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60-05-02: 60-05-02 LOCKHEED: Amdt. 110 Part 507 Federal Register March 4, 1960. Applies to All Models 1049C, D, E, G and H Airplanes. Compliance required by August 1, 1961, for items (a)(1) or (a)(2); July 1, 1961, for item (a)(3); and by September 30, 1960, for item (b). An accident occurred in which fire originating in the engine section burned underneath the nacelle and entered the wheel well area rupturing flammable fluid lines and causing extensive damage. An incident also occurred in which fire originating in the power section blistered the paint on the landing gear wheel well doors. An examination of the burn pattern on the landing gear doors indicated that the circumstances surrounding this incident were quite similar to those of the accident but with less severity due to the lower exposure time. To correct fire protection deficiencies in the wheel well area, the following modifications are considered necessary: (a) To prevent fire from entering the wheel well area, accomplish one of the following: (1) Replace the present aluminum skin on the forward landing gear doors with fireproof material. (2) Cover the present aluminum skin on the forward landing gear doors with fireproof material. (3) Coat both inside and outside of the present aluminum skin on the forward landing gear doors with a material that will withstand a flame of 2,000 degrees F. for 15 minutes. Product Techniques Inc. Coating PT-209, 0.015-inch thick on each side of the door is considered satisfactory when applied in accordance with PTI Process Specifications PTP 40-22. (b) Install fire sleeves over all flammable fluid-carrying flexible hose lines in zones 3 and 3A in the inboard engine nacelles. Revised May 4, 1960. Revised July 29, 1960. Revised September 10, 1960.
2020-18-08: The FAA is superseding Airworthiness Directive (AD) 2019-12-18 for Robinson Helicopter Company (Robinson) Model R44 II helicopters. AD 2019-12-18 required inspecting certain engine air induction hoses (hoses) and replacing any hose that was not airworthy. AD 2019-12-18 also prohibited the installation of certain hoses. This AD continues to require inspecting those previously affected hoses and amends the applicability, clarifies an inspection requirement, adds a requirement to repeat the inspection, and expands the installation prohibition. This AD was prompted by an additional report of separation between the outer and inner hose layers. The FAA is issuing this AD to address the unsafe condition on these products.
2003-19-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Learjet Model 60 airplanes, that currently requires inspection to detect bends in or damage to the fuel crossflow tube; inspection to determine clearance between the fuel crossflow tube and the flight control cables; and replacement or repair of the tube, if necessary. This amendment requires a review of airplane maintenance records or an inspection to determine if a fuel crossflow tube having a certain part number is installed; and follow-on/corrective actions, as applicable. This amendment also expands the applicability of the existing AD to include additional airplanes. The actions specified by this AD are intended to prevent chafing and consequent failure of the fuel crossflow tube due to inadequate clearance between the tube and the flight control cables, which could result in loss of fuel from one fuel tank during normal operating conditions or loss of fuel from both main fuel tanksduring fuel cross-feeding operations. This action is intended to address the identified unsafe condition.
83-12-04: 83-12-04 PARTENAVIA S.p.A.: Amendment 39-4666. Applies to Models P68, P68B, P68C, P68C-TC, and P68 Observer (Serial Numbers 1 through 277) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the flap bellcrank attachment mounting brackets, accomplish the following: a) Within the next 100 hours time-in-service from the effective date of this AD, or upon the accumulation of 500 hours time-in-service, whichever occurs later, and thereafter at intervals not to exceed 100 hours time-in-service from the last inspection, visually inspect the flap bellcrank attachment mounting brackets (P/N 68-1.5035-1 and 68-1.5035-2) on both wings as described in Partenavia Service Bulletin (SB) No. 56, dated October 7, 1982 (herein referred to as the SB). Inspect for cracks in the area surrounding the pivot bolt hole by looking through the inspection door on the inboard side of the engine nacelles and by using a mirror to look at the upper bracket. b) If any cracks are found, prior to further flight stop drill the crack and install reinforcement kit (P/N 025) in accordance with Drawing R-0059 of the SB. c) Within the next 100 hours time-in-service from the effective date of this AD or upon accumulating 1,000 hours time-in-service whichever occurs later unless already accomplished per paragraph b) of this AD, install the reinforcement kit (P/N 025) in accordance with Drawing R-0059 of the SB. d) The repetitive inspections of paragraph a) of this AD are no longer required when the reinforcement kit (P/N 025) is installed. e) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. f) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. g) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on June 23, 1983.
