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74-08-02: 74-08-02 BELL: Amendment 39-1805 as amended by Amendment 39-1873. Applies to Bell Model 47 Series helicopters equipped with Mast Control Stabilizer Bar Assemblies, P/N 47- 140-248, certificated in all categories. Compliance required as indicated. To detect possible failures of a stabilizer bar tube assembly and prevent possible loss of a stabilizer bar tube and weight, accomplish the following inspections: (a) Before the first flight of each day after the effective date of this A.D., check the stabilizer bar tube assembly for looseness and cracks in accordance with the following procedures. (1) Move each stabilizer tube assembly fore and aft in the horizontal plane by hand and visually check the tube assembly for cracks in area extending outboard six inches from the tube retaining nut, P/N 47-140-114-1. (2) If looseness is found between a stabilizer bar tube assembly and the stabilizer bar frame, or if a crack is found in a tube, remove the loose or cracked tube assembly prior to flight and install a replacement tube assembly in accordance with (c)(2) and (c)(3) of this A.D. (3) Looseness between the stabilizer bar frame and main rotor mast is a normal occurrence and is not an indication of a failed tube and is not cause for replacement of the bar tube assembly. (4) The checks in (a)(1) may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this A.D. in the aircraft permanent maintenance record, see FAR 91.173. (b) Within 10 hours time in service after the effective date of this A.D., unless already accomplished, and thereafter at intervals not to exceed 100 hours from the last inspection, inspect the rod assembly nut, P/N 47-140-119-1, for looseness as follows: (1) Push up the inboard end of each tie rod and nut and determine that they move freely or readily. (2) If the tie rod and nut do not move freely or readily, remove the stabilizer bar assembly before further flight and inspect each tie rod and tube assembly in accordance with the 1200 hour inspection procedures in Section I, of the appropriate Model 47 maintenance and overhaul instruction manual, and (3) Assemble and install a serviceable stabilizer bar assembly as specified in paragraph (c)(2) and (c)(3) of this A.D. (c) Inspect the gap between the face of each nut, P/N 47-140-119-1, and the inboard end of each stabilizer bar tube at intervals not to exceed 1200 hours time in service from the last inspection, after compliance with paragraph (b), in accordance with the following procedures: (1) Remove the mast control stabilizer bar assembly from the helicopter and remove both tube and weight assemblies from the stabilizer bar assembly in accordance with Section III of the appropriate Model 47 maintenance and overhaul instruction manual. (2) Assemble the stabilizer bar weight and taper pin on the tube assembly and adjust the gap, ifnecessary, between the face of each nut, P/N 47-140-119-1, and its mating tube assembly end to measure .0l0 to .024 inches clearance. (3) Assemble and install the mast control stabilizer bar assembly on the helicopter in accordance with Section III of the appropriate Model 47 maintenance and overhaul instruction manual. In addition adjust the stabilizer core bearing as specified in item 1, Bell Helicopter Co. Technical Bulletin No. 47-(04-2)-73-2, or Service Bulletin No. 47-(04-2)-74-1 or later FAA approved revision. (d) Inspect the fore and aft and lateral control power cylinders for proper alignment within 100 hours time in service after compliance with paragraph (b), and thereafter at intervals not to exceed 1200 hours time in service from the last inspection, in accordance with Section VII of the appropriate Model 47 maintenance and overhaul instruction manual. (e) Within 10 hours time in service after the effective date of this A.D. inspect each tube assembly to determine that P/N 47-140-124-1, 47-140-125-1 or 47-140-125-3 is installed. If tube assembly, P/N 204-010-380-1 is installed, replace this tube before further flight in accordance with paragraph (c)(2) and (c)(3) of this A.D. The 204-010-380-1 tube is identified as a one piece swaged tube with a uniform wall thickness (that is, different inside diameters) and machine cut threads. In addition, this tube does not have Bell factory applied serial numbers. 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 Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, andat FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. (Bell Technical Bulletin No. 47-(04-2)-73-2, pertains to this adjustment of the bearing and alignment of power cylinders and Service Bulletin No. 47-(04-2)-73-1 pertains to stabilizer bar tube and tie rod. Service Bulletin No. 47-(04-2)-74-1 also pertains to the adjustment of the bearing.) Amendment 39-1805 became effective May 6, 1974. This Amendment 39-1873 becomes effective June 14, 1974.
