Results
78-23-08: 78-23-08 AVCO LYCOMING: Amendment 39-3334. Applies to all IO-540-G1B5, -K1F5, -P1A5 and - S1A5 series engines with serial numbers up to and including L-17835-48 or -45A and all IO-540-G1B5, -K1F5, - P1A5, -S1A5 series engines overhauled (also known as remanufactured) by Lycoming prior to March 30, 1978. Compliance required within the next 50 hours' in service after the effective date of this AD, unless already accomplished. To prevent possible fuel leakage due to failure of the fuel pump to fuel injector tube elbow replace the fuel pump to fuel injector tube part number LW-10445 and the fuel pump to fuel injector tube elbow, part number LW-10446 with flexible hose assembly, part number LW-12877-6-051. Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA), Eastern Region, may adjust the compliance time specified in this AD. (NOTE: AVCO Lycoming Service Bulletin No. 421 covers this subject.) This amendment is effective November 7, 1978.
81-24-02: 81-24-02 GULFSTREAM AMERICAN CORPORATION (GRUMMAN AMERICAN AVIATION CORPORATION): Amendment 39-4259. Applies to Model G-1159 Serial Numbers 1 through 248, 250, 251, 253 through 258 and 775; Model G-1159A Serial Numbers 249, 252, 300 through 338 and 875. Compliance required within the next 75 hours time in service after the effective date of this AD, unless already accomplished. To prevent the loss of fluid flow in the auxiliary hydraulic system following a complete loss of fluid in the combined hydraulic system, install a check valve in the reservoir system in accordance with Gulfstream American Aircraft Service Change (ASC) No. 295 (for the Model G-1159) and ASC No. 21 (for the Model G-1159A), both dated September 1, 1981. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective November 23, 1981.
60-07-01: 60-07-01 ALLISON: Amdt. 124 Part 507 Federal Register March 29, 1960. Applies to Models 501-D13D and 501-D13E Engines. Compliance required within the next 25 hours of operation. A few cases of third stage turbine blade failures have occurred due to a resonance condition at low speed ground idle. All of these failures to date have resulted in visible damage to fourth stage blades as well as fourth stage vanes. In one case continued operation of an engine with a failed blade resulted in failure of the turbine inlet case-vane case split line bolts. (a) Aircraft not having operating engine vibration detection equipment must observe the following engine operating restriction and inspection. (1) Low speed ground idle operation from time all engines are started to stopping all engines at end of flight not to exceed 4 minutes total time. (2) Conduct inspection of fourth stage turbine blades at intervals not to exceed 25 hours of operation for indications of damage using adequate light and optical aid. (b) Aircraft having operating engine vibration detection equipment shall use this equipment to detect any indications above normal and if found, the above inspection of fourth stage turbine blades shall be conducted upon arrival at the next maintenance base. If any damage is discovered as a result of (a) or (b) it is cause for more detailed inspection and/or engine removal. (c) This restriction will not apply to engines modified in accordance with Allison Commercial Engine Bulletin No. 72-77 by installation of third stage turbine blades P/N 6794773 identified by a stripe of heat and corrosion resistant aluminum polytherm paint 1/2-inch wide and 4 inches long around contour of the inlet casing clockwise starting at the 1:00 position forward of the terminal block mounting flange. (Allison Commercial Engine Bulletin No. 72-77 covers the same subject.)
2009-14-05: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney models PW2037, PW2037(M), and PW2040 turbofan engines. This AD requires 12th stage disks of certain high-pressure compressor (HPC) drum rotor disk assemblies, to be inspected for cracks by Pratt & Whitney using a special eddy current inspection procedure. This AD results from six HPC 12th stage disks found cracked during HPC module disassembly at overhaul. We are issuing this AD to prevent uncontained failure of the HPC 12th stage disk and airplane damage.
