Results
98-17-01: This amendment supersedes an existing airworthiness directive (AD), applicable to AlliedSignal Inc. TFE731 series turbofan engines, that currently requires the installation of a clamp assembly to support the rigid fuel tube. This action would require the installation of a clamp assembly to support the rigid fuel tube. This amendment requires installation of an improved flexible (flex) fuel tube. This amendment is prompted by reports of fuel leaks from a cracked fuel tube in engines that have already installed a clamp assembly in accordance with the current AD. The actions specified by this AD are intended to prevent cracking of the fuel tube and the subsequent leakage of fuel on or around electrical components, which can cause an engine fire.
78-14-09: 78-14-09 PYROTECTOR, INC.: Amendment 39-3262. Applies to P/Ns 30-207-2, -2A, and -2B; 30-207-3, -3A, and -3B; 30-207-4, -4A, and -4B; 30-207-6, -6A, and -6B; 30-207-7, and -7A; 30-207-8; 30-207-10; 30-207-19; 30-207-20A; 30-215, 30-215-4, and -4B radiation sensing type fire detectors. Compliance is required as indicated. To prevent operation of aircraft with fire detectors possibly having undetected open main power lines, accomplish the following: 1. Check the fire detection system by August 15, 1978, and every 100 hours time in service thereafter, in accordance with Chloride Pyrotector Advisory Bulletin No. PY78-1, Revision 1, dated April 7, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. NOTE: The pilot/operator may perform the required checks. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the aircraft's permanent maintenance record, seeFAR 91.173. 2. Replace faulty detectors with FAA approved replacement detectors. Replacement detectors must be determined to be in compliance with the certification requirements of the aircraft and approved by the FAA for installation on the model aircraft. The manufacturer's advisory bulletin 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 Chloride Pyrotector, 333 Lincoln Street, Hingham, Massachusetts 02043. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts, 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 FAA, New England Region Headquarters, Burlington, Massachusetts. This amendment becomes effective August 8, 1978.
2013-01-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, 737-400, 737-500, and 757-200 series airplanes. This AD was prompted by a report of damage caused by electrical arcing to the wires that connect seat electronics boxes (SEBs). This AD requires installing a new relay and doing certain wiring changes of the entertainment control switch. We are issuing this AD to prevent power from being supplied to passenger seats when the entertainment control switch is in the OFF position, which could cause an electrical shock hazard resulting in serious or fatal injury to maintenance personnel.
98-16-14: This amendment adopts a new airworthiness directive (AD) that applies to all Pilatus Britten-Norman Ltd. (Pilatus Britten-Norman) BN-2, BN-2A, BN-2B, and BN-2T series airplanes. This AD requires replacing the attachment bolts, nuts and washers of the lower fitting of the main landing gear (MLG), and adjusting the torque values of the nuts. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent the bolts that attach the lower fitting of the MLG to the nacelle from becoming threadbound, which could result in structural failure of the MLG with consequent loss of control of the airplane during takeoff, taxi, or landing operations.
98-16-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42 and ATR72 series airplanes, that requires one-time inspections to verify the correct shape of the stiffeners for the upper engine cowl and to detect wear of the aft upper fittings of the rear engine mounts, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent wear (scratches or grooving) of the aft upper fittings of the rear engine mount, and consequent reduced structural integrity of the engine mounts.
84-12-01 R1: 84-12-01 R1 HUGHES HELICOPTERS, INC. (HUGHES HELICOPTERS): Amendment 39-4877 as amended by Amendment 39-4937. Applies to Model 369D and 369E helicopters certificated in all categories. Compliance is required prior to further flight, unless already accomplished. To detect unapproved blades and prevent possible rotor blade failure in flight, accomplish the following: For Hughes Helicopters, Inc., Model 369D and 369E helicopters with main rotor blades installed which have been procured from any source. (a) To verify that the main rotor blades are of the proper Part Number (P/N) 369D21100 internal configuration, comply with the following: (1) A coin tap test or equivalent test shall be used to identify the number of ribs in each blade. Carefully tap along the length of the blade, aft of the spar, from the tip end, using a heavy coin; e.g., U.S. quarter, half dollar, or equivalent. Note the number of ribs in the blade by the difference in sound. The proper P/N 369D21100 blade has 20 ribs, 1.5 inches apart, beginning 1.5 inches from the blade tip. The unapproved 369A1100 series blade has only four ribs, beginning 3 inches from the blade tip. (2) The unapproved blade also has a painted over, flush plug installed to fill a 0.218- to 0.224-inch-diameter hole required in the trailing edge inboard end of all 369A1100 series blades. There is no such hole in the proper P/N 369D21100 blades. Inspect the blade for a filled hole in the trailing edge inboard end. (b) If a blade has four ribs and a filled hole, an improper blade is installed. Replace with an airworthy proper P/N 369D21100 blade prior to further flight. (c) Alternative inspections, modifications, or other actions which provide an equivalent level of safety to this AD may be used when approved by the Manager, Western Aircraft Certification Office, Hawthorne, California. The procedure specified in Hughes Service Information Letter DL-57 or EL-5, dated February 10, 1984, is an alternative. NOTE: Hughes Service Information Letter No. DL-57 or EL-5 dated February 10, 1984, pertains to identification of improper blades. Amendment 39-4877 became effective June 11, 1984. This Amendment 39-4937 becomes effective October 24, 1984.
