fire damage to the engine fuel supply line from uncontained gearbox fires, accomplish the following: A. Revise the FAA approved Airplane Flight Manual (AFM), LR-25925, within 15 calendar days after receipt of this airworthiness directive by incorporation of the emergency engine inflight shutdown procedure whenever there is a rapid decrease of engine oil quantity indication, as follows: SECTION 2 - EMERGENCIES Rapidly Decreasing Engine Oil Quantity Indication. If engine oil quantity indication decreases at an abnormally high rate requiring engine shutdown, assume a failure exists in the accessory gearbox and shutdown the engine as follows: Throttle close Fuel and ignition switch close Fuel tank valve close NOTE: If APU is required, and the No. 2 engine has been shutdown, pull circuit breakers 1L16 and 1L17 to protect hydraulic pump, then pull No. 2 engine fire handle, then open No. 2 tank valve. (If hydraulic quantity decreases, reset CB 1L16 and 1L17 to isolate hydraulic pump and stop fluid loss.) B. A copy of this AD inserted in the AFM may be considered as an acceptable means of compliance. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective May 20, 1985.
2012-02-10: We are superseding an existing airworthiness directive (AD) for all CPAC, Inc. (type certificate formerly held by Commander Aircraft Corporation, Gulfstream Aerospace Corporation, and Rockwell International) Models 112, 112B, 112TC, 112TCA, 114, 114A, 114B, and 114TC airplanes. That AD currently requires a one-time inspection of the elevator spar for cracks and, if any crack is found, either replace with a serviceable elevator spar that is found free of cracks or repair/modify the elevator spar with an FAA-approved method. That AD also requires reporting to the FAA the results of the inspection. Since we issued that AD, using the data collected through the reporting requirement, we have determined there is a need for continued inspections. This new AD requires repetitive inspections of the elevator spar for cracks and, if any crack is found, either replacing with a serviceable elevator spar that is free of any cracks and/or corrosion or repairing/modifying the elevator spar with an FAA-approved procedure. We are issuing this AD to correct the unsafe condition on these products.
97-18-03: This amendment adopts a new airworthiness directive (AD) that applies to Puritan-Bennett Aero Systems Co. (Puritan-Bennett) cone and seal assemblies, part numbers 210543 and 210543-01, that were manufactured or repaired from August 1996 through July 1997. This AD applies to cone and seal assemblies regardless of whether or not they are attached to certain Puritan-Bennett sweep-on crew masks. The AD requires replacing any cone and seal assembly manufactured or repaired during the above time frame. This AD results from quality control tests that show that these cone and seal assemblies could have faulty ultrasonic welds. The actions specified by this AD are intended to prevent failure of the ultrasonic weld on the cone and seal assembly of the oxygen mask with consequent reduced oxygen flow through the mask, which could result in the crew not being able to obtain oxygen in an emergency situation.