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74-09-05: 74-09-05 BOEING: Amendment 39-1824. Applies to Boeing Models 707/720/727/737 series airplanes certificated in all categories. \n\tCompliance required as indicated below, unless already accomplished.\n \tTo prevent possible interference with overwing emergency exit opening, accomplish the following: \n\ta.\tWithin 200 hours time in service after effective date of this AD, inspect screws in the upper sidewall panel to hatch frame of emergency overwing exits for secure conditions. If screws are loose or backed-out install star washers, or, as terminating action, nutplates in accordance with paragraph c of this AD. \n\tb.\tWithin 1000 hours time in service after effective date of this AD, unless already accomplished, install nutplates in accordance with paragraph c of this AD.\n \tc.\tInstall star washers and nutplates in accordance with the following Boeing Service Bulletins, as applicable, or later FAA approved revisions, or equivalent instructions approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region: \n\n\t\tMODELS - 707/720; SERVICE BULLETIN NUMBER - 3153 \n\t\tMODEL - 727; SERVICE BULLETIN NUMBER - 727-25-214 \n\t\tMODEL - 737; SERVICE BULLETIN NUMBER - 737-25-1101 \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herewith and made a part hereof, pursuant to 5 U.S.C. 552(a)(i). All persons affected by this directive who have not already received these documents may obtain copies upon request to The Boeing Company, P. O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, Boeing Field, Seattle, Washington. \n\n\tThis amendment becomes effective upon publication.
2011-14-05: This amendment supersedes an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model MD900 helicopters. That AD currently requires visually inspecting the main rotor lower hub assembly (lower hub) for a crack, and if you find a crack, before further flight, replacing the unairworthy lower hub with an airworthy lower hub. Additionally, within 10 days of finding a cracked lower hub, the existing AD requires reporting the finding to the Los Angeles Aircraft Certification Office (LAACO). That AD was prompted by two reports of cracks detected in the hub in the area near the flex beam bolt hole locations during maintenance on two MDHI Model MD900 helicopters. Since we issued that AD, we determined that one manufacturer had incorrectly inserted flanged bushings into the lower hub bore that resulted in local corrosion, leading to fatigue cracking. Examination of lower hubs from the other manufacturer shows correct bushing installation. Therefore, this amendment limits the applicability to the affected lower hubs; retains the visual inspection but at a different compliance time; adds an eddy current inspection; retains the requirement to replace a cracked lower hub with an airworthy lower hub before further flight; and removes the requirement to report to the LAACO. The actions specified by this AD are intended to detect a crack in the lower hub and prevent failure of the lower hub and subsequent loss of control of the helicopter.
52-01-08: 52-01-08 HILLER: Applies to All Models UH-12, -12A and -12B Helicopters, Serial Numbers 104 and Up. (Incorporating Chrome Plated Main Rotor Blade Incidence Arms P/N 31114-1.) Compliance required not later than the next 25-hour inspection, or not later than February 1, 1952, whichever occurs first and also as noted below. As a precautionary measure to preclude possible serious danger which could result from failure of the main rotor blade collective pitch incidence arms (P/N 31114-1), the following should be accomplished: (a) Inspect all main blade incidence arms (P/N 31114-1) to determine if chrome plated arms are installed. (b) If chrome plated arms are installed, remove and magnaflux or magnaglow inspect each arm for possible minute cracks in the circumferential area of the flange radii. (c) If the arm has had 100 hours service and cracks are not found, the part may be reinstalled and further compliance with this Note is not required. If the arm has lessthan 100 hours service, it must again be inspected at 100 hours or not to exceed 125 hours of service. If cracks are found in any arm, it must be replaced immediately. (d) This Note also applies to spare and replacement chrome plated arms which should be inspected at 25 and 100 hours service as indicated above. (Hiller Helicopter's Mandatory Service Bulletin No. 20 covers this same subject.)