78-23-02: 78-23-02 ROLLADEN SCHNEIDER: Amendment 39-3336. Applies to Model LS1-f and LS3 gliders, all serial numbers, certificated in all categories. Compliance is required within the next 25 hours time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed one year from the last inspection until the tow release mechanism cable is replaced in accordance with the method specified in paragraph (b) of this AD. To prevent a tow release mechanism cable failure due to corrosion or cable strand damage, accomplish the following: (a) Remove the seat pan from the aircraft and using care not to damage the CG tow release mechanism cable, cut out approximately four (4) inches of the plastic fairlead (tube) covering the tow release mechanism cable, preferably at a low point in the cable run and just forward of the landing gear box. Move the tow release mechanism cable forwards and backwards through the cutout in the plastic tube and inspect the cable for corrosion or cable strand damage. (b) If during an inspection required by paragraph (a) of this AD, corrosion or cable strand damage is found, before further flight, replace the two release mechanism cable with a new stainless steel cable of 2.4 mm diameter, LN9389 or U.S. equivalent MIL-W-5424B, in accordance with Rolladen Schneider Technical Bulletins No. 35 dated May 12, 1978, or No. 3007 dated May 12, 1978, as applicable or in accordance with criteria provided in Chapter 4 of FAA Advisory Circular 43.13-1A "Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair" or equivalent procedure approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. NOTE: Rolladen Schneider Technical Bulletins No. 35 dated 5/12/78 applicable to the Model LS1-f glider and No. 3007 dated 5/12/78 applicable to the Model LS3 glider pertain to the same subject as this AD. This amendment becomes effective November 16, 1978.
2009-13-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Fokker Model F.28 Mark 0100 airplanes. That AD currently requires revisions to the airplane flight manual (AFM) to include procedures to prohibit use of reverse engine thrust power settings between idle and emergency maximum and to prohibit stabilized engine operation in a certain engine speed range on the ground. This new AD continues to require revising the AFM to include certain procedures. This AD also requires removing the normal maximum (second) detent for the reverse-thrust control. In addition, this AD requires revising the AFM to prohibit use of reverse thrust in flight and to limit operation of Max Reverse thrust. This AD results from issuance of mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to prevent inadvertent operation inthe prohibited stabilized engine speed range on the ground, which could result in uncontained engine fan blade failure due to high cycle fatigue cracking.
83-06-03: 83-06-03 MCDONNELL DOUGLAS: Amendment 39-4590. Applies to McDonnell Douglas Model DC-9-30, -40, and -50 series airplanes, with the following MLG strut serial numbers installed: R4429N, R4430 through R4436, R4438 through R4449, R4462 through R4469, R5415 through R5420, R7475, R7476, R7478 through R7526, R8734, R8736, R8742, and R8743, certificated in all categories. Compliance required prior to December 14, 1983, unless previously accomplished. \n\n\tTo prevent failure of the main landing gear support structure, accomplish the following: \n\n\tA.\tPerform an eddy current inspection to determine the heat treat condition of the restrictor support tube in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 32-186, original issue, dated January 29, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tReplace restrictor tubes if any are found to be improperly heat treated in accordance with the above service bulletin. \n\n\tC.\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\tD.\tAlternate means of compliance which provide an equivalent 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 these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168, or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis amendment becomes effective April 28, 1983.
80-17-04: 80-17-04 AEROSONIC CORPORATION: Amendment 39-3873. Applies to all Aerosonic Fuel Flow Transducers, Part Numbers 33184-1 and 32622-6, installed on, but not limited to, Cessna Models 335, 340A, 402B, 404, 414A, and 421C; Mooney Aircraft Corporation Models M20J and M20K; and Piper Aircraft Aerostar Models 600, 601, and 601P airplanes certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible fuel leakage, accomplish the following within the next 25 hours time in service after the effective date of this AD: (a) Inspect for installation of Aerosonic Fuel Flow Transducers Part Numbers 33184-1 or 32622-6 (name plate has part number identification). If the Transducers(s) is identified with the word "FLO-SCAN" on the bottom, or is identified with an Aerosonic part number other than 33184-1 or 32622-6, or any other manufacturer's part number the unit(s) is acceptable. (b) Remove Aerosonic Fuel Flow Transducers, Part Numbers 33184-1 and 32622-6 (except "FLO-SCAN) identified in paragraph (a) and reinstall Aerosonic replacement units identified with "FLO-SCAN", Serial Numbers 5000 and up. (c) Accomplish the following in accordance with Aerosonic Service Bulletin No. 1 dated June 30, 1980, or Service Bulletin No. 2 dated June 26, 1980, as applicable: (1) Torque fittings to 25-30 ft. lbs. (2) Perform a system leak check. (d) Make an appropriate entry in the aircraft maintenance record. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective August 13, 1980.