80-03-02 R1: 80-03-02 R1 SHORT BROTHERS LTD.: Amendment 39-3679 as amended by Amendment 39-3857. Applies to Model SD3-30 airplanes, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the main landing gear beam sub-assembly, accomplish the following: Prior to the accumulation of 6500 landings or within 25 landings after the effective date of this AD, whichever occurs later, replace the beam sub-assembly, Menasco P/N 17604-5 or 17604- 7, with a new beam sub-assembly, Menasco P/N 17604-15 (Left Hand) and P/N 17604-16 (Right Hand) or Menasco P/N 17604-17 (Left Hand) and P/N 17604-18 (Right Hand) in accordance with Section 10, "Accomplishment Instructions," of Menasco Manufacturing Service Bulletin 32-15, revision 4, dated May 25, 1979, or an equivalent approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium. Upon replacement of the beam sub-assembly, make appropriate logbook entry indicating compliance with the provisions of this AD. NOTE: Short Brothers Ltd. Service Bulletin SD3-32-28, revision 6, dated November 27, 1979, covers this same subject. Amendment 39-3679 became effective February 7, 1980. This Amendment 39-3857 becomes effective August 7, 1980.
2005-15-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, DC- 10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes, that requires performing a functional test of the exterior emergency control handle assemblies of the forward passenger doors, and corrective actions, if necessary. This action is necessary to prevent failure of the forward passenger doors to operate properly in an emergency condition, which could delay an emergency evacuation and possibly result in injury to passengers and flightcrew. This action is intended to address the identified unsafe condition.
97-06-02: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B, 214B-1, and 214ST helicopters, that currently establishes a retirement life of 40,000 high-power events for the lower planetary spider (spider). This amendment changes the method of calculating the retirement life for the spider from high-power events to a maximum accumulated Retirement Index Number (RIN) of 80,000, and makes this RIN applicable to an additional part-numbered spider. This amendment is prompted by fatigue analyses and tests that show certain spiders fail sooner than originally anticipated because of the unanticipated higher number of external load lifts and takeoffs (torque events) performed with those spiders, in addition to the time-in-service (TIS) accrued under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the spider, which could result in failure of the main transmissionand subsequent loss of control of the helicopter.
76-01-10: 76-01-10 MCDONNELL DOUGLAS: Amendment 39-2493. Applies to all Douglas Model DC-10-10, -10F, -30, -30F, and -40 Series airplanes certificated in all categories, incorporating Bertea Corporation P/N 216000-5001 through -5013 inboard elevator actuator assemblies with serial numbers 240 through 500 inclusive. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent jamming of inboard elevator surfaces accomplish the following: \n\n\t(a)\tInspect the inboard elevator actuator manifold assemblies for interference between the internal control linkage and the manifold, and rework, if required, in accordance with Bertea Service Bulletin No. 27-48, Revision 1, dated October 9, 1975, or later FAA-approved revisions, or an equivalent inspection and rework procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (Douglas Service Bulletin No. 27-141, dated October 10, 1975, calls attention to the Bertea service bulletin). \n\n\t(b)\tSpecial flight permits may be issued per FAR's 21.197 and 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\n\tThis amendment becomes effective February 26, 1976.
2016-16-12: We are adopting a new airworthiness directive (AD) for certain Continental Motors, Inc., (CMI) San Antonio (formerly known as Airmotive Engineering Corp. (AEC)), replacement parts manufacturer approval (PMA) cylinder assemblies marketed by Engine Components International Division (ECi). On July 17, 2015, AEC was purchased by CMI and is now operating as ``Continental Motors--San Antonio.'' These cylinder assemblies are used on all CMI model -520 and -550 reciprocating engines, and on all other CMI engine models approved for the use of model -520 and -550 cylinder assemblies, such as the CMI model -470 when modified by supplemental type certificate (STC). This AD was prompted by reports of multiple cylinder head-to-barrel separations and cracked and leaking aluminum cylinder heads. This AD requires removal of the affected cylinder assemblies, including overhauled cylinder assemblies, according to a phased removal schedule. We are issuing this AD to prevent failure of the cylinder assemblies, which could lead to failure of the engine, in-flight shutdown, and loss of control of the airplane.