68-12-06: 68-12-06 ALLISON: Amdt. 39-612. Applies to Models 250-C18, 250-C18A, 250-C18B, 250-C18C, 250- C19 and 250-C10B engines. Before further flight of any aircraft equipped with one of the Allison model engines listed above, unless already accomplished, modify the sixth stage compressor blades in these engines in accordance with Allison Commercial Engine Bulletin No. 250 CEB-48, dated June 11, 1968, or any other method approved by the Chief, Engineering and Manufacturing Branch, Central Region. Further flight beyond the point where an aircraft equipped with one of these engines is grounded pursuant to this Airworthiness Directive, may be conducted only in accordance with Federal Aviation Regulation 21.197. This amendment becomes effective June 18, 1968.
2011-14-12: 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: A report has been received of an incident where one of the two bolts attaching the actuator mounting bracket to the MLG [main landing gear] Shock Strut was found loose, leading to failure of the other attachment bolt, subsequently resulting in failure of the bracket. This condition, if not detected and corrected, could prevent the MLG to extend to the full down-and-locked position, possibly resulting in MLG collapse upon landing or during roll-out, with consequent damage to the aeroplane and injury to the occupants. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-03-08: 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: Seven cases of on-ground hydraulic accumulator screw cap or end cap failure have been experienced * * * resulting in loss of the associated hydraulic system and high-energy impact damage to adjacent systems and structure. * * * * * * * * A detailed analysis of the systems and structure in the potential line of trajectory of a failed screw cap/end cap for each accumulator has been conducted. It has identified that the worst- case scenarios would be impact damage to various components, potentially resulting in fuel spillage, uncommanded flap movement, or loss of aileron control [and consequent reduced controllability of the airplane]. * * * * *We are issuing this AD to require actions to correct the unsafe condition on these products.
71-20-07: 71-20-07 BRITISH AIRCRAFT CORPORATION: Amendment 39-1298. Applies to British Aircraft Corporation Model BAC 1-11 200 and 400 series airplanes. Compliance is required within the next 2,000 hours' time in service after the effective date of this AD, unless already accomplished. To ensure that the pilot is warned when the landing gear selector lever is not fully engaged in a gated position, modify the selector lever assembly by incorporating a microswitch wired into the existing landing gear indication circuit in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 32-PM 4538, dated July 6, 1970, or an FAA- approved equivalent. This amendment becomes effective October 22, 1971.
73-25-01: 73-25-01 CESSNA: Amdt. 39-1748. Applies to Model 310I (Serial Numbers 310I-0001 thru 310I-0200) airplanes. Compliance: Required as indicated, unless already accomplished. To remove possible sources of ignition in the wing leading edge area, within the next 25 hours' time in service after the effective date of this AD, accomplish the following: Relocate the heater fuel pump relay from the existing location in the wing leading edge to the inboard side of the third trailing edge wing rib assembly (wing station 47.83) outboard of the wing root rib in accordance with Cessna Service Letter ME73-5, Supplement No. 2, incorporating Cessna Service Kit SK 310-90A, or later FAA-approved revisions or any other modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective December 10, 1973.