2009-12-07: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E, A109S, A119, and AW119MKII helicopters. 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 European Aviation Safety Agency (EASA), the Technical Agent for the aviation authority of Italy, with which we have a bilateral agreement, has issued an MCAI AD which states that two cases of cracks on a certain cargo hook lever (lever) have been reported by the manufacturer of the cargo hook. This lever is a critical structural component of the cargo hook, and a crack could result in inadvertent loss of the cargo hook load. This AD requires actions that are intended to address the unsafe condition caused by cracks in the cargo hook lever.
2009-13-06: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) PA-23 series airplanes and all PA-31 and PA-42 series airplanes. This AD establishes life limits for safety- critical nose baggage door components. This AD also requires you to replace those safety-critical nose baggage door components and repetitively inspect and lubricate the nose baggage door latching mechanism and lock assembly. This AD results from several incidents and accidents, including fatal accidents, where the nose baggage door opening in flight was listed as a causal factor. We are issuing this AD to detect and correct damaged, worn, corroded, or non-conforming nose baggage door components, which could result in the nose baggage door opening in flight. The door opening in flight could significantly affect the handling and performance of the aircraft. It could also allow baggage to be ejected from the nose baggage compartment and strike the propeller. This failure could leadto loss of control.
79-10-16: 79-10-16 BOEING: Amendment 39-3474. Applies to all Boeing 707-300/-400/-300B/-300C airplanes noted in Boeing Service Bulletin 3356: \n\tNo later than December 31, 1980, modify the horizontal stabilizer in accordance with the terminating action specified in Boeing Service Bulletin 3356, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective June 25, 1979.
2009-12-09: 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: * * * * * [C]hafed wirings were found in the rear baggage zone, closed [close] to the forward side of the aft pressure bulkhead, due to contact with an understructure securing screw. The concerned wiring harness includes rudder trim, pitch trim and stick pusher control wires. Damages on those wires might lead to the loss of fail safe criteria for those critical functions. * * * * * The unsafe condition is reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-25-02 R2: 80-25-02 R2 AVCO LYCOMING: Amendment 39-4016. Applies to O-235 series engines with Serial Numbers L-12500-15 thru L-20676-15 inclusive, all remanufactured O-235 series engines, regardless of serial number, shipped between December 10, 1976, and November 8, 1979, and all O-235 series engines regardless of serial number that had pushrods replaced between December 10, 1976, and November 24, 1980. Model O-235 series engines are installed in but not limited to, Piper PA-38-112, Cessna 152, Gulfstream American AA1C, Beech 77, and Bellanca 7ECA aircraft. This AD does not apply to O-235 series engines incorporating eight pushrods P/N 73806, identified by revision letter K or subsequent revision letter, or by code T-T, -85 or the symbol # as described in Lycoming Service Bulletin No. 453 or a subsequent approved revision. Compliance with this AD is also required by the following engine serial numbers which were previously exempt by Emergency Airworthiness Directive 80-25-02 R1:L-15619-15 L-19029-15 L-20155-15 L-20385-15 L-16333-15 L-19030-15 L-20156-15 L-20386-15 L-17291-15 L-19031-15 L-20157-15 L-20387-15 L-17644-15 L-19145-15 L-20158-15 L-20388-15 L-18054-15 L-19146-15 L-20172-15 L-20389-15 L-18055-15 L-19147-15 L-20173-15 L-20428-15 L-18073-15 L-19148-15 L-20174-15 L-20429-15 L-18074-15 L-19149-15 L-20175-15 L-20430-15 L-18141-15 L-19766-15 L-20176-15 L-20431-15 L-18142-15 L-19767-15 L-20242-15 L-20432-15 L-18207-15 L-19768-15 L-20243-15 L-20460-15 L-18208-15 L-19990-15 L-20244-15 L-20461-15 L-18502-15 L-19991-15 L-20245-15 L-20462-15 L-18503-15 L-19992-15 L-20246-15 L-20463-15 L-18601-15 L-19993-15 L-20323-15 