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2018-25-01: We are superseding airworthiness directive (AD) 2018-13-07 for all Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H turbofan engine models. AD 2018-13-07 required initial inspections of the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD requires initial inspections and adds repetitive inspections of the IPC stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by the manufacturer determining the need for repetitive inspections of the IPC stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts. We are issuing this AD to address the unsafe condition on these products.
88-14-01: 88-14-01 TEXTRON LYCOMING (FORMERLY AVCO LYCOMING TEXTRON): Amendment 39- 5952. Applies to Textron Lycoming LTS101 series turboshaft engines. Compliance is required as indicated, unless already accomplished. To prevent an uncontained failure of the power turbine (PT) disk, which could result from failure of the Number 3 or Number 4 bearings, accomplish the following: (a) Visually inspect all chip detectors, rate the amount and type of debris, and determine the category and type of chip light event, prior to further flight, in accordance with TEXTRON Lycoming Service Bulletin (SB) LT 101-77-30-0104, Revision 1, dated March 18, 1988, and accomplish the requirements of the Accomplishment Instructions, paragraph II.E., and II.F. of the SB, whenever the debris monitor cockpit indicator light that is wired to the rear bearing support housing (RBSH) and/or the airframe mounted full flow scavenge debris monitor is illuminated. (b) Check, each day of operation, the continuity of the RBSH scavenge debris monitor, if so configured, and the full flow scavenge debris monitor cockpit indication light system(s) by removing the monitor(s), shorting the magnetic contacts, and ensuring that the cockpit indication light(s) illuminates. If the light does not illuminate, correct the condition prior to further flight. NOTES: (1) Refer to the appropriate aircraft maintenance manual for corrective action. (2) FAA approved RBSH and full flow scavenge debris monitor indication light systems which permit the continuity to be checked from the aircraft cockpit, coupled with other appropriate checks, may be approved as an equivalent means of compliance to this paragraph by the Manager, Engine Certification Office, Federal Aviation Administration, New England Region. (c) Check the engine oil pump output pressure as follows within 50 hours in service after receipt of priority letter AD 87-10-10, issued May 15, 1987, or priority letter AD 86-22-08, issued October 30, 1986,otherwise within 50 hours in service after December 23, 1987, and immediately following an oil pump change and whenever oil pressure adjustment is required. If an engine oil pump output pressure check has been accomplished in accordance with the requirements of priority letter AD 87-10-10 R1, issued June 16, 1987, or priority letter AD 86-22-08, and documentation does not exist verifying that the pump output pressure was set at a value within the revised range given in the table of paragraph (c)(3) below, accomplish this check, as set forth below, within 50 hours in service after December 23, 1987. (c) (1) Install a tee fitting in the line connecting the oil pressure transmitter to the engine oil pump, and install a direct reading wet pressure gauge (any gauge ranging from 0 - 125 up to 200 psig, calibrated to plus/minus 2.0 percent at 100 psig) and an orifice of 0.025 inches in the line between the tee fitting and the wet pressure gauge. CAUTION: Ensure that the orifice is installed in the line between the tee fitting and the wet pressure gauge and not in the oil pressure supply line to the engine. (c) (2) Start the engine and warm the oil to 150 degrees Fahrenheit minimum. Increase the gas producer speed (Ng) to 95 percent. Stabilize at this Ng for at least one minute. (c) (3) Adjust the engine oil pressure, in accordance with the table given below, by removing the lockwire from the slotted oil pressure adjustment slug on the right side of the oil pump and filter housing assembly, and turning the slug clockwise to increase pressure or counterclockwise to decrease pressure (one turn equals approximately 15 (psig). If, prior to the above adjustment, the engine oil pump pressure indicated 70 psig or less for the LTS101-750 series engines, or 58 psig or less for the LTS101-600 and -650 series engines, prior to further flight, disassemble the RBSH assembly and inspect the Number 2 and Number 3 bearings and associated components. ENGINE MODEL SPECIFIED RANGE LTS101-600A-2/-650B-1/-650B-1A/-650C-2/-650C-3/-650C-3A/-750B-1/-750C-1 80-100 psig LTS101-600A-3/-750B-2 90-100 psig NOTE: Refer to the appropriate engine maintenance manual instructions. (c) (4) Verify that the aircraft oil pressure indicator indicates in the green arc when the oil pump is properly adjusted. If, upon completion of the check, the aircraft pressure gauge does not indicate in the green arc, the aircraft indicating system must