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2011-12-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive testing of the stabilizer takeoff warning switches, and corrective actions if necessary. This AD was prompted by reports that the warning horn did not sound during the takeoff warning system test of the S132 ''nose up stab takeoff warning switch.'' We are issuing this AD to detect and correct a takeoff warning system switch failure, which could reduce the ability of the flightcrew to maintain the safe flight and landing of the airplane.
2003-01-04: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron Inc. (BHTI) model helicopters. This action requires conducting various inspections associated with the main rotor grip (grip). If a crack is found, this AD requires replacing the grip before further flight. If delamination of the buffer pad on the grip tang inner surface is found, this AD requires inspecting the grip surface for corrosion or other damage and repairing or replacing the grip if corrosion or other damage is found. This AD also requires determining and recording the hours time-in-service (TIS) and the engine start/stop cycles for each grip on a component history card or equivalent record. Also, this action requires reporting certain inspection results and information to the FAA. This amendment is prompted by the discovery of 13 grips that cracked in the lower tang, three of which cracked in flight. The actions specified by this AD are intended to prevent failure of agrip, separation of a main rotor blade, and subsequent loss of control of the helicopter.
97-09-06: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 757 series airplanes. This action requires repetitive inspections to detect damage of the tubes of the fire extinguishing and smoke detection systems, and duct support brackets of the auxiliary power unit (APU); and corrective actions, if necessary. This amendment is prompted by reports of incidents in which the tubes of the fire extinguishing and smoke detection systems chafed against the stiffener rings and support brackets of the pneumatic duct of the APU. The actions specified in this AD are intended to detect and correct such chafing, which could result in a hole in the tube of the fire extinguishing system and consequently, could prevent the proper distribution of the fire extinguishing agent within the aft cargo compartment in the event of a fire. Such chafing also could result in a hole in the smoke detection system, which could result in the delay of detection of a fire in the aft cargo compartment.
2011-14-01: 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 operator of an A300-600 aeroplane reported finding a cracked pylon fuel drain pipe on engine 1. * * * * * * The pipe drains the double wall of the wing-to-pylon junction in the event of fuel leakage. After investigation, it was concluded that the damage of the pylon fuel drain pipe had been caused by chafing of the pipe against over-length screws that had been installed in accordance with the Illustrated Parts Catalogue (IPC) during a maintenance phase of the Lower Aft Pylon Fairing (LAPF). This condition, if not detected and corrected, could, in combination with fuel leakage in the pylon, lead to an accumulation of fuel in the lowest pointof the LAPF. As high temperatures are present within the [[Page 39249]] LAPF, and without ventilation, this could result in fuel (vapour) ignition and consequent fire. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
64-19-06: 64-19-06 VERTOL: Amdt 782 Part 507 Federal Register August 7, 1964. Applies to Models 42A, 42B (Military H21B, H21C), 44A and 44B Helicopters. Compliance required as indicated. A spiral bevel pinion gear P/N 42D2043-2 installed in an aft transmission of a Vertol Model 42/44 Series helicopter recently failed. The nature of the failure indicated that metallurgical processing was a contributing factor. The gears listed herein were manufactured in the same carburizing and heat treat lot. These gears must be removed from service and replaced as follows: (a) Remove from service any spiral bevel pinion gear P/N 42D2043-2 listed in paragraph (b) and replace it in accordance with the V44-28 rotor transmission overhaul manual at the following times: (1) Within 10 hours' time in service after the effective date of this AD for those gears which have 500 or more hours' time in service on the effective date of this ad. (2) Within 50 hours' time in service after theeffective date of this AD for those gears which have less than 500 hours' time in service on the effective date of this AD. (b) The following spiral bevel pinion gears P/N 42D2043-2 shall be removed from service in accordance with paragraph (a): Gear S/N - P2009; Aft Transmission S/N - P-9-1653 Gear S/N - P2008; Aft Transmission S/N - P-9-1665 Gear S/N - P2001; Aft Transmission S/N - P-9-1657 Gear S/N - P1999; Aft Transmission S/N - P-9-1640 Gear S/N - P1997; Aft Transmission S/N - P-9-1646 Gear S/N - P1977; Aft Transmission S/N - P-9-1642 Gear S/N - P1972; Aft Transmission S/N - P-9-1405 Gear S/N - P2007 Gear S/N - P1995 Gear S/N - P1962 Gear S/N - P1961 NOTE. - It is believed that the aft transmission S/N's listed above have the corresponding gear S/N listed. It is not known which aft transmission S/N's may have the remaining listed gear S/N's. (Vertol Division Technical Memorandum SDTMNo. 2059 dated May 19, 1964, covers this subject.) This directive effective August 7, 1964.