2020-17-04: The FAA is superseding Airworthiness Directive (AD) 2019-03- 06, which applied to certain The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2019-03-06 required installing lanyard assemblies on the passenger service units (PSUs) and, for certain airplanes, on the life vest panels. This AD was prompted by a report indicating that the PSUs became separated from their attachments during several survivable accident sequences, and by the determination that additional actions are necessary for five airplanes. This AD retains the requirements of AD 2019-03-06 and also requires installation of lanyard assemblies on the life vest panels on those five airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
83-03-05: 83-03-05 BRITTEN-NORMAN LTD: Amendment 39-4565. Applies to Model BN-2A MK III Trislander (all serial numbers) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent the main undercarriage shock absorber support ring from separating from the inside of the undercarriage extension tube, accomplish the following: a) Within the next 50 landings on airplanes which have accumulated 3,000 landings or more on the effective date of this AD, or prior to the accumulation of 3,050 landings on airplanes that have less than 3,000 landings on the effective date of this AD, and thereafter at intervals not to exceed 1,000 landings: 1) Visually inspect the rivets retaining the main undercarriage shock absorber internal support ring to the main undercarriage leg extension tube in accordance with Steps 1 through 4 of the "Inspection" Section of Britten-Norman Service Bulletin BN-2/SB.139, Issue 1, dated January 29, 1980 (hereinafter referred to as the Service Bulletin). 2) If one or more loose rivets are found during the above inspection, before further flight, replace all three rivets in accordance with Steps 1 through 3 of the "Rectification" Section of the Service Bulletin. b) Within the next 50 landings on airplanes which have accumulated 15,000 landings or more on the effective date of this AD or prior to the accumulation of 15,050 landings on airplanes which have less than 15,000 landings on the effective date of this AD, replace all three rivets in accordance with Steps 1 through 3 of the "Rectification" Section of the Service Bulletin. c) In the event that landings have not been recorded, 1,000 hours time-in-service may be used in place of 3,000 landings for purposes of complying with this AD. d) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective on February 22, 1983.
2003-19-12: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B helicopters. This action requires, before further flight, determining whether the engine "GOV" warning light caution advisory display (display) panel illuminates the "GOV" warning lights when appropriate. If not, this AD requires replacing the front panel of the display panel with an airworthy display panel before further flight. This amendment is prompted by the discovery of some operating anomalies affecting the red "GOV" warning light due to wiring errors that occurred after modifying the electrical power systems. The actions specified in this AD are intended to prevent failure of the display to warn of an engine governor failure, resulting in an engine over speed, loss of an engine, and subsequent loss of control of the helicopter.
74-24-12: 74-24-12 PIPER: Amendment 39-2023. Applies to Model PA-28-151 airplanes serial numbers 28-7415001 through 28-7515228 certificated in all categories. Compliance required before further flight, unless already accomplished, and thereafter at intervals not to exceed ten hours time in service from the last inspection until the aileron centering assembly is rebuilt in accordance with Piper Kit 760847V or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. To detect possible problems with the aileron centering assembly accomplish the following: a. Gain visible access to right hand control wheel sprocket assembly area and check the aileron centering system for the following: 1. Cable fraying. 2. Spring integrity (Piper P/N 587340V). 3. Set screw security (Piper P/N 419974V). (The set screw should not allow any relative cable movement.) b. If the checks in a. reveal any of the unsatisfactory conditions noted, replace cable and/or spring as necessary and adjust set screw as required before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed provided the spring and/or cable is secured or removed so as not to interfere with the aileron system. c. If the checks in a. do not reveal noted unsatisfactory conditions, no further action is necessary until next required inspection. The pilot may perform only the checks required by paragraph a. Note: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent record, see FAR 91.173. Piper Service Bulletin No. 435 pertains to this subject. This amendment becomes effective December 2, 1974.