L-20464-15 L-18948-15 L-19994-15 L-20324-15 L-20523-15 L-18949-15 L-19995-15 L-20325-15 L-20524-15 L-18950-15 L-19996-15 L-20326-15 L-20525-15 L-18951-15 L-19997-15 L-20327-15 L-20526-15 L-19028-15 L-19999-15 L-20384-15 L-20527-15 L-20609-15 L-20610-15 L-20611-15 L-20612-15 Compliance required as indicated: In order to prevent failures of engine pushrods which can cause rough engine operation and power loss, accomplish the following: 1. Prior to further flight, remove all eight pushrods and inspect for loose ball ends and evidence of bulging and splitting of the pushrod tubing. Measure the length of the pushrod assembly. The overall length shall not be less than 11 17/32 inches. If all these conditions are satisfactory set valve clearances in accordance with Paragraph 8 of Lycoming Service Instructions Nos. 1388A dated January 25, 1980, and 1068A dated September 1, 1978. If any pushrod is found damaged or is less than the specified dimension noted above, replace with a serviceable part prior to further flight. 2. Within 25 hours in service after the effective date of this AD and every 25 hours thereafter, measure and record valve tappet clearances inaccordance with Lycoming Service Instructions 1388A and 1068A. If any valve clearance increases more than .015 inch since the last 25 hour inspection, remove the pushrod and inspect for damage and shortening in accordance with Item 1 above. 3. The 25 hour repetitive inspection described in Paragraph 2 above may be discontinued upon installation of P/N 73806 pushrods which have been identified by one of the codes specified in this AD. 4. A special flight permit may be issued in accordance with FAR 21.197 to fly the aircraft to a base where the above inspections may be accomplished. 5. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Beech Aircraft Corp. Executive Airplane Service Communique No. 52 dated December 16, 1980, pertains to this subject.) This Amendment becomes effective Jan. 13, 1981, to all persons except those to whom it was made effective by airmail letters dated November 25, 1980, November 28, 1980, and December 3, 1980.
82-03-06: 82-03-06 MCDONNELL DOUGLAS: Amendment 39-4311. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, and -80 series airplanes, including C-9A, C-9B, and VC-9C airplanes, certificated in all categories, equipped with Kevlar tailcones. Compliance required within the next 900 hours time-in-service from the effective date of this AD, unless already accomplished. To assure proper operation of the tailcone emergency exit release mechanism on aircraft utilizing tailcone assemblies P/N 5910233-505 or P/N 5910233-507, accomplish the following: \n\n\tA.\tReplace or modify the tailcone lock housing as outlined in the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 53-158 dated July 15, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. \n\n\tB.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. \n\n\tSpecial 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. \n\n\tThis Amendment becomes effective March 11, 1982.
63-08-05: 63-08-05 SUD AVIATION: Amdt. 557 Part 507 Federal Register April 18, 1963. Applies to All SE-210 Caravelle Mark III and VIR Aircraft. Compliance required within 300 hours' time in service after the effective date of this AD on aircraft with 2,700 or more hours' time in service on the effective date of this AD or before 3,000 hours' time in service on aircraft with less than 2,700 hours' time in service on the effective date of this AD. To prevent overtorquing and possible failure of frequently removed flight control system bolts and to prevent failure of flight controls, accomplish the following: (a) Remove the flight control system bolts having a shank diameter less than 6 mm. and replace them with new bolts in accordance with Sud Service Bulletin No. 27-131, Revision 2, dated October 4, 1962. (b) Modify flight control rod ends and bellcranks in accordance with Sud Caravelle Service Bulletin No. 27-138, Revision 1, dated July 3, 1962. NOTE: Provision (b) makes it physically impossible for improper installation of these units. Bulletin No. 27-138 lists parts which must be added on specified aircraft. This directive effective May 20, 1963.