2016-12-06: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. MAKILA 2A and MAKILA 2A1 turboshaft engines. This AD requires repetitive diffuser inspections and replacement of those diffusers that fail inspection. This AD was prompted by two occurrences of crack initiation on a ferrule of the diffuser. We are issuing this AD to prevent rupture of the ferrule of the diffuser, which could result in engine fire and damage to the helicopter.
2005-15-10: The FAA adopts an airworthiness directive (AD) to supersede AD 2003-11-14, which applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-34-200T, PA-34-220T, PA-44-180, and PA-44-180T airplanes that have a model 91E92-1 or model 91E93-1 combustion heater fuel pump installed. AD 2003-11-14 currently requires you to do a one- time inspection of the combustion heater fuel pumps for fuel leakage. If leakage is found, repair or replace the fuel pump. This AD retains all the actions of AD 2003-11-14 and includes additional serial numbers for the Models PA-34-220T and PA-44-180 airplanes in the applicability section. This AD results from an investigation that concluded that after the issuance of AD 2003-11-14, additional fuel pumps that did not meet the quality control (inspection or design) requirements of the AD had been installed in Models PA-34-220T and PA-44-180 airplanes. We are issuing this AD to correct quality control problems with the heater fuel pump, which couldresult in failure of the heater fuel pump. Such failure could lead to fire or explosion in the cockpit. DATES: This AD becomes effective on August 26, 2005. On June 20, 2003 (68 FR 33356, June 4, 2003), the Director of the Federal Register approved the incorporation by reference of The New Piper Aircraft, Inc. Service Bulletin No. 1127, dated February 26, 2003, and Kelly Aerospace Power Systems Service Information Letter Bulletin No. A-110A, dated March 6, 2003. As of August 26, 2005, the Director of the Federal Register approved the incorporation by reference of the following: --The New Piper Aircraft, Inc. Service Bulletin No. 1127B, dated April 18, 2005; and --Kelly Aerospace Power Systems Service Information Letter Bulletin No. A-110B, dated December 20, 2004. We must receive any comments on this AD by September 26, 2005.
2005-15-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600 series airplanes. This AD requires an inspection for evidence of chafing between the hydraulic flexible hose and the ram air turbine (RAT) hub, and related investigative and corrective actions if necessary. This AD is prompted by reports of holes in the RAT hub cover. We are issuing this AD to prevent a hole in the RAT hub cover. A hole in the RAT hub cover could allow water to enter the RAT governing mechanism, freeze during flight, and jam the governing mechanism. In addition, the metal particles that result from chafing between the hydraulic flexible hose and the RAT could mix with the lubricant grease and degrade the governing mechanism. In an emergency, a jammed or degraded RAT could result in its failure to deploy, loss of hydraulic pressure or electrical power to the airplane, and consequent reduced controllability of the airplane.
75-25-01: 75-25-01 BEECH: Amendment 39-2442. Applies to Model 200 (Serial Numbers BB-2, BB-6 thru BB-76 and BB-78 thru BB-80) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude shorting of the generator output leads at the air conditioner pulley housing and/or the oil line coupling nut, accomplish the following: A) Within the next 10 hours' time in service after the effective date of this AD, unless previously accomplished, visually inspect the generator output leads for chafing or discoloration in the area of the air conditioner compressor pulley housing and oil line coupling nut or for positive clearance of these components, in the engine compartment: 1) If chafing has occurred, prior to further flight, comply with Paragraph B. 2) If chafing has not occurred but positive clearance does not exist between the generator leads and the air conditioner pulley housing and the oil line coupling nut, reinspect every 25 hours' time in service until Paragraph B is accomplished. 3) If positive clearance exists between the generator leads and the air conditioner pulley housing and oil line coupling nut, reinspection is not required. B) Within the next 100 hours' time in service after the effective date of this AD or as required by Paragraph A, modify the generator lead routing in accordance with Beechcraft Service Instruction No. 0768-358/Kit No. 101-3011-1S or later approved revisions. Upon compliance with this Paragraph the inspections in Paragraph A are no longer required. C) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Aircraft may be flown in accordance with FAR 21.197 to a place where the modification can be accomplished, if clearance or insulation is provided between the chafed portions of the generator leads and adjacent components. This amendment becomes effective December 1, 1975, to all persons except those to whom it was made effective earlier by air mail letter issued November 10, 1975.