Results
89-26-09: 89-26-09 BRITISH AEROSPACE: Amendment 39-6420. Docket No. 88-NM-169-AD. Applicability: British Aerospace (BAe) Model 146-100A, -200A and -300A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of roll control should a jam in aileron control system occur, accomplish the following: A. Within 60 days after the effective date of this AD: 1. Determine if Fraser Nash Part Number AO-100-902 aileron disconnect units (ADU's) or Normalair-Garrett, Ltd. (NGL) Part Numbers 1099R000, 1224R000, or 1295R000 ADU's are installed. If NGL Part Number 1295R000 ADU's modified to British Aerospace (BAe) Modification HCM70212C (NGL Modification No. 5RM) configuration are installed, no further action is required. 2. Modify NGL Part Number 1295R000 ADU's to BAe modification HCM70212C (NGL modification 5RM) configuration, in accordance with BAe Modification Service Bulletin 27-88-70212C, dated November 10, 1988. 3. Inspect Fraser Nash Part Number AO-100-902 and NGL Part Numbers 1099R000 and 1224R000 ADU's for dormant failure, in accordance with British Aerospace Inspection Service Bulletin 27-87, dated September 30, 1988. Replace any failed units with serviceable units prior to further flight. B. For all airplanes equipped with NGL Part Numbers 1099R000 and 1224R000 ADU's that have not been previously modified to BAe HCM 70212A&B (NGL Modification 3RM and 4RM) configuration: 1. Within one year after the effective date of this AD, modify NGL Part Number 1099R000 and 1224R000 ADU's to BAe HCM70212A&B (NGL Modification 3RM and 4RM) and BAe HCM70212C (NGL Modification 5RM) configuration, in accordance with BAe Modification Service Bulletins 27-75-70212A&B, dated June 16, 1988, and 27-88-70212C, dated November 10, 1988. NOTE: British Aerospace Modification Service Bulletin 27-75-70212A&B refers to NGL Service Bulletins 1099R-27-4 and 1224R-27-5. British Aerospace Modification Service Bulletin 27-88-70212C refers to NGL Service Bulletin 1295R-27-6, Revision 1, and NGL Service News Letter, dated September 12, 1988, for specific installation procedures. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6420, AD 89-26-09) becomes effective on January 14, 1990.
93-05-08: 93-05-08 BOEING: Amendment 39-8513. Docket 92-NM-146-AD. \n\n\tApplicability: Model 757 series airplanes, as listed in Boeing Alert Service Bulletin 757- 26A0028, Revision 1, dated April 23, 1992; and Model 767 series airplanes, as listed in Boeing Alert Service Bulletin 767-26A0081, dated February 13, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent reduced sensitivity of the smoke detector, accomplish the following: \n\n\t(a)\tWithin 24 months after the effective date of this AD, examine the smoke detectors in the cargo compartment and equipment cooling systems to determine if the correct caution decal is installed, in accordance with Autronics Service Bulletin 2156204A-26-02, dated January 17, 1992. \n\n\t\t(1)\tIf the caution decal is incorrect, prior to further flight, apply a correct caution decal over the existing decal and inspect the lamp inside the smoke detector to determine its part number, in accordance with the Autronics Service Bulletin. \n\n\t\t(2)\tIf an incorrect lamp is installed, prior to further flight, replace it with one having the correct part number, in accordance with the Autronics Service Bulletin. \n\n\tNOTE: Boeing Alert Service Bulletin 757-26A0028, Revision 1, dated April 23, 1992; and Boeing Alert Service Bulletin 767-26A0081, dated February 13, 1992; describe procedures for gaining access to the smoke detectors in the cargo compartment and equipment cooling systems. \n\n\t(b)\tIf it is necessary to remove any smoke detector during the inspection required by paragraph (a) of this AD, immediately after reinstalling the smoke detector, perform a functional test in accordance with Boeing Alert Service Bulletin 757-26A0028, Revision 1, dated April 23, 1992; or Boeing Alert Service Bulletin 767-26A0081, dated February 13, 1992; as applicable. \n\n\t(c)\tReplacement of a smoke detector with a smoke detector that has been inspected previously in accordance with Autronics Service Bulletin 2156204A-26-02, dated January 17, 1992, constitutes terminating action for the requirements of paragraph (a) of this AD, for that smoke detector. However, the functional test required by paragraph (b) of this AD must be accomplished. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tThe inspection and replacementrequirements shall be done in accordance with Autronics Service Bulletin 2156204A-26-02, dated January 17, 1992. The functional test shall be done in accordance with Boeing Alert Service Bulletin 757-26A0028, Revision 1, dated April 23, 1992; or Boeing Alert Service Bulletin 767-26A0081, dated February 13, 1992; as applicable. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124; or from Autronics Corporation, 314 East Live Oak Avenue, Arcadia, California 91006-5617. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on April 29, 1993.