2012-25-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-200B, 747-200C, 747-200F, 747- 300, 747-400, 747-400F, and 747SR series airplanes. This AD was prompted by reports of broken and damaged latch pin retention bolts and subsequent migration of the latch pins of the main deck side cargo door (MDSCD). This AD requires various repetitive inspections of the MDSCD latch pin fittings, measuring the latch pin, and related investigative and corrective actions if necessary. This AD also requires modifying the latch pin fittings and installing new latch pins and latch pin fasteners. We are issuing this AD to prevent loss of the cargo door and rapid depressurization of the airplane.
98-16-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires a one-time inspection for cracking of the rear pressure bulkhead; and installation of a reinforcement angle on the rear pressure bulkhead; or repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent cracking of the rear pressure bulkhead, which could result in sudden loss of cabin pressure and the inability to withstand fail-safe loads.
84-23-03: 84-23-03 ALEXANDER SCHLEICHER: Amendment 39-4945. Applies to Model ASK-21 sailplanes, all serial numbers, certificated in any category. Compliance is required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To comply with the requirements of Federal Aviation Regulation 21.29(a)(3), accomplish the following: 1. Remove the one placard in the German language fitted in the front and rear cockpit, and replace with new placards in the English language, in accordance with Alexander Schleicher ASK-21 Technical Note No. 14, dated May 16, 1984. 2. Remove and replace the following manual pages in accordance with Alexander Schleicher ASK-21 Technical Note No. 14, dated May 16, 1984: a. In the Flight Manual, remove pages 2 (December 20, 1983) and 21 (March 9, 1983), and replace with pages 2 (May 16, 1984) and 21 (May 16, 1984). b. In the Instructions for Continued Airworthiness, remove pages 2 (December 20, 1983) and 59 (March 9, 1983), and replace with pages 2 (May 16, 1984) and 59 (May 16, 1984). 3. Paragraph 2 of this AD may be accomplished by the pilot with logbook entry. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-10O, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 extension 2710. The Alexander Schleicher ASK-21 Technical Note No. 14, dated May 16, 1984, 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 Alexander Schleicher Segelflugzeubau, D-6416 Poppenhausen, Federal Republic of Germany. These documents may also be examined at the Office of the Regional Counsel, 12 New EnglandExecutive Park, Burlington, Massachusetts 01803. This amendment becomes effective on November 14, 1984.
98-16-25: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 and 200) airplanes, that currently requires repetitive inspections to detect discrepancies of the shock strut end caps and attachment pins of the main landing gear (MLG), and replacement of discrepant parts with new parts. It also requires a check for and replacement of certain pins that currently may be installed on some airplanes. This amendment adds a requirement for the installation of new, improved MLG shock strut upper and lower attachment pins, which constitutes terminating action for the repetitive inspections. This amendment also reduces the applicability of the existing AD by removing certain airplanes. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of attachment pins andthe attachment pin end caps, which could result in failure of the MLG.
98-16-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect corrosion or plating cracks of the pin assemblies in the forward trunnion support of the main landing gear (MLG), and replacement of the pin assembly with a new assembly, if necessary. Such replacement, if accomplished, constitutes terminating action for the repetitive inspections. This amendment is prompted by reports indicating that these pin assemblies were found to have corroded as a result of plating cracks. The actions specified by this AD are intended to detect and correct such corrosion and plating cracks, which could cause breakage of these assemblies, and consequent collapse of the MLG.