64-14-04: 64-14-04 DORNIER: Amdt. 748 Part 507 Federal Register June 16, 1964. Applies to Model DO-28 A1 Aircraft Serial Numbers 3024 through 3060 and All Model DO-27 Q6 Aircraft Equipped With Landing Flap Actuating Levers Without a Control Grip. Compliance required within the next 100 hours' time in service after the effective date of this AD. In order to preclude an unintentional retraction of flaps, modify all levers without control grips by installing a cover in accordance with Dornier Technical Bulletin No. 27-18 dated October 16, 1963, for Model DO-27 Q6 aircraft and Bulletin No. 28-12 dated October 16, 1963, for Model DO-28 A1 aircraft. (Dornier Technical Bulletins No. 27-18 dated October 16, 1963, and No. 28-12 dated October 16, 1963, cover this same subject.) This directive effective July 17, 1964.
2011-14-04: 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: On some Falcon 7X aeroplanes, it has been determined potential low clearance between electrical wiring or hydraulic pipe and nearby structure. Although no in service incident has been reported, there is no certainty that the minimum clearances would be maintained over time. In the worst case, interference or contact with structure might occur and lead to electrical short circuits or fluid leakage, potentially resulting in loss of several functions essential for safe flight. * * * * * [[Page 39257]] We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-01-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) series airplanes, that requires replacement of the existing smoke detectors in the cargo compartment with new, improved smoke detectors. This amendment is prompted by mandatory continuing airworthiness information from a civil airworthiness authority. The actions specified by this AD are intended to prevent false smoke warnings from the smoke detectors in the cargo compartment. A false smoke warning prompts the flightcrew to discharge fire extinguisher bottles, leaving those bottles depleted in the event of an actual fire. Repeated false smoke warnings create uncertainty as to whether an emergency landing and emergency evacuation of passengers and flightcrew is warranted.
64-12-03: 64-12-03 DOUGLAS: Amdt. 741 Part 507 Federal Register June 3, 1964 as amended by Amendment 39-1291 and 39-1360 is further amended by Amendment 39-2258. Applies to All Models A-26B (Later USAF Designation B-26B) and A-26C (Later USAF Designation B-26C) Aircraft, Including Those Certificated Under Part 8 of the Civil Air Regulations. Compliance required as indicated. (a) To protect against failure of the wing rear spar caps in the vicinity of the flap inboard hinges, conduct the following inspection within 250 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service and thereafter within 500 hours' time in service from the last inspection: (1) Inspect the rear upper and lower spar caps, left and right wings, by means of visual and dye penetrant methods for cracks in the inboard flap hinge point bolts holes, the 1 3/4 inch diameter spotfaces, and the area surrounding the holes, 8 3/4 inches outboard of the wing-to-fuselage attach points. Pay particular attention to the bolt holes and edges of the holes. Remove any nonflexible type wing fuel cells installed at this location to permit accomplishment of this inspection. (2) To protect against failure of the wing rear spar lower caps in the vicinity of the inboard end of the fore and aft flanges and the forward flange 3/8 inch bolt hole, conduct the following inspection within 50 hours' time in service after the effective date of this amendment, unless already accomplished within the last 450 hours' time in service and thereafter at the same 500 hour interval specified in Paragraph (a), above. Remove the wing-to-fuselage fillets, left and right bottom, to gain access to the spar cap assemblies. Remove paint and thoroughly clean the cap fore and aft flanges from the inboard flap hinge points inboard to the flange end radius. Conduct a penetrant inspection of the flanges in that area for cracks, paying particularattention to the 3/8 inch bolt hole in the forward flange where the lower skin attaches, and the flange end radii. If no cracks are found, apply one coat of primer to the area from which the paint was removed. (3) Any rear spar upper or lower cap showing evidence of a crack shall be replaced with a new part or be repaired or reworked in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight. (b) To protect against failure of the front spar lower caps in the vicinity of Wing Station 140, conduct inspections in accordance with paragraph (b)(4) at the following intervals: (1) For aircraft with less than 500 hours military flight time regardless of the amount of civil hours' time in service unless accomplished within the last 250 hours' time in service inspect within 250 hours' time in service after the effective date of this AD and thereafter within 500 hours' time in service from the last inspection. (2) For aircraft with from 500 to 2,000 hours military flight time unless accomplished within the last 375 hours' time in service, inspect within the next 125 hours' time in service after the effective date of this AD, and thereafter within 500 hours' time in service from the last inspection. (3) For aircraft with more than 2,000 hours military flight time and for all aircraft on which the military flight