89-21-03: 89-21-03 BOEING: Amendment 39-6347. Docket No. 89-NM-176-AD. \n\tApplicability: Model 747 series airplanes equipped with a Door 5 crew rest area, certificated in any category. \n\n\tCompliance: Required within the next 60 days after the effective date of this AD, unless previously accomplished.\n \n\tTo ensure proper operation of the oxygen generators, accomplish the following: \n\n\tA.\tReplace the oxygen generator release cable assembly in accordance with Boeing Alert Service Bulletin 747-35A2065, dated August 3, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6347, AD 89-21-03) becomes effective on October 19, 1989.
91-16-06: 91-16-06 FOKKER: Amendment 39-7096. Docket No. 91-NM-83-AD. Applicability: Model F-28 Mark 0100 series airplanes; Serial Numbers 11244 through 11264, 11268 through 11283, 11286, 11289, 11291, 11293, 11295, and 11297; certificated in any category. Compliance: Required within one year after the effective date of this AD, unless previously accomplished. To prevent loss of communications and reduced capability to comply with air traffic control separation procedures, accomplish the following: A. Remove all audio control panels and replace with modified audio control panels, in accordance with Fokker Service Bulletin F100-23-014, dated November 7, 1990. NOTE: The Fokker service bulletin references Gables Service Bulletins G6937XX SB#2, Revision 1, dated March 1, 1991; G6939-12 SB#3, dated February 6, 1990; and G6968-02 SB#2, dated February 6, 1990; for additional instructions. B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special 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. D. The replacement requirement shall be done in accordance with Fokker Service Bulletin F100-23-014, dated November 7, 1990. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401 Washington, D.C. This amendment (39-7096, AD 91-16-06) becomes effective on September 11, 1991.
97-04-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300-600 and A310 series airplanes, that currently requires repetitive visual inspections and tap tests of the rudder skin panels to detect disbonding; and repairs, if necessary. That AD was prompted by reports of weakening of the bonding material between the core of the rudder and its inner and outer skin, and cracking of the core. This amendment adds repetitive elasticity laminate checker (ELCH) inspections of the rudder in place of the currently required tap tests. It also requires replacement of the rudder with a modified rudder, which will terminate the repetitive inspections. The actions specified by this AD are intended to detect and prevent disbonding of the rudder, which, if not corrected, could reduce the structural integrity of the rudder, and consequently lead to a reduction in its ability to sustain limit loads.