be checked and corrected. NOTE: Refer to the appropriate aircraft maintenance manual instructions. (c) (5) Remove the wet gauge, orifice, and tee fitting, and reconnect the oil pressure transmitter. (c) (6) Ensure that the slotted oil pressure adjustment slug is lockwired after proper adjustment. NOTE: Accomplishment of the oil pump output pressure check at new production engine acceptance testing or at installation of new production engines by the engine or aircraft manufacturer, respectively, is considered an equivalent means of compliance with the requirement of the above paragraph for the initial check within 50 hours in service. (d) Conduct an oil acidity check in accordance with the procedure given in the appropriate engine maintenance manual, Chapter 71-00-00, as follows: (d) (1) Check the oil acidity within 25 hours in service after receipt of priority letter AD 87-10-10 or priority letter AD 86-22-08, otherwise within 25 hours in service after December 23, 1987, or within 50 hours in service since the last oil change, whichever occurs later, and repeat at intervals not to exceed 25 hours in service until the oil pump filter and engine oil are changed. (d) (2) Thereafter, perform an initial oil acidity check within 50 hours in service after the oil pump filter and engine oil are changed, and repeat at intervals not to exceed 25 hours in service until the oil pump filter and engine oil are changed. (d) (3) If the oil acidity check limit, as specified in the appropriate engine maintenance manual, Chapter 71-00-00, is exceeded, prior to further flight, flush the engine lubrication system (including airframe- supplied oil cooler, tank, lines, etc.) and change the oil pump filter and engine oil. NOTES: (1) Refer to the appropriate engine maintenance manual instructions. (2) Information regarding the availability of approved acidity test kits may be obtained by contacting TEXTRON Lycoming, LT101 Product Support. (e) Visually inspect the Number 4 power pinion gear roller bearing for cage cracks or metal release within 25 hours in service after receipt of priority letter AD 87-12-11, issued June 16, 1987, otherwise within 25 hours in service after December 23, 1987, by removing the Np indicator cover from the front of the gearbox. (e) (1) If the cage is cracked or any metal is evident in the bearing area, prior to further flight, disassemble the gearbox to correct the condition. (e) (2) If no cracking or metal release is noted, reinstallthe Np indicator cover. NOTES: (1) Removal and installation of the Np indicator cover should be accomplished in accordance with the appropriate engine maintenance manual and Avco Lycoming TEXTRON Maintenance Alert Notice, MA-LTS-101-72-00-0015, Revision 1, dated September 5, 1986. (2) Inspection of the Number 4 bearing at new production engine assembly by the engine manufacturer is considered an equivalent means of compliance with the above requirement for engines with no time in service upon receipt of priority letter AD 87-12-11, otherwise as of December 23, 1987. (f) Visually inspect the RBSH scavenge debris monitor, if so configured, otherwise inspect the full flow scavenge debris monitor, within 50 hours in service after December 23, 1987, and thereafter, at intervals not to exceed 50 hours in service since last inspection, for metal contamination. If metal debris of sufficient quantity to illuminate the debris monitor cockpit indication light is evident on the respective debris monitor, prior to further flight, accomplish the requirements of paragraph (a) above pertaining to debris monitor light illumination. NOTE: Individual chips, flakes, slivers, granules, splinters, or fuzz accumulation of sufficient dimension to bridge the magnetic contacts and illuminate the debris monitor cockpit indication light, though it has not done so prior to this repetitive inspection, are also cause for rejection. Metal of insufficient quantity to illuminate the debris monitor cockpit indication light is acceptable and may be cleaned from the debris monitor upon completion of this repetitive inspection. (g) Following assembly of an engine in which the PT module was built-up with a used RBSH and/or a used oil feed ring, conduct a post-build engine run-up and inspect the RBSH assembly in accordance with step 1.7 of Avco Lycoming TEXTRON Commercial Service Letter (CSL) 047, dated October 10, 1986, prior to return to service. If a clogging inspection value of 2.5 psig is exceeded, clean and inspect the RBSH and oil feed ring in accordance with steps 1.1 through 1.7 of Avco Lycoming TEXTRON CSL 047, dated October 10, 1986, or in accordance with SB LT 101-72-40-0103, dated January 15, 1988. NOTES: (1) Compliance with the requirements of TEXTRON Lycoming SB LT 101-72-40-0103, dated January 15, 1988, is considered an equivalent means of compliance to the post-build engine run-up and inspection requirements of this paragraph. (2) Accomplishment of a clogging inspection of the Number 2 and Number 3 bearing oil jets, prior to RBSH disassembly, may be advantageous under