2012-27-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Model Tay 620-15 turbofan engines. This AD requires a one-time inspection of the low-pressure compressor (LPC) fan blades and if erosion is found their replacement before further flight. This AD was prompted by evidence of excessive leading edge erosion of the LPC fan blades on certain Tay 620-15 engines. We are issuing this AD to prevent failure of the LPC fan blade, which could result in uncontained engine failure and damage to the airplane.
66-19-03: 66-19-03 MARTIN: Amdt. 39-272 Part 39 Federal Register August 10, 1966. Applies to Model 404 Airplanes. Compliance required as indicated. To detect cracks in the main landing gear oleo cylinders, accomplish the following: (a) Inspect main landing gear oleo cylinders, Martin P/N SE997712, in accordance with (c) within the next 50 hours' in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and at intervals not to exceed 150 hours' time in service from the last inspection. (b) Inspect main landing gear oleo cylinders, except Martin P/N SE997712, in accordance with (c) within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. (c) Remove all grease, dirt, and loose paint in the area between the jury strut attach lugs of the right and left main landing gear oleo cylinders, and inspect each of these areas for cracks using an ultrasonic method or an FAA-approved equivalent method. (d) If a crack is found during the inspection specified in (c), replace the cylinder with a part of the same part number inspected in accordance with this AD and found free of cracks or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, 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. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in (a) to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This directive effective August 19, 1966.
98-16-03: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (Socata) Models TB9 and TB10 airplanes. This AD requires repetitively inspecting the wing front attachments on the wing and fuselage sides for cracks, and repetitively incorporating a certain modification kit (type of kit and time of incorporation depends on whether cracks are found during the inspection). This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent structural failure of the wing front attachments caused by fatigue cracking, which could result in the wing separating from the airplane if the airplane is operated with cracked wing front attachments over an extended period of time.
92-08-15: 92-08-15 MOONEY AIRCRAFT CORPORATION: Amendment 39-8266. Final copy of priority letter. Docket No. 92-CE-29-AD. Applicability: Model M20J airplanes, serial numbers 24-3201, 24-3218 through 24-3238, 24-3240 through 24-3250, and 24-3252 through 24-3256, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent rudder imbalance, which could lead to aerodynamic problems and loss of control of the airplane, accomplish the following: (a) Prior to further flight after the effective date of this AD, accomplish the following: (1) Fabricate a placard with the words "Maximum Gross Weight Reduced to 2,740 Pounds." Install this placard on the airplane instrument panel within the pilot's clear view. (2) Insert a copy of this AD into the limitations section of the Airplane Flight Manual and operate the airplane accordingly. (b) Within the next 15 hours time-in-service after the effective date of this AD, inspect the airplane to ensure that the rudder static balance is within the required limits in accordance with paragraphs 1. through 3. of the INSTRUCTIONS section of Mooney Aircraft Corporation Service Bulletin (SB) M20-252, dated April 6, 1992. (c) If the rudder static balance falls outside the limits specified in Mooney Aircraft Corporation SB M20-252, prior to further flight, adjust the rudder balance weight in accordance with paragraphs 4. through 7. of the INSTRUCTIONS section of Mooney Aircraft Corporation SB M20-252, dated April 6, 1992. (d) The placard and Airplane Flight Manual limitation required by paragraphs (a)(1) and (a)(2) of this AD are no longer required after compliance with paragraphs (b) and (c) of this AD as applicable. (e) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office, FAA, 4400 Blue Mound Road, Fort Worth, Texas 76193-0150. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Fort Worth Airplane Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Fort Worth Airplane Certification Office. (f) The inspection and possible modification required by this AD shall be done in accordance with Mooney Aircraft Corporation Service Bulletin M20-252, dated April 6, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from the Mooney Aircraft Corporation, P.O. Box 72, Kerrville, Texas 78029-0072. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room8401, Washington, DC. (g) This amendment becomes effective on June 30, 1992, to all persons except those persons to whom it was made immediately effective by priority letter AD 92-08-15, issued April 9, 1992, which contained the requirements of this amendment.
2012-26-15: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc. air data pressure transducers as installed on various aircraft. This AD requires various tests or checks of equipment having certain air data pressure transducers, and removal of equipment if necessary. As an option to the tests or checks, this AD allows removal of affected equipment having certain air data pressure transducers. This AD was prompted by a report of a pressure measurement error in the pressure transducer used in various air data systems, which translates into air data parameter errors. We are issuing this AD to detect and correct inaccuracies of the pressure sensors, which could result in altitude, computed airspeed, true airspeed, and Mach computation errors. These errors could reduce the ability of the flightcrew to maintain the safe flight of the aircraft and could result in consequent loss of control of the aircraft.