90-20-02: 90-20-02 BOEING: Amendment 39-6739. Docket No. 90-NM-48-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-57-0107, Revision 6, dated November 22, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks in the wing center section front spar web, accomplish the following: \n\n\tA.\tExcept as provided in paragraphs F. and G. of this AD, prior to the accumulation of 15,000 landings since manufacture, or prior to the accumulation of 500 additional landings after September 11, 1986 (the effective date of AD 86-18-03, Amendment 39-5384), whichever occurs later, visually inspect the wing center section for cracks in accordance with Figure 1 of Boeing Service Bulletin 727-57-107, Revision 6, dated November 22, 1989 (hereafter referred to as "the service bulletin"). If no cracks are detected, repeat the visual inspection at intervals not to exceed 1,000 landings. \n\n\tB.\tIf a single crack less than two inches in length is detected on either side of body buttock line (BBL) 0.0, before further flight, the crack must be stop-drilled at each end in accordance with the Boeing 727 Structural Repair Manual (SRM), and visually reinspected at intervals not to exceed 10 landings for crack growth beyond the stop holes. If crack growth occurs beyond any stop hole, accomplish the procedures required by paragraph C. or D. of this AD. \n\n\tC.\tIf a single crack between two and five inches in length is detected on either side of BBL 0.0, before further flight, the crack must be stop-drilled at each end in accordance with the Boeing 727 SRM, and the crack must be repaired in accordance with Boeing Drawing Number 69-62491-2. Visually reinspect the affected area at intervals not to exceed 200 landings for crack growth beyond any stop hole. If crack growth occurs beyond any stop hole, accomplish the procedures required by paragraph D. of this AD. \n\n\tD.\tIf any crack greater than five inches is detected, or if more than one crack on either side of BBL 0.0 is detected, they must be stop-drilled in accordance with the Boeing 727 SRM, and modified in accordance with paragraph E. of this AD. \n\n\tE.\tTo terminate the repetitive inspection requirements of paragraphs A., B., C., F., and G. of this AD, accomplish one of the following: \n\n\t\t1.\tAccomplish the modification described in Part I.D. of the Accomplishment Instructions of the service bulletin; or \n\n\t\t2.\tAccomplish the interim modification described in Part I.E. of the Accomplishment Instructions of the service bulletin. Prior to the accumulation of 12,000 landings after the incorporation of the interim modification, eddy current inspect the fastener and any stop holes for crack growth, oversize the holes, stop-drill any new cracks in accordance with the Boeing 727 SRM, and incorporate the terminating modification in accordance with Part I.E. of the Accomplishment Instructions of the service bulletin.F.\tAirplanes that have been modified prior to accumulating 20,000 landings, by installing angles back-to-back with existing stiffeners, must be inspected prior to the accumulation of 12,000 landings since the modification or within the next 1,000 landings after the effective date of this Amendment, whichever occurs later, in accordance with Figure 1 of the service bulletin. If cracks are found, before further flight, accomplish paragraph B., C., or D. of this AD, as appropriate. If no cracks are found, reinspect thereafter at intervals not to exceed 1,000 landings. \n\n\tG.\tAirplanes that have been modified after accumulating more than 19,999 landings, by installing angles back-to-back with existing stiffeners must be inspected within the next 1,000 landings after September 11, 1986 (the effective date of Amendment 39-5384), in accordance with Figure 1 of the service bulletin. If cracks are found, before further flight, accomplish paragraph B., C., or D. of this AD, as appropriate.If no cracks are found, reinspect thereafter at intervals not to exceed 1,000 landings. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle Aircraft Certification Office, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments of concurrence to the ACO. \n\n\tI.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may beexamined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment supersedes Amendment 39-5384, AD 86-18-03.\n \tThis amendment (39-6739, AD 90-20-02) becomes effective October 22, 1990.