certain conditions. Refer to the appropriate engine maintenance manual instructions. (h) If the type of oil is changed, conduct a clogging inspection of the Number 2 and Number 3 bearing oil jets in accordance with the procedure given in the appropriate engine maintenance manual, Chapter 79-30- 00 for LTS101-600A-2/ 600A-3/-750A-1 engines and Chapter 72-00-00 for the remaining LTS101 engine models, not less than 5 hours and not to exceed 10 hours in service after the oil change. If the clogging inspection limit of 5.0 psig is exceeded, accomplish paragraph (j) below. (i) If at any time, excluding initial engine oil pump installation, the pump output pressure is or was adjusted downward, prior to further flight, conduct a clogging inspection of the Number 2 and Number 3 bearing oil jets in accordance with the procedure given in the appropriate engine maintenance manual, Chapter 79-30-00 for LTS101-600A-2/-600A-3/-750A-1 engines and Chapter 72-00-00 for the remaining LTS101 engine models. If the clogging inspection limit of 5.0 psig is exceeded, accomplish paragraph (j) below. (j) If the limit for the clogging inspection of the Number 2 and Number 3 bearing oil jets of 5.0 psig is exceeded during accomplishment of paragraph (h) or (i) above, or during accomplishment of the applicable TEXTRON Lycoming engine maintenance manual periodic clogging inspection requirement, prior to further flight, accomplish the following: (j) (1) Disassemble the RBSH assembly to correct the cause of clogging, and inspect the Number 2 and Number 3 bearings and associated components. NOTE: Refer to the appropriate engine maintenance manual instructions. (j) (2) Clean and inspect the RBSH and oil feed ring in accordance with Avco Lycoming TEXTRON CSL 047, dated October 10, 1986, or in accordance with the requirements of TEXTRON Lycoming SB LT 101- 72-40-0103, dated January 15, 1988. NOTE: Any time the clogging inspection results of the Number 2 and Number 3 bearing oil jets are recorded to document compliance with paragraph (g), (h), (i), or (j) of this AD, it is recommended that the actual gauge Number 2 value be recorded in the engine logbook. (k) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (l) Upon request, an equivalent means of compliance with therequirements of this AD may be approved by the Manager, Engine Certification Office, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (m) Upon submission of substantiating data by an owner or operator, through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance schedule specified in this AD. TEXTRON Lycoming SB LT 101-77-30-0104, Revision 1, dated March 18, 1988, TEXTRON Lycoming SB LT 101-72-40-0103, dated January 15, 1988, and Avco Lycoming TEXTRON CSL 047, dated October 10, 1986, identified and described in this document 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 TEXTRON Lycoming, Williamsport Division, LT101 Product Support, 654 Oliver Street, Williamsport, Pennsylvania 17701. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-39, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5952, supersedes Amendment 39-5787 (52 FR 48187; December 21, 1987), AD 87-26-10. This amendment, 39-5952, becomes effective on July 6, 1988.
87-13-05 R1: 87-13-05 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5651 as amended by Amendment 39-5927. Applies to Aerospatiale Model AS 355 series helicopters, certificated in any category which are equipped with main gearbox suspension bars with Part Numbers 355A-38-0040-02, -03, -04, -05. \n\n\tCompliance is required as indicated (unless already accomplished). \n\n\tTo detect possible unbonding of main gearbox suspension bar end fittings and to prevent failure of the bars, accomplish the following: \n\n\t(a)\tWithin the next 10 hours time in service after the effective date of this AD: \n\n\t\t(1)\tVisually inspect the ends of each suspension bar for displacement of the spherical bearings relative to the tube and for cracking or protrusion of the PR compound as shown in figure No. 1. If this inspection is conducted without disassembly, use a light and inspection mirror as needed to inspect both ends of each bar. \n\n\t\t(2)\tIf no bearing displacement or PR compound discrepancies are found, affix an adhesive tape such as POLYPENCO A 2007 around each end of each bar. Locate the edge of the tape nearest the end of the bar so that it is in line with (and tangent to) the surface of the anchoring lug as shown in figure No. 2. This will provide an aid for use in repetitive checks. \n\n\t(b)\tAfter the initial inspection of paragraph (a)(1) and modification of paragraph (a)(2), conduct a visual check of the marking tapes on the suspension bars thereafter at intervals not to exceed 10 hours time in service: \n\n\t\t(1)\tCheck that the edge of the tape is in line with the anchoring lug surface as shown in Figure No. 2. This check may be conducted by the pilot. The person performing this check shall make appropriate entries of the results of the check in the aircraft records. \n\n\t\t(2)\tIf the tape edge is no longer in line with the anchoring lug surface, remove the bar for a closer inspection for bearing displacement or PR compound protrusion as shown in figure No. 1.