2009-11-09: 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: An A300-600 operator reported a recent event which occurred during the take-off roll, where a SOGERMA co-pilot seat slid back uncommanded to the end position. The seat horizontal movement actuator was replaced on the affected co-pilot seat. At the following take-off roll the same event occurred, the co-pilot seat sliding back uncommanded again. * * * An unwanted movement of pilot or co-pilot seat in the horizontal direction is considered as potentially unsafe, especially during the take-off phase when the speed of the aeroplane is greater than 100 knots and until landing gear retraction. * * * * * Uncommanded movement of the pilot and co-pilot seats during takeoff or landing could interfere with the operation of the airplane and, as a result, could cause consequent loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
80-12-15: 80-12-15 ROSEMOUNT, INC.: Amendment 39-3848. Applies to all Model 856 AE-12, -13, and -15 Pitot-Static Probes up to and including S/N 49529. Compliance is required as indicated unless already accomplished. To prevent icing of the Pitot-Static Probe, accomplish the following: Within the next 100 hours time in service, conduct resistance checks of the Pitot-Static Probe heater element in accordance with procedures in paragraph 10, Parts II and III of Boeing Alert Service Bulletin 737-30A1018 dated June 9, 1980 or FAA approved equivalent. All probes, including spares, serial numbers up to and including S/N 49529, must be checked. Probes with resistance values less than the minimum limits in the Boeing Alert Service Bulletin are considered defective. Dispatch of an airplane with defective probe heaters is limited to the minimum equipment list (MEL) restriction for operation with a failed Pitot-Static Probe heater (MEL Item 30-5). A defective probe falls into the categoryof an inoperative probe heater for MEL dispatch purposes. Upon request of the operator an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This amendment becomes effective July 25, 1980, as to all persons except those to whom it was made immediately effective by airmail letter dated June 11, 1980, which contained this amendment.
2009-10-12: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 747 airplanes. The existing AD currently requires modifying the inflation systems of the upper deck escape slides; single-piece off-wing escape ramps/slides; two-piece off-wing escape slides; and door 1, 2, 4, and 5 escape slides/rafts; as applicable. This AD expands the applicability to include an additional airplane. This AD results from a report of 30- to 60-second delays in the inflation of escape slides/rafts. We are issuing this AD to prevent actuation delays in the inflation systems of the escape slides/rafts, which could result in delayed or failed deployment of escape slides/ rafts during emergency evacuation of an airplane.
81-08-03: 81-08-03 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-4084. Applies to Nomad Model N22B (Serial Nos. N22B-5 and up) and Model N24A (Serial Nos. N24A-42 and up), airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To reduce the rate of wear experienced in the horizontal stabilizer trim tab control linkages and prevent instability due to excessive free play, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, unless already accomplished, modify the horizontal stabilizer structure to accept the balanced trim tabs in accordance with Part A, "ACCOMPLISHMENT INSTRUCTIONS," of GAF Nomad Service Bulletin NMD-55-12, dated August 29, 1980, (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. The trim tabs previously modified in accordance with Service Bulletin NMD-55-8 may be reinstalled until paragraph (b) is accomplished. (b) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, install the balanced trim tabs in accordance with Part B of the Service Bulletin, or an FAA-approved equivalent. (c) If an equivalent means of compliance is used in complying with paragraphs (a) and (b) of this AD, that equivalent means must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. This amendment becomes effective April 23, 1981.