2010-12-03: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. models CFM56-3 and -3B turbofan engines. This AD requires initial and repetitive inspections for damage to the fan blades. This AD results from a report of a failed fan blade with severe out-of-limit wear on the underside of the blade platform where it contacts the damper. We are issuing this AD to prevent failure of multiple fan blades, which could result in an uncontained failure of the engine and damage to the airplane.
75-10-02 R2: 75-10-02 R2 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2194 as amended by Amendment 39-2237 is further amended by Amendment 39-3985. Applies to Lockheed-California Company Model L-1011-385-1 series airplanes, certificated in all categories, which incorporate the galley door type design configuration. To prevent possible unsafe condition to the flight attendants in the underfloor galley service area and possible damage to the underfloor galley service area interiors, accomplish the following: (a) Galley Door Inspections, Corrections and Visual Confirmation of Galley Door Safe Condition. (1) Within 250 flight hours after the effective date of this AD, unless previously accomplished within the last 2250 flight hours prior to the effective date of this AD, and at intervals not to exceed 2500 flight hours thereafter, perform the inspections and complete the necessary corrective adjustments to the door mechanical and electrical systems as specified in the Lockheed-CaliforniaCompany Alert Service Bulletin 093-52-A075, dated March 28, 1975, or later FAA-approved revisions. (2) Within 250 flight hours after the effective date of this AD, on all flights thereafter conducted, (i) A visual check to confirm the proper engagement of the door ditch latches from inside of the galley must be performed by a member of the flight crew or flight attendants just prior to taxiing from the ramp, per instructions described on the applicable galley door decal. (Lockheed Alert Service Bulletin 093-52-A075, dated March 28, 1975, or later FAA- approved revisions, describes a procedure for accomplishment of the visual check and the decal.) (ii) If the check required by (i), above, is performed by other than the flight crew, the results of the check will be made known to the flight crew prior to each flight. (iii) Record the accomplishment of the check in a record maintained by the operator. (3) Modification of the door actuator mechanism and switchinstallation per Lockheed-California Company Service Bulletin 093-52-075 Revision 3 dated April 6, 1976, constitutes terminating action for the conduct of the repetitive inspections required by paragraph (a) of this AD. (b) Rework of galley door Link Arm Assemblies. (1) Within 250 flight hours after the effective date of this AD, unless previously accomplished, perform the removal and rework of eight galley door link arm assemblies as specified in Part 1 of Lockheed-California Company Service Bulletin 093-52-038, Revision Number 2, dated May 10, 1974, or later FAA-approved revisions. (2) Within 2500 flight hours of the effective date of this AD, unless previously accomplished, perform the rework of all spare galley door link arm assemblies specified in Part II of Lockheed-California Service Bulletin 093-52-038, Revision Number 2, dated May 10, 1974, or later FAA-approved revisions. Equivalent inspections, modifications and replacements may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. Airplanes may be flown to a base for the accomplishment of the inspections and replacements required by this AD, per FAR's 21.197 and 21.199. 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 may obtain copies upon request to Lockheed-California Company, Post Office Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 15000 Aviation Boulevard, Hawthorne, California 90261, Room 6W14. Amendment 39-2194 became effective May 8, 1975. Amendment 39-2237 was effective June 18, 1975 for all persons except those to whom it was made effective by telegram dated May 23, 1975, which contained this amendment. This amendment 39-3985 becomes effective December 16, 1980.
93-01-07: 93-01-07 BEECH AIRCRAFT CORPORATION: Amendment 39-8461. Docket 92-NM-164- AD. Applicability: Model 400A series airplanes having serial numbers RK-1 through RK-32, inclusive; and Model 400T series airplanes having serial numbers TT-1 through TT-6, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent snagging of the end clevis fitting and kinking (and subsequent failure) of the emergency release cable of the main landing gear, which may prevent extension of the main landing gear, accomplish the following: (a) Within 100 flight hours after the effective date of this AD, replace the existing link assembly from the uplink mechanism of the main landing gear door with an improved link assembly, in accordance with Beechcraft Service Bulletin 2447, dated June 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used ifapproved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Beechcraft Service Bulletin 2447, dated June 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 2, 1993.