(c)\tReplace all bars found to be faulty with serviceable parts. \n\n\t(d)\tAn alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Department of Transportation, Federal Aviation Administration, Fort Worth, Texas 76193-5100, or by the Manager, Brussels Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. \n\n\t(e)\tIn accordance with FAR 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. \n\n\t(f)\tAerospatiale Service Bulletin No. 05.16 pertains to the inspections and checks of this AD. \n\n\tThis amendment, 39-5927, amends Amendment 39-5651 (52 FR 24142; June 29, 1987), AD 87-13-05. \n\tThis amendment, 39-5927, becomes effective June 8, 1988. \n\n\n\nAD 87-13-05 R1 \n\n\n\t\tFIGURE NO. 1 BASIC CHECK FOR END FITTING DISPLACEMENT \n\n\n\nAD 87-13-05 R1 \n\n\n\n\n\nUNSATISFACTORY \n(Tape displaced relative to lug fitting) \n\nFIGURE NO. 2 TAPE LOCATION CHECK FOR END FITTING DISPLACEMENT
81-26-04: 81-26-04 SWEARINGEN: Amendment 39-4284. Applies to Swearingen Model SA226-T, S/N T201 through T290; SA226-AT, S/N AT001 through AT066; SA226-TC, S/N TC201 through TC255 airplanes certified in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD but not later than January 15, 1982. Accomplishment of Fairchild Swearingen Service Bulletin SB27-022 issued January 5, 1979, satisfies the requirements of this AD (Airworthiness Docket No. 81-ASW-65). To prevent disengagement of the control cables from the control pulleys, install cable guards and retainers in each control column in accordance with Fairchild Swearingen Service Bulletin SB27-022 issued January 5, 1979, or an equivalent means approved by the Chief, Aircraft Certification Division, FAA, Southwest Region. A special flight permit may be issued in accordance with FAR 21.197 to allow flight of the aircraft to a location where this AD can be accomplished.This amendment becomes effective December 31, 1981.
2018-23-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by a report that flightcrew oxygen masks did not function as designed during flight testing. This AD requires an inspection to determine if certain oxygen masks/regulators are installed, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
2018-24-04: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes. This AD was prompted by a revision of a certain airworthiness limitations item (ALI) document, which specifies new or more restrictive maintenance instructions and airworthiness limitations, and a determination that those maintenance instructions and airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance instructions and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
88-01-04: 88-01-04 MCDONNELL DOUGLAS: Amendment 39-5811. Applies to McDonnell Douglas Model DC-9-10 through -50 and C-9 (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and possible structural failure of the wing rear spar upper and lower tee caps, accomplish the following: \n\n\tA.\tInspect the right and left-hand wing rear spar lower caps in the area of the No. 2 flap hinge attachment bracket at wing station XRS=164.00, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-146, Revision 1, dated April 13, 1984 (hereinafter referred to as ASB 57-146), or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tFor airplanes with 60,000 or more landings on the effective date of this AD, accomplish the inspection in accordance with ASB 57-146 within the next 300 landings, unless already accomplished within the last 2,000 landings. \n\n\t\t2.\tFor airplanes with less than 60,000 landings and more than 34,999 landings on the effective date of this AD, unless already accomplished within the last 2,000 landings, inspect in accordance with ASB 57-146, in accordance with the following initial inspection schedule: \n\n\nAccumulated Landings\n\tInitial Inspection \n35,000 - 44,999\n2,000 landings\n45,000 - 54,999\n1,000 landings\n 55,000 - 59,999\t\n 500 landings\n\n\t\t3.\tFor airplanes with less than 35,000 landings on the effective date of this AD, inspect in accordance with ASB 57-146 prior to the accumulation of 37,000 landings. \n\n\tB.\tIf cracks are found in the rear spar lower cap, before further flight accomplish visual and dye penetrant inspections for cracks in the rear spar upper cap, in accordance with ASB 57-146. \n\n\tC.\tIf no cracks are found, repeat the inspections required by paragraph A., above, as applicable, at intervals not to exceed 4,000 landings until such timeas the preventative modification is accomplished in accordance with paragraph F., below. \n\n\tD.\tIf cracks in either the upper or lower spar caps have progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish the permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change or later FAA-approved service rework drawings. \n\n\tE.\tIf cracks in either the upper or lower spar caps have not progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish one of the following: \n\n\t\t1.