80-11-10: 80-11-10 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3781. Applies to Models N22B and N24A airplanes, certificated in all categories. Unless already accomplished, compliance is required within 25 hours time in service after the effective date of this AD. However, airplanes may be flown in accordance with FAR 21.197 and 21.199 to a base where the work can be performed. (1) Applies to all Model N22B airplanes S/N 5 and up and all Model N24A airplanes S/N 42 and up, delivered or in operation prior to, or on, June 22, 1978. To prevent leakage of hot air check valve, P/N I/N-74-334, which could damage surrounding components, inspect, and repair as necessary, hot air check valve P/N I/N-74-334, in accordance with Accomplishment Instructions of GAF Alert Service Bulletin AN 22-74-1, Revision 1, dated June 30, 1978, or an FAA-approved equivalent. (2) Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes, S/N 42 and up, which have not incorporated Nomad modification N301. To prevent possible disconnection or jamming of pilots' or copilots' control wheel assembly, which could result in loss of control of the airplane, remove control wheel retaining pin and replace with a new bolt in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin AN 22-27-8, Revision 1, dated June 30, 1978, or an FAA-approved equivalent. (3) Applies to all Model N22B airplanes S/N 5 and up, and Model N24A airplanes S/N 42 and up, delivered from the factory prior to July 4, 1978. To prevent possible dislodging of structural bolts securing the wing center section spar support brackets to the fuselage, which could result in loss of structural integrity of the airplane, inspect wing center section spar support bracket for loose attachments, and replace loose nuts, in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-53-2, Revision 1, dated July 5, 1978, or an FAA-approved equivalent. (4)Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes S/N 42 and up, which have not incorporated Nomad modification N290. To prevent possible interference and jamming of the rudder pedals with the pedal guards, which could impair control of the airplane, remove and repair rudder pedal guards in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-53-3, dated July 10, 1978, or an FAA- approved equivalent. (5) Applies to Model N22B airplanes S/N 6, 7, 11, 12, 13, 15, and 16. To prevent reduction of the flutter speed reserves as a result of excessive wear and backlash in the rudder tab operating system, which could result in loss of control of the airplane, remove rudder assembly, install steel mass balance arm and rework rudder and trim tab in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin NMD-27-3, Revision 1, dated June 8, 1979, or an FAA-approved equivalent. (6) Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes S/N 42 and up. To prevent excessive vibration of the horizontal stabilizer trim tab and prevent subsequent structural damage to the empennage, which could result in loss of control of the airplane, inspect the horizontal stabilizer trim tab, and empennage, and modify stub fin in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-55-5, Revision 2, dated September 3, 1979, or an FAA-approved equivalent. (7) Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes, S/N 42 and up. To detect possible damage to the horizontal stabilizer control rod, visually inspect components in the horizontal stabilizer control system for wind gust damage, and replace as necessary, in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-27-12, Revision 1, dated October 30, 1979, or an FAA-approved equivalent. For the purposes of this amendment, the FAA-approvedequivalent specified in paragraphs (1) through (7) of this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne 3207 vic., Australia. These documents may also be examined at the FAA, Pacific-Asia Region, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, and at FAA Headquarters, 800 Independence Ave., S.W.., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at the Pacific-Asia Region in Honolulu, Hawaii. This amendment becomes effective June 5, 1980.
2020-17-08: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes with wing lightning protection panels installed. 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 insufficient electrical bonding of the wing lightning protection panels. The FAA is issuing this AD to address the unsafe condition on these products.
74-18-13: 74-18-13 PIPER: Amendment 39-1939. Applies to Model PA-32-260 Serial Numbers 32-7400001 through 32-7400050 and Model PA-32-300 Serial Numbers 32-7440001 through 32- 7440086 and 32-7440088 through 32-7440160, certificated in all categories. Compliance required within the next 50 hours time in service from the effective date of this AD unless already accomplished. To prevent excessive nose gear vibration install Piper Kit No. 760885V in accordance with Piper Service Bulletin No. 428 or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Federal Aviation, Southern Region, may adjust the compliance time specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiation to justify theincrease for that operator. This amendment becomes effective September 3, 1974.
