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2007-03-17 R1: We are revising an existing airworthiness directive (AD) for the products listed above. 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: This Airworthiness Directive (AD) was prompted by reports of loose rivets on frames C18 BIS and C19, which could result in a reduced structural integrity of the tail area. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective September 9, 2009. On September 9, 2009, the Director of the Federal Register approved the incorporation by reference of SOCATA TBM Aircraft Mandatory Service Bulletin SB 70-129, AMENDMENT 1, dated February 2009, listed in this AD. As of March 15, 2007 (72 FR 5923, February 8, 2007), the Director of the Federal Register approved the incorporationby reference of SOCATA TBM Aircraft Mandatory Service Bulletin SB 70-129, dated June 2005, listed in this AD.
83-06-08: 83-06-08 SHORT BROTHERS AND HARLAND LTD.: Amendment 39-4595. Applies to Model SC 7, Series 3 airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent failure of a main landing gear brake flange and subsequent loss of both main and emergency brake systems, accomplish the following: a) Within the next 200 landings after the effective date of this AD for airplanes equipped with brake flange Part No. EH183134 and having 5,000 or more landings in service or for airplanes equipped with brake flange Part No. EH183712 and having 1,000 or more landings in service, perform a dye penetrant inspection of the main landing gear brake flanges as instructed in paragraph 2 of Dowty Rotol Service Bulletin No. 32-10M, Rev. 1, dated February 17, 1982. 1) If no cracks are found, return the airplane to service. 2) If cracks are found, prior to further flight, replace the brake flange with a serviceable unit of the same part number.b) Repeat the inspection of paragraph a) above at 1,000 landing intervals. When the brake flange is replaced, these repeated inspections may be discontinued until the newly installed brake flange has accumulated the total number of landings as prescribed in paragraph a) above. c) Operators who have not kept records of total landings in service may convert airplane hours time-in-service to total landings in service at the rate of two landings per hour. d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. e) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 4, 1983.
79-25-08: 79-25-08 SIKORSKY AIRCRAFT DIVISION: Amendment 39-3635. Applies to all Model S-76A helicopters equipped with Sikorsky Models 76650-09802-101 and 76650-09802-102 hydraulic pumps. Compliance required as indicated, unless previously accomplished. To check the operation of existing installed pumps and to replace all defective pumps, accomplish the following: 1. If a hydraulic pump is known to have operated after fluid had been lost from the system, it is likely that the pump has run dry and it must be replaced prior to further flight. 2. If hydraulic fluid has been lost from a hydraulic reservoir, but the system has not run dry, perform servicing and bleeding procedures in accordance with the S-76A maintenance manual prior to further flight. 3. During each rotor startup, check for hydraulic pressure indication in the green arc range at 60% NR. The check required by the aforementioned sentence may be performed by the pilot. If hydraulic pressure is not in thisrange, conduct trouble shooting procedures and replace any malfunctioning component prior to further flight. 4 (A). Replace all hydraulic pumps, Sikorsky P/Ns 76650-09802-101 and 76650-09802-102, with Sikorsky P/N 76650-09802-103, in accordance with Paragraphs 4(B) and 4(C) below. These approved replacement pumps may also be identified by the suffix "C" after the serial number. (B). For pumps with 250 or more hours time in service on the effective date of this AD, compliance with paragraph 4(A) is required within the next 100 hours time in service. (C). For pumps with less than 250 hours time in service on the effective date of this AD, compliance with Paragraph 4(A) is required before the accumulation of 350 hours time in service. NOTE: Sikorsky Commercial Customer Service Notice 76-16, dated November 14, 1979, applies to this AD. The manufacturer's Customer Service Notice and Maintenance Manual identified and described in this directive are incorporatedherein 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 S-76A Product Manager, Commercial Customer Service Department, Sikorsky Aircraft Division, North Main Street, Stratford, Connecticut 06602. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803 and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective upon publication in the Federal Register, except for recipients of the Emergency AD, dated November 16, 1979, for whom it became effective upon receipt.
2009-15-11: 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 landing roll a Corvette aircraft inclined to the Left Hand (LH) side as a result of the uncoupling of the left main landing gear shock absorber upper and lower cylinders, leading the left wheel tire to rub against the left wing under surface and to deflate, and the left wing tip fuel tank to strike the runway surface. The investigation showed that this uncoupling resulted from the loosening of the shock absorber locking system nut and its associated lock washer. * * * * * The unsafe condition is reduced structural integrity of the main landing gear, which could cause the wing tip fuel tank to strike the runway surface and potentially result in a fire. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
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.