\tThe permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change, or later FAA-approved service rework drawings contained in ASB 57-146; or \n\n\t\t2.\tThe temporary repair of the spar caps, identified in ASB 57-146 as J060271 "A" Change or later FAA-approved service rework drawing. \n\n\t\t\ta.\tSubsequent to the accomplishment of the temporary repair of the spar caps, perform visual inspections of the spar caps at intervals not to exceed 1,500 landings, and perform eddy current inspections of the spar caps at intervals not to exceed 3,000 landings, in accordance with ASB 57-146, until such time as the crack preventative modification described in paragraph F., below, is accomplished. \n\n\t\t\tb.\tIf crack progression in either the upper or lower spar caps are identified during repetitive inspections, repair within 3,000 additional landings in accordance with ASB 57-146. \n\n\t\t\tc.\tIf new crack(s) are found in the rear spar, wing panel (skin), and/or temporary repair angles or doublers on airplanes with a temporary repair incorporated, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tAccomplishment of crackpreventative modification in accordance with McDonnell Douglas DC-9 Service Bulletin 57-146, dated May 18, 1987, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for this AD. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\tI.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment 39-5811 supersedes AD 81-13-02, Amendment 39-3146. \n\n\tThis Amendment 39-5811 becomes effective February 16, 1988.
2018-22-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of damage to the protective coating and corrosion on the piston/axle of the main landing gear (MLG), caused by friction between the inboard axle sleeve and the axle thrust face. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a detailed inspection of the MLG piston/axle for damage to the protective coating and for corrosion. We are issuing this AD to address the unsafe condition on these products.
70-24-02: 70-24-02\tBOEING: Amdt. 39-1112 as amended by Amendment 39-1203. The following airworthiness directive, applicable to all operators of Boeing 747 airplanes, was effective immediately upon receipt of telegram dated November 5, 1970. \n\tBecause of two cases of loss of main landings gear wheels during airplane takeoff, within the next 125 hours time in service after receipt of this telegram, unless already accomplished, determine the coding identification of the outboard bearing Timken Part No. LM 229139, in all landing gear wheels. Any bearing with code letter "A" through "F" must be replaced with a bearing with code letter "G" "or later" or with an equivalent bearing approved by the Chief, Aircraft Engineering Division, Western Region, before further flight. \n\tNOTE: The bearing identification code letter is between the words "Timken" and "made" on the back face of the bearing cone. \n\tAmendment 39-1112 became effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 5, 1970. \n\tThis Amendment 39-1203 becomes effective May 7, 1971.
81-16-01: 81-16-01 FLUG UND FAHRZEUGWERKE AG: Amendment 39-4174. Applies to Model Diamant 16.5 and 18 gliders, serial numbers 11 through 80, certificated in all categories. Compliance required as indicated, unless already accomplished. To reduce the possibility of wing failure due to possible inadequate bonding of the wing spar cap to the wing shear web, accomplish the following: (a) Before further flight, install a legible operating limitations placard in full view of the pilot that reads: "VNE - NEVER EXCEED SPEED 103 MPH 90 KTS VA - CAUTION SPEED RANGE 74 to 103 MPH 64 to 90 KTS NO ABRUPT CONTROL MOVEMENTS - AVOID TURBULENCE MAXIMUM MANEUVER LOAD FACTOR: +2.8 TO -1.4 MAXIMUM GUST LOAD FACTOR: +3.5 to -1.75," or install an equivalent placard approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (b) Prior to the accumulation of 1500 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 26 through 80, and 1000 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 11 through 25: (1) Inspect, and repair as necessary, wing bonding in accordance with paragraphs 2 and 3, "Inspection Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin No. 07, dated December 1978, or an FAA-approved equivalent; and (2) For gliders with serial numbers 26 to 80, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08, dated December 1978, or an FAA-approved equivalent. (3) For gliders with serial numbers 11 through 15, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08A, dated February 1979, or an FAA-approved equivalent. (c) Upon accomplishment of the inspection, repair and wing reinforcement required by paragraph (b) of this AD, the flight limitations placard required by paragraph (a) of this AD is no longer required. (d) If an equivalent means of compliance is used in complying with paragraph (b) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment supersedes Amendment 39-3905, AD 80-18-09. This amendment becomes effective August 6, 1981.