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81-23-04: 81-23-04 SIKORSKY AIRCRAFT: Amendment 39-4251. Applies to all model S-76A series helicopters certified in all categories equipped with 76351-09000-058 or prior dash number main gearbox assemblies. For main gearboxes with 650 hours or more time in service since new or last overhaul on the effective date of this AD, compliance is required within the next 100 hours time in service unless already accomplished. For main gearboxes with less than 650 hours time in service since new or last overhaul on the effective date of this AD, compliance is required within the next 100 hours time in service or before the accumulation of 650 hours time in service, whichever occurs later, unless already accomplished. To prevent possible failure of the splines between the main gearbox input pinion bevel, P/N 76351-09019 series, and the helical gear, P/N 76351-09020 series, accomplish the following: 1. In accordance with paragraph F of Sikorsky Service Bulletin No. 76-66-14, dated October 23, 1981, remove and conduct a one-time inspection of the input pinion bevel housing assemblies on the number 1 and number 2 sides. 2. Remove from service and replace with a serviceable assembly all assemblies in which-the torque in the nut retaining the input pinion bevel stack-up is found to be less than 100 foot pounds. 3. If the nut torque is found to be 100 foot pounds or greater, accomplish the following in accordance with Sikorsky Service Bulletin No. 76-66-14: a. Retorque nut to 500 foot pounds. b. Conduct a .001 inch feeler gage clearance inspection. c. Conduct a rotational drag inspection of the main Timken bearing. d. If clearance and drag inspections are satisfactory, return assembly to service. e. If clearance and/or drag inspection is unsatisfactory, remove assembly from service, and replace with a serviceable assembly. This amendment becomes effective November 9, 1981.
2003-19-10: This amendment adopts a new airworthiness directive (AD) that applies to all Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes. This AD requires you to inspect the fuel boost pump wiring for any chafing, cracked insulation material, or evidence of bare wire(s) (referred to herein as damage), and replace any damaged wiring. This AD also requires you to install protective tubing around the fuel boost pump wiring harness. This AD is the result of reports of chafed fuel boost pump wiring to either the inboard or outboard boost pump wiring. The actions specified by this AD are intended to prevent the fuel boost pump wiring from chafing, which could result in electrical arcing. This could serve as an ignition source inside the fuel tank and result in fire or explosion.
72-17-01: 72-17-01 PIPER: Amendment 39-1500 as amended by Amendment 39-1625. Applies to PA-34-200 airplanes, Serial Nos. 34-E4 and 34-7250001 through 34-7350074. Compliance required as indicated. To prevent the possibility of a power loss due to the failure of the induction air box valve, accomplish the following: (a) For those airplanes with 100 or more hours time in service on the effective date of this airworthiness directive unless already accomplished within the last 100 hours time in service comply with paragraph (c) within the next 10 hours time in service and thereafter at intervals not to exceed 100 hours time in service from the last inspection. (b) For those airplanes with less than 100 hours time in service on the effective date of this airworthiness directive, unless already accomplished, comply with paragraph (c) upon the accumulation of 100 hours time in service or within the next 10 hours, whichever is later, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. (c) Remove the induction air box assembly from each engine and remove the valve assembly from the box assembly to permit a thorough visual inspection of the valve assembly. Inspect the valve assembly for any evidence of excessive wear or cracks in the areas where the shaft mates to the valve assembly. (d) If valve assemblies are found to contain worn, loose, or cracked parts, replace the affected parts with serviceable parts of the same part numbers or incorporate Piper Kit Number 760 722V before further flight. (e) Reassemble induction air boxes, install and rig in accordance with PA-34 service manual. Piper Service Bulletin Number 358 dated August 2, 1972, pertains to this subject. (f) The requirements of this AD do not apply when Piper Kit Number 760 722V is incorporated. Piper Service Bulletin No. 374 dated February 16, 1973, pertains to this subject. Amendment 39-1500 was effective August 17, 1972, andwas effective upon receipt for all recipients of the air mail letter dated August 4, 1972, which contained this amendment. This amendment 39-1625 becomes effective April 26, 1973.
2020-16-11: The FAA is adopting a new airworthiness directive (AD) for all Continental Aerospace Technologies, Inc. model GTSIO-520-C, GTSIO-520- D, GTSIO-520-H, GTSIO-520-K, GTSIO-520-L, GTSIO-520-M, GTSIO-520-N, IO- 550-G, IO-550-N, IO-550-P, IO-550-R, IOF-550-N, IOF-550-P, IOF-550-R, TSIO-520-BE, TSIO-550-A, TSIO-550-B, TSIO-550-C, TSIO-550-E, TSIO-550- G, TSIO-550-K, TSIO-550-N, TSIOF-550-D, TSIOF-550-J, TSIOF-550-K, and TSIOF-550-P reciprocating aviation gasoline (AvGas) engines with a certain cross-flow cylinder assembly installed. This AD was prompted by reports of in-flight engine failures due to fractured cross-flow cylinder assemblies. This AD requires visual inspection and, depending on the results of the inspection, modification or replacement of the cross-flow cylinder assembly. The FAA is issuing this AD to address the unsafe condition on these products.