98-15-17: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-80A3 series turbofan engines. This action requires initial and repetitive on-wing borescope inspections of the left hand aft mount link assembly for cracks, bearing migration, and bearing race rotation, and, if necessary, replacement with serviceable parts. This amendment is prompted by a report of a fractured left hand aft mount link discovered during a scheduled engine removal. The actions specified in this AD are intended to prevent left hand aft mount link failure, which can result in adverse redistribution of the aft mount loads and possible aft mount system failure.
69-15-02: 69-15-02 BELL: Amdt. 39-815. Applies to Model 206A helicopters equipped with magnesium cyclic bellcrank support assemblies. Compliance required as indicated. To prevent failure of the magnesium cyclic bellcrank support assemblies, P/N 206-001- 521, due to fatigue cracks, accomplish the following: (a) Inspect the right- and left-hand support assemblies, P/N 206-001-521, that have accumulated 25 hours' total time in service after April 15, 1969, before the first flight of each day as follows: (1) Remove the upper forward cowling, P/N 206-061-801, to expose the hydraulic power cylinders. (2) Inspect the attachment of the support assemblies to the fuselage for firmness by grasping with the fingers. If the support assembly is loose, torque the nut on the NAS 1304-9 bolt to 80 to 100 inch-pounds and the nut on the NAS 1305-9 bolt to 120 to 145 inch-pounds. If a nut is inaccessible, torque the bolt head in accordance with the method described in paragraph 4 ofBell Helicopter Company Service Bulletin No. 206A-11 Revision A, dated July 23, 1969, or in accordance with a method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (3) Inspect visually the right and left-hand support assemblies, P/N 206-001- 521, for cracks in the spotfaced areas around the attachment bolts and in the fillet radii between the base and vertical section of the supports, using a flashlight or equivalent. Both the forward and aft flange fillet radii and spotfaced areas must be inspected. (4) Smooth out any nicks or corrosion visible in the forward and aft flange fillet radii and the spotfaced areas, using a fine file and crocus cloth. (b) Remove and replace the support assembly before further flight if cracks are found. Inspect cyclic control rigging in accordance with paragraph 4-30 of the Model 206A Maintenance and Overhaul Instructions when the support assembly is replaced. (c) Remove and replace right- and left-hand magnesium support assemblies with new aluminum support assemblies, P/N 206-001-544, within 100 hours' time in service after the effective date of this AD in accordance with the procedures in Bell Helicopter Company Service Bulletin No. 206A-11 Revision A, dated July 23, 1969, or in accordance with a procedure approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (d) The inspections in paragraph (a) are no longer required when aluminum bellcrank supports are installed in accordance with paragraph (c). (Bell Model 206A Maintenance and Overhaul Manual Interim Revision No. 206A-69-16 pertains partially to this subject.) This supersedes Amendment 39-746 (34 F.R. 6472), AD 69-07-03. This amendment becomes effective August 16, 1969.
2012-26-12: We are adopting a new airworthiness directive (AD) for all Thielert Aircraft Engines GmbH (TAE) TAE 125-02-99 and TAE 125-02-114 reciprocating engines. This AD requires inspection of the oil filler plug vent hole at the next scheduled maintenance or within 110 flight hours after the effective date of this AD. If chips are found to be blocking the vent hole, additional corrective action is required before next flight. This AD was prompted by an in-flight shutdown of an airplane equipped with a TAE 125-02-99 engine. We are issuing this AD to prevent engine in-flight shutdown or power loss, possibly resulting in reduced control of the airplane. [[Page 1729]]
98-15-24: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10-V sailplanes. This AD requires replacing the propeller blade suspension forks with parts of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent propeller suspension fork failure caused by design deficiency, which could result in loss of a propeller blade and loss of sailplane controllability.
2012-26-11: We are adopting a new airworthiness directive (AD) for the Bell Helicopter Textron Inc. (BHTI) Model 205A, 205A-1, and 205B helicopters with certain starter/generator power cable assemblies (power cable assemblies). This AD requires replacing the power cable assemblies and their associated parts, and performing continuity readings. This AD was prompted by the determination that the power cable assembly connector (connector) can deteriorate, causing a short in the connector that may lead to a fire in the starter/generator, smoke in the cockpit that reduces visibility, and subsequent loss of helicopter control.
2012-26-09: We are adopting a new airworthiness directive (AD) for Burkhart GROB Luft- und Raumfahrt GmbH Models GROB G 109 and GROB G 109B sailplanes. 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 corrosion and/or cracking of the elevator control rod that could lead to failure of the elevator control rod with consequent loss of control. We are issuing this AD to require actions to address the unsafe condition on these products.