2009-01-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Some operators have reported occurrences of loss of the AC BUS 1 with subsequent loss of the AC ESS BUS and DC ESS BUS, resulting in the loss of 5 upper Display Units and the loss of integral lighting. In this situation, flight crew[s] have reported concerns in reading the standby instruments when the DOME lights were selected to OFF. This situation, if not corrected, could increase the workload of the flight crew * * *. * * * * * The unsafe condition is reduced ability of the flightcrew to maintain the safe flight and landing of the airplane in adverse operating conditions. We are issuing this AD to require actions to correct the unsafe condition on those products.
2020-16-20: The FAA is superseding Airworthiness Directive (AD) AD 2018- 04-09 for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as incorrectly marked and annunciated low oil- pressure indication warnings. The FAA is issuing this AD to address the unsafe condition on these products.
83-10-05: 83-10-05 CANADAIR: Amendment 39-4654. Applies to all Canadair Model CL-44D4 and CL-44J airplanes. Compliance required as indicated unless previously accomplished. To detect cracks in the horizontal stabilizer rear attachment fittings, accomplish the following: 1. Within the next 200 hours time in service and thereafter at intervals not to exceed 2000 hours time in service, inspect the horizontal stabilizer rear spar attachment fittings, Part Numbers 44-A45022A and 44-A45022B, for cracks in accordance with Paragraph 3.5 and 3.6 of Canadair Service Information Circular No. 379-CL44, Issue 3, dated February 23, 1982. Ensure that the lugs are properly shimmed in accordance with paragraph 4.1 of the circular. If a crack is found the length of which is less than half the width of the lug, repeat the inspection every 100 hours time in service and replace the fitting within the next 500 hours time in service. When a crack is found the length of which extends to or beyond half thewidth of the lug, replace the fitting prior to further flight in accordance with the circular. 2. Within the next 200 hours time in service and thereafter at intervals not to exceed 2000 hours time in service, inspect the reinforcing channels, Part Numbers 28-A24559A and 22- A24559B, for cracks in accordance with paragraph 3-11 of Canadair Service Information Circular No. 379-CL44, Issue 3, dated February 23, 1982. If a crack is found in the reinforcing channel, replace the part prior to further flight in accordance with the circular. Terminating action for this inspection consists of replacement of the reinforcing channels with steel reinforcements, Parts Numbers 28-21312-2, -3, -4, and -5 in accordance with paragraphs 3.13 and 3.14 of the Service Information Circular. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective June 6, 1983.
2020-17-11: The FAA is superseding Airworthiness Directive (AD) 2017-14-05 for Airbus Helicopters Model SA330J helicopters. AD 2017-14-05 required replacing certain right-hand (RH) hydraulic pumps and was prompted by reports of broken screws that attach the cover of the hydraulic pump. This new AD requires replacing certain left-hand (LH) and RH hydraulic pumps. This AD was prompted by reports of broken bolts that attach the cover of the hydraulic pump. The actions of this AD are intended to address an unsafe condition on these products.