65-12-01: 65-12-01 GENERAL DYNAMICS: Amdt. 39-75 Part 39 Federal Register May 28, 1965. Applies to Models 340 and 440 Series Aircraft. Compliance required within the next 500 hours' time in service after the effective date of this AD unless already accomplished, and thereafter each time the main landing gear gland nut is reinstalled. To prevent the loss of a main landing gear piston and axle assembly due to an improperly installed gland nut, inspect the main landing gear nut installation to assure that the gland nut is installed as follows: (a) Screw the gland nut, P/N 528062, onto the main landing gear outer cylinder, P/N 528402, until it is tight. (b) Unscrew the gland nut until the first tapped hole is opposite one of the milled slots in the cylinder. (c) Screw lock screw, P/N AN 501A-416-8, into the tapped hole so that the screw protrudes into the milled slot in the cylinder. (d) Screw set screw, P/N 500305-4, into an adjacent tapped hole in the gland nut andsafety the lock screw and set screw with a lockwire. (General Dynamics/Convair Models 340 and 440 Maintenance Manuals cover this same subject.) This directive effective June 27, 1965.
2008-24-02: The FAA adopts a new airworthiness directive (AD) for certain Maule Aerospace Technology, Inc. M-4, M-5, M-6, and M-7 series and Model M-8-235 airplanes. This AD requires you to paint the top of the rear elevator control horn, the elevator control cable end attached to the top of the rear control horn, the bottom of the forward elevator control horn, and the elevator control cable end attached to the bottom of the forward control horn. This AD also requires you to insert a supplement into your maintenance program (maintenance manual). This AD results from two reports of accidents where reversed elevator control rigging was a factor. We are issuing this AD to reduce the likelihood of a mechanic rigging the elevator controls backwards, which could result in elevator movement in the opposite direction from control input. This condition could lead to loss of control.
2020-16-07: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL 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 identifies the unsafe condition as nose landing gear (NLG) and main landing gear (MLG) attachment bolts without dual retaining devices. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
60-22-02: 60-22-02 PRATT & WHITNEY: Amdt. 211 Part 507 Federal Register October 22, 1960. Applies to All JT3C-6 Turbojet Engines. Compliance required as indicated. (a) Inspect the entire circumference on the rear face of the rear flange of the combustion chamber outer case assembly P/N 255639, (case detail P/N 255640) outboard of the attaching nuts which secure the combustion chamber outer case to the turbine case as indicated below. Inspection should be performed using approximately 6-power glass. Any crack requires replacement of the case. (1) Engines with combustion chamber outer cases which have not been hardness checked per paragraph (b) and Magnaglo inspected must be inspected per above visual inspection every 65 hours' time in service. (2) Engines with combustion chamber outer cases which have been hardness checked per paragraph (b) but not Magnaglo inspected must be inspected per above visual inspection every 130 hours' time in service. (3) Engines withcombustion chamber outer cases which have been hardness checked per paragraph (b) and Magnaglo inspected do not require visual inspection. (b) At overhaul in addition to the visual inspections above: (1) Inspect fillet between snap diameter and front face of rear flange using approximately 6-power glass. Any crack requires replacement of the case. (2) Check hardness of combustion chamber outer case rear flange at three locations approximately 120 degrees apart between the bolt holes of the flange. If hardness is more than Rockwell C40, the case must be replaced. After one hardness check is accomplished this hardness check is no longer required. This supersedes AD 60-11-07. This directive effective October 22, 1960. Revised November 26, 1960, to all persons not receiving individual notice by telegram dated November 2, 1960.
2003-19-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft (Malaysia) Sdn. Bhd. (Eagle) Model 150B airplanes. This AD requires you to modify the canard rear spar and the rear spar attachment bracket. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The type design responsibility has been transferred from Australia to Malaysia since the release of the MCAI. The actions specified by this AD are intended to prevent detachment of the rear spar bracket from the canard rear spar, which could result in failure of the canard rear spar. Such failure could lead to loss of control of the airplane.
2020-16-04: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL 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 an incorrect illustration of the screw jack assembly in the airplane maintenance manual, which may cause potential errors with installation. The FAA is issuing this AD to address the unsafe condition on these products.