80-04-01: 80-04-01 MITSUBISHI: Amendment 39-3686. Applies to: Model MU-2B-36 aircraft serial numbers 675, 681, 684, 687, 688, 691, and 695; models MU-2B-36A, and MU-2B-60, serial numbers 697SA, 699SA, 701SA, 706SA, 708SA, 709SA, 711SA, 713SA, 714SA, 719SA, 720SA, 721SA, 723SA, 725SA, 727SA, 729SA through 736SA, 738SA through 747SA, 749SA through 757SA, 759SA, 761SA, 763SA and 765SA. Compliance is required within the next 25 hours of flight time, after the effective date of this AD, unless already accomplished. To assure a reliable attitude reference and retain eligibility for IFR operation, install an improved avionic equipment mounting shelf in accordance with: (1) Mitsubishi Aircraft International Service Note No. 062 dated November 30, 1979, on affected Serial Number MU- 2B-36 aircraft, or (2) Mitsubishi Aircraft International Service Bulletin SB015/53-001 dated November 30, 1979, on affected serial number MU-2B-36A and MU-2B-60 aircraft. If the improved avionic equipment mounting shelf is not installed within the 25 hour compliance period, aircraft operations are limited to day VFR only. In this event install a placard stating "OPERATIONS LIMITED TO DAY VFR" with letters a minimum of 1/4 inch high in clear view on the pilot's instrument panel. The placard and limitation can be removed upon incorporation of the improved avionic equipment shelf. The manufacturer's instructions 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 of the Service Bulletin or Service Note upon request to Mary Ann Lowry, Publications Group, Mitsubishi Aircraft International, P.O. Box 3848, San Angelo, Texas 76901; telephone (915) 944-1511, extension 269; Telex 73-9438. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 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 Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective February 14, 1980.
81-03-05: 81-03-05 AVCO LYCOMING: Amendment 39-4038. Applies to all IGSO-480-A1E6 with S/Ns up to and including L-2066-44; IO-540-A1A5 with S/Ns up to and including L-19212-48; IO-540-B1C5 with S/Ns up to and including L-9631-48; IO-540-K1E5 with S/Ns up to and including L-19698-48A; IGO-540-A1A, -B1A, - B1C with S/Ns up to and including L-339-49; IGSO-540-A1A, -A1C, -A1D, -A1E, -A1H with S/Ns up to and including L-3637-50. Compliance required within the next 50 hours' in service after the effective date of this AD, unless already accomplished. To prevent fuel leakage in the mixture control shaft assembly on Bendix Model RS-10FB1, RS-10ED1, RS-10ED2, RS-10B1 and RS-10B2 fuel injectors, accomplish the following: a. Modify the mixture control shaft assembly with new parts in accordance with Bendix Service Bulletin RS-62, Rev. 1, dated 2/14/80, or FAA approved equivalent. b. All modified fuel injectors must be reidentified in accordance with instructions noted in the above Service Bulletin. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA) Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, The Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time specified in this AD. Lycoming Service Bulletin No. 444 also pertains to this subject. This amendment is effective February 11, 1981.
2009-10-07: 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: During the flight test campaign of the A380-861 model (Engine Alliance powered), some cracks were found on the Movable Flap Track Fairing number 6 (MFTF6). These cracks were located at the pivot attachment support-ring and at the U-frame in the attachment area to aft-kinematic. In addition, delamination has been observed within the monolithic Carbon Fibre Reinforced Plastic (CFRP) structure around the pivot support-ring. This condition, if not corrected, could lead to in-flight loss of the MFTF6, potentially resulting in injuries to persons on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
81-15-06: 81-15-06 BOEING: Amendment 39-4165. Applies to all Model 747 series airplanes, certificated in all categories, listed in Boeing Alert Service Bulletin No. 747-52A2180 Revision 1, or later FAA approved revision. \n\n\tCompliance is required as indicated unless already accomplished.\n \n\tTo prevent jamming of the crew compartment overhead hatch, accomplish the following: \n\n\tA.\tWithin 90 days of the effective date of this AD, magnetic particle inspect Rack Pin Assemblies P/N's H759-47, -49, -51, -93 used on the crew compartment overhead hatch assemblies in accordance with Boeing Alert Service Bulletin No. 747-52A2180, Revision 1, or later FAA approved revisions.\n \n\tB.\tUnless previously inspected, any Rack pin assemblies, P/N's H759-47, -49, -51, -93, installed after the effective date of this AD must be magnetic particle inspected prior to installation in accordance with Boeing Alert Service Bulletin No. 747-52A2180, Revision 1, or later FAA approved revisions. \n\n\tC.\tRack pin assemblies found to be crack free may be suitably identified as directed by Boeing Alert Service Bulletin No. 747-52A2180 Revision 1, or later FAA approved revisions and returned to service. \n\n\tD.\tRack pin assemblies found to be cracked are to be discarded. \n\n\tE.\tAlternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region.\n \n\tF.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and FAR 21.199. \n\tThe 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).\n \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also beexamined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective July 28, 1981.