2003-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777 series airplanes. This action requires inspections of the outboard leading edge slats on the wings for installation of seal assemblies with undersized seal inserts and missing or gapped inserts, and follow-on and corrective actions if necessary. This action also provides for an optional replacement of the seal assembly in lieu of the inspections. This action is necessary to find and fix such discrepancies, which could result in cracking of the slats, subsequent separation of the cove skin, structural damage or loss of the trailing edge wedge, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
74-13-07: 74-13-07 PIPER: Amendment 39-1880. Applies to PA-36-285 airplanes, Serial Numbers 36-7360001 to 36-7360049 inclusive; 36-7360051, 36-7360053 to 36-7360065 inclusive, certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent fuel mismanagement due to reduced usable fuel, accomplish the following: (a) Remove the existing placard and install a Piper Part Number 98000-51 placard, at the fuel shutoff lever on the control console. (b) Remove the two existing placards and install a Piper Part Number 98000-52 placard inboard and near the fuel filler caps on both right and left wings. (c) Remove the existing placard and install a Piper Part Number 98000-53 placard on the right hand side of the instrument panel crashroll cover. (d) Incorporate Revision 6 dated August 20, 1973 into the Airplane Flight Manual (Piper Report VB-347) for Normal Categorycertification; or incorporate Revision 7 dated August 20, 1973 into the Airplane Flight Manual (Piper Report VB-464) for Restricted Category certifications. NOTE: Equivalent placards approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, may be installed in lieu of the Piper placards noted above. Piper Service Bulletin 397 pertains to this same subject. This amendment becomes effective June 25, 1974.
2020-17-10: The FAA is superseding Airworthiness Directive (AD) 2016-02-06 for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. AD 2016-02-06 required inspecting certain tail rotor (T/R) pitch link bearing bores for corrosion and pitting. AD 2016-02-06 also required a repetitive inspection of the sealant and repeating the inspections for corrosion and pitting if any sealant is missing. This new AD retains the requirements of AD 2016-02-06, expands the applicability, and adds a repetitive inspection. This AD was prompted by an FAA determination that additional part-numbered T/R pitch link assemblies (links) are affected by the same unsafe condition and that an additional repetitive inspection is necessary to address the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
2008-26-04: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Cessna Model 560 airplanes. That AD currently requires installing new minimum airspeed placards to notify the flightcrew of the proper airspeeds for operating in both normal and icing conditions. That AD also requires revising the airplane flight manual to provide limitations and procedures for operating in icing conditions, for operating with anti-ice systems selected ``on'' independent of icing conditions, and for recognizing and recovering from inadvertent stall. That AD also provides an optional terminating action for the placard installation. This new AD requires the previously optional terminating action. This AD results from an evaluation of in-service airplanes following an accident. The evaluation indicated that some airplanes might have an improperly adjusted stall warning system. We are issuing this AD to prevent an inadvertent stall due to the inadequate stall warning margin provided by an improperly adjusted stall warning system, which could result in loss of controllability of the airplane.
94-13-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires inspections and replacement or reidentification and reinstallation of certain aft engine mount link assemblies. This amendment is prompted by reports of cracking in the aft engine mount link assemblies of airplanes having link assemblies identical to those installed on Model MD-11 series airplanes. The actions specified in this AD are intended to prevent loss of the aft engine mount capability to support engine loads, and possible separation of the engine from the airplane.
83-16-02: 83-16-02 SCHEMPP-HIRTH GMBH AND COMPANY KG: Amendment 39-4664. Applies to Model "Standard Cirrus" sailplanes, certificated in any category. Compliance is required within the next 100 hours time in service or within 120 days, whichever occurs first, after the effective date of this AD, unless already accomplished within the last 400 hours time in service, and thereafter at intervals not to exceed 500 hours time in service from the last replacement. To prevent fatigue fracture of the air brake drive lever ball joints, remove the two ball joints in the air brake drive lever in the fuselage and install new ball joints, P/N MS 961-150-150, in accordance with Schempp-Hirth Technical Note No. 278-23 (LBA-approved), dated January 11, 1979, or an FAA-approved equivalent. An equivalent means of compliance may be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium, or the Manager,Boston Aircraft Certification Branch, ANE-150, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The Schempp-Hirth GmbH and Company KG Technical Note number 278-23 dated January 11, 1979, identified and described in this directive is 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 Schempp-Hirth GmbH and Company KG, Krenbenstrasse 25, 7312 Kirchheim-Teck, Federal Republic of Germany. These documents also may be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective August 24, 1983.
2020-16-15: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited Models DHC-2 Mk. I and DHC-2 Mk. III airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks reported on the forward and aft float strut wire pull fittings. The FAA is issuing this AD to address the unsafe condition on these products.
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.