74-08-01: 74-08-01 AIRCRAFT RADIO CORPORATION: Amendment 39-1808. Applies to Aircraft Radio Corporation autopilot servo actuators PA-500A, PA-520A, or PA-520B used in 300 and 400 series Cessna autopilots and 300, 400 and 800 series IFCS. Refer to attached list of those Cessna Model airplanes which may have had these actuators installed at the factory or in the field. Subject actuators may have been installed or used as replacement parts in other aircraft. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent possible jamming of the autopilot actuator due to an internal screw becoming loose and jamming against the internal surface of the actuator case body, accomplish the following: \n\n\tA)\tFor all aircraft with 300 hours' or less time in service since autopilot installation, within 25 hours' time in service after the effective date of this AD, inspect the autopilot actuators and take action in accordance with Cessna Avionics Service Letter AV74-3 and ARC Service Bulletin No. 171 or later FAA-approved revisions. \n\n\tB)\tFor all aircraft with more than 300 hours' time in service since autopilot installation, during the next routine, annual, or 100-hour inspection, whichever comes first, inspect the autopilot actuators and take action in accordance with Cessna Avionics Service Letter AV74-3, and ARC Service Bulletin No. 171 or later FAA-approved revisions. \n\n\tC)\tAny alternate method of compliance with this AD must be referred to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective April 9, 1974. \n\nATTACHMENT - CESSNA AIRCRAFT MODEL AND SERIAL EFFECTIVITY \n\nMODELS 172L and M - 17259287 thru 63027 \n\nMODEL F172K, L, and M - F1720780 thru 1004, 1006 thru 1009, 1012, 1013, 1015 thru 1033, 1035, 1037 thru 1039, 1041 thru 1044, 1046, 1047, 1049, 1050, 1053, 1054, 1056, 1057, 1060, 1062, 1066, 1068, 1070, 1072, 1076, 1079, 1086, 1090, 1091, 1094 thru 1096, 1099, 1102, 1107, 1115 \n\nMODEL FR172H - FR1720240 thru 0427, 0429, 0431, 0432, 0434, 0437, 0438, 0440 thru 0445, 0447, 0449, 0450 thru 0452, 0454 thru 0457, 0462 \n\nMODEL 177B - 17701576 thru 02077 \n\nMODEL 177RG - 177RG0001 thru 0442, 0444 thru 0502 \n\nMODEL F177RG - F177RG0001 thru 0095 \n\nMODEL 180H & J - 18052170 thru 52429 \n\nMODEL 182N & P - 18260460 thru 62493, 62495 thru 62764, 62766 thru 62813, 62815 thru 62840, 62842 thru 62853, 62855 thru 62914 \n\nMODEL 185 E and F - 18501815 thru 02376 \n\nMODEL P206E - P20600626 thru 00647 \n\nMODEL U206 E and F - U20601447 thru 02265, 02267 thru 02290, 02292 thru 02303, 02305 thru 02309, 02311 thru 02333, 02337 thru 02339 \n\nMODEL 207 - 20700149 thru 00243 \n\nMODEL 210K and L - 21059200 200 thru 60089, 60091 thru 60104, 60106 thru 60155, 60157 thru 60163, 60165 thru 60167, 60169 thru 60171, 60174 thru 60176, 60178 thru 60180, 60182 thru 60184, 60186, 60187, 60189 thru 60193, 60196, 60198, 60201, 60202, 60204 thru 60206, 60208, 60212, 60213, 60215, 60216, 60217, 60227, 60228, 60230, 60232, 60233 thru 60236, 60238 thru 60240 \n\nMODEL 310Q - 310Q0001 thru 1027, 1034, 1037 \n\nMODEL 337E and F - 33701290 thru 01532, 01534 thru 01567, 01569 thru 01572, 01575 thru 01578, 01579 thru 01581, 01583 thru 01585, 01587 thru 01589, 01592 \n\nMODEL F337G - F3370020 thru 0063 \n\nMODEL T337G - P3370001 thru 0045, 0047 thru 0065, 0067 thru 0132, 0134 thru 0139, 0142 thru 0147, 0150, 0154, 0155, 0156, 0158, 0159 \n\nMODEL FT337G - FP3370001, 0003, 0005, 0008 \n\nMODEL 340 - 3400001 thru 0322 \n\nMODEL 401B - 401B0001 thru 0221 \n\nMODEL 402B - 402B0001 thru 0445, 0447 thru 0508, 0510 thru 0525, 0527 thru 0529, 0531 thru 0547, 0549, 0550, 0552 thru 0558, 0560 thru 0567 \n\nMODEL 414 - 4140001 thru 0498 \n\nMODEL 421B - 421B0001 thru 0559, 0561 thru 0573, 0576 thru 0579
55-14-01: 55-14-01 BELL: Applies to Model 47G Helicopters Below Serial Number 1317. Compliance required as soon as possible, but no later than September 15, 1955. In order to provide additional support for the No. 1 bearing hangar, P/N 47-664-148-15, and the forward cross tube of the tail boom, P/N 47-267-088-1, it is mandatory that the support bracket installation be completed in accordance with Bell Drawing 47-267-402-1. (Bell's Mandatory Service Bulletin No. 99, dated April 29, 1955, covers this same subject and outlines the details for the installation.) NOTE: This does not eliminate the need for the mandatory daily preflight inspection for cracks in the No. 1 bearing hangar area called for in Bell's Maintenance and Overhaul Manual.