62-24-03: 62-24-03 CESSNA and SILVAIRE: Amdt. 505 Part 507 Federal Register November 10, 1962. Applies to All Cessna 120, 140, or 140A Aircraft and All Silvaire (Luscombe) 8E, 8F, or T8F Aircraft Modified to Incorporate McKenzie Aircraft Repair, Inc. Installations of Various Lycoming Engines in Accordance With Supplemental Type Certificates Nos. SA4-95, SA4-173, SA4-376, SA4-581, SA4-629, SA4-639, SA4-640, SA4-641, SA4-642, SA4-1159, SA4-1201, and SA4-1286 and With FAA Engineering Approved Repair and Alteration Forms ACA-337 Dated March 30, 1955, and June 21, 1955. Compliance required as indicated. Failures of the exhaust stacks have occurred in the area of the cabin heat muffs. Such failures can cause hazardous carbon monoxide contamination of the cabin when cabin heat is used. To preclude additional failures and cabin CO contamination, accomplish the following: (a) If continued use of the cabin heat system is desired: (1) Within the next 10 hours' time in service after the effective date of this AD: (i) Render the cabin heat system inoperative by positively securing the heat control in the "OFF" position; or (ii) Install, adjacent to the cabin heat control, a placard with the following wording, "DO NOT USE CABIN HEAT-CONTROL MUST REMAIN IN 'OFF' POSITION."; or (iii) Accomplish the inspection and rework required by (2). (2) Unless already accomplished in accordance with (a)(1)(iii), not later than 50 hours' time in service after the effective date of this AD: (i) Remove the cabin heat muff and perform a visual inspection of the exhaust stack for cracks. Pay particular attention to the area where the muff attaching straps are welded to the stack. Reinspect at intervals not to exceed 50 hours' time in service. Replace or repair by welding all cracked stacks; (ii) Cut off the cabin heat muff attaching straps adjacent to the welds. Discard the straps and reattach the heat muff to the stack in accordance with McKenzie Aircraft Repair, Inc. Service Bulletin No. 1 dated September 6, 1962, or an FAA approved equivalent; (iii) Unsecure the heat control required by (a)(1)(i), if secured; and (iv) Remove the placard required by (a)(1)(ii), if installed. (b) If use of the cabin heat system is not desired: (1) Within the next 10 hours' time in service after the effective date of this AD: (i) Remove the cabin heat muff and associated ducting and controls; and (ii) Close any openings in the firewall that result from the removal of the ducting and controls in accordance with Civil Air Regulations 3.624. (2) The cabin heat system may be reinstalled upon compliance with (a)(2)(i) and (ii). This directive effective November 21, 1962.
2009-09-07: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. For all airplanes, this AD requires repetitive overhaul of the retract actuator beam of the main landing gear (MLG). For certain airplanes, this AD requires repetitive inspections for damage of the retract actuator beam, and related investigative and corrective actions if necessary. This AD results from reports of broken retract actuator beams of the MLG and the subsequent failure of the MLG to fully retract. We are issuing this AD to detect and correct broken retract actuator beams of the MLG, which could cause damage to the beam arm, hydraulic tubing, and flight control cables. Damage to the flight control cables could result in loss of control of the airplane.