time cannot be clearly established, unless already accomplished within the past 235 hours' time in service, inspect within the next 15 hours' time in service after the effective date of this AD, and thereafter within 250 hours' time in service from the last inspection. (4) At the time specified in (b)(1), (2) or (3), inspect the front spar lower cap in accordance with one of the following: (i) Remove the front spar fitting, P/N 4190305, and the nacelle fitting, P/N 4123165 at approximately Wing Station 140 left and right. Support the wings so as to remove all airplane weight from the landing gear, remove or properly support the engines and remove the oil tanks and adjacent fuel tanks to permit the removal of these fittings. By means of visual and dye penetrant methods, inspect for the evidence of any crack at the edges of the three large holes (nominal 1/2-inch diameter) in each front spar lower cap or adjacent to the edges of those holes. (ii) Remove the three tension bolts (nominal 7/16-inch diameter) which pass through each front spar lower cap at approximately Wing Station 140 and front spar fitting, P/N 4190305, and nacelle attach fitting, P/N 4123165. Support the wings so as to remove all weight from the landing gear, remove or support the engines and remove the oil tanks. Thoroughly inspect the inner surface of each bolt hole by eddy current technique using the equipment and following the procedures described by Magnaflux Corporation Bulletin No. LA-002-RBW, "Operating Instructions for Magnatest ED-600" dated April 23, 1964, or Magnaflux Corporation Specification LA-RAE-7170, "Operating Instructions for Magnatest ED-520 for Bolt Hole Inspection," dated August 6, 1971. The changes in meter readings as described in Bulletin No. LA-002-RBW or in Specification LA-RAE-7170 shall be used to detect any evidence of cracking in any of the bolt holes, with particular attention being directed to both edges of each hole. NOTE: Information regarding this bulletin and eddy current equipment is available from any local office of the Magnaflux Corporation. (iii) Use radiographic inspection methods accomplished in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. Such approval requires submittal of performance standards and technical qualifications which have been based upon positive proof of the ability to detect any crack in or immediately adjacent to the three large holes through the front spar lower cap. (5) Any spar cap showing evidence of a crack shall be replaced with anew part or be repaired or reworked in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight unless supplemental and more extensive inspections show that a crack does not exist. (c) The repetitive inspections of the rear spar caps required by (a) may be discontinued when they have been modified in accordance with the technical data approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) The repetitive inspections of the lower front spar caps required by (b) may be discontinued when they have been modified in accordance with the technical data approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) The inspections required in (a) and (b) need not be conducted on any aircraft certificated in the restricted category if the operating limitations for such aircraft are revised to add limitations prohibiting operation: (1) At a takeoff weight in excess of 30,000 pounds.(2) At speeds in excess of 250 m.p.h. IAS. (3) Over any congested area of a city, town or settlement, or over any open air assembly of persons. (f) The operating limitations specified in (e) may be discontinued when both the rear spar caps and the lower front spar caps have been modified in accordance with the technical data approved by the Chief, Aircraft Engineering Division, FAA Western Region. NOTE: Approved modifications are described by: (1) Technical data listed in STC No. SA692WE, revised July 1, 1964, issued to the On Mark Engineering Company, Van Nuys, California. (2) Technical data listed in STC No. SA1107WE, dated November 24, 1965, issued to the Rock Island Oil Refining Company, Hutchinson, Kansas. Amendment 741 Part 507 Federal Register June 3, 1964 supersedes AD 64-9-4. Amendment 741 Part 507 Federal Register June 3, 1964 become effective June 3, 1964. Revised July 8, 1964. Revised August 5, 1964. Revised February 12, 1965. Amendment 39-1291 became effective September 21, 1971. Amendment 39-1360 became effective December 21, 1971. This amendment 39-2258 becomes effective July 15, 1975.
97-06-01: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-5, -5B, and -5C series turbofan engines, that requires initial and repetitive borescope inspections of the stage 1 disk bore of certain high pressure compressor rotor (HPCR) stage 1-2 spools for rubs and scratches, and replacement, if found rubbed or scratched, with a serviceable part. This AD also requires removal and replacement of certain stationary number 3 bearing aft air/oil seals as terminating action to the inspection program. This amendment is prompted by a report of an engine found with a rub on the forward corner of the HPCR stage 1 disk bore due to contact with the stationary number 3 bearing aft air/oil seal. The actions specified by this AD are intended to prevent a failure of the stage 1 disk of the HPCR stage 1-2 spool, which could result in an uncontained engine failure and damage to the aircraft.