89-23-14: 89-23-14 MCDONNELL DOUGLAS HELICOPTER COMPANY (MDHC): Amendment 39-6392. Docket No. 89-ASW-26. Applicability: Model 369 series helicopters, certificated in any category, with main rotor collective tube, P/N 369A7009-BSC; longitudinal control tube, P/N 369A7011-BSC; lateral control tube, P/N 369A7012-BSC; and tail rotor control tube, P/N 369A7007-BSC. Compliance: Required as indicated, unless already accomplished. To prevent fatigue failure of the control tubes which could result in loss of control of the helicopter, accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD, and at intervals of 100 hours' time in service until the requirements of paragraph (c) are accomplished, remove and inspect for cracks the swaged ends of each main rotor collective control tube (P/N 369A7009-BSC), longitudinal control tube (P/N 369A7011-BSC), lateral control tube (P/N 369A7012-BSC), and each tail rotor control tube (P/N 369A7007-BSC)installed on a helicopter. If external cracks are observed as a result of this inspection, replace the control tube with a serviceable unit prior to further flight. NOTE: PART I of MDHC Service Information Notice DN-158.1, EN-48.1, FN-36.1, and HN-217.1 pertains to this AD. (b) Prior to installation, inspect for cracks the swaged ends of each main rotor collective control tube (P/N 369A7009-BSC), longitudinal control tube (P/N 369A7011-BSC), lateral control tube (P/N 369A7012-BSC), and tail rotor control tube (P/N 369A7007-BSC) from spares inventory. Reject control tubes found to be cracked as a result of this inspection. (c) Within 600 hours' time in service after the effective date of this AD remove and inspect each main rotor collective control tube (P/N 369A7009-BSC), longitudinal control tube (P/N 369A7011-BSC), lateral control tube (P/N 369A7012-BSC), and tail rotor control tube (P/N 369A7007-BSC) in accordance with the requirements of paragraph (a). Replace cracked tubes with BASIC (BSC) part numbers with the corresponding FAA-approved -5 configuration. Modify remaining BASIC (BSC) tubes to the corresponding FAA-approved -5 configuration before reinstallation. NOTE: PART II of MDHC Service Information Notice DN-158, EN-48, FN-36 or HN- 217 pertains to rework and reinstallation procedures. (d) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where compliance with the AD may be accomplished. (e) An alternate method of compliance with this AD which provides an equivalent level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office, FAA, 3229 E. Spring Street, Long Beach, California. This amendment (39-6392, AD 89-23-14) becomes effective on December 4, 1989.
72-19-01: 72-19-01 BELL: Amdt. 39-1517. Applies to Bell Models 206A, 206B, 206A-1 and 206B-1 helicopters certificated in all categories. Compliance required as indicated. To prevent possible failure of the main rotor retention strap fitting, P/N 206-010-155-7, and the main rotor retention strap pin, P/N 206-010-123-1, accomplish the following: (a) Remove and replace retention strap fittings, P/N 206-010-155-7, with 90 or more hours total time in service on the effective date of this A.D., within the next 10 hours time in service. (b) Remove and replace retention strap fittings, P/N 206-010-155-7, with less than 90 hours total time in service on the effective date of this A.D. prior to accumulating 100 hours time in service. (c) Remove and replace retention strap pins, P/N 206-010-123-1, with 90 or more hours total time in service on the effective date of this A.D. within the next 10 hours time in service. (d) Remove and replace retention strap pins, P/N 206-010-123-1, with less than 90 hours total time in service on the effective date of this A.D., prior to accumulating 100 hours time in service. (e) The requirements of paragraphs (a) and (b) are not applicable to main rotor retention strap fittings, P/N 206-010-155-11 or -15. The requirements of paragraphs (c) and (d) are not applicable to main rotor retention strap pins, P/N 206-010-123-3. This supersedes Amendment 39-1510 (37 F.R. 17544), A.D. 72-18-05, which superseded 72-17-04. This amendment becomes effective September 15, 1972.
90-11-02: 90-11-02 BOEING: Amendment 39-6601. Docket No. 89-NM-200-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Alert Service Bulletin 747- 53A2317 dated December 21, 1989, certificated in any category. \n\n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent an APU fire from penetrating the APU firewall, accomplish the following: \n\n\tA.\tVisually inspect the APU firewall penetration located near Buttock Line Zero and Water Line 355 in accordance with Boeing Alert Service Bulletin 747-53A2317 dated December 21, 1989. If the firewall penetration is found to contain an aluminum plug assembly, prior to further flight, replace the aluminum plug assembly with a titanium or the equivalent stainless steel plug assembly, in accordance with the service bulletin listed above. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may beused when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6601, AD 90-11-02) becomes effective on June 19, 1990.
76-05-11: 76-05-11 ENSTROM: Amendment 39-2545. Applies to Enstrom Model F-28A and 280 helicopters certified in all categories with the following serial numbers: F-28A Models - S/N 03 thru 347 280 Models - S/N 1001 thru 1030 Compliance required as indicated unless already accomplished: (a) Within the next ten (10) hours time in service after the effective date of this AD remove the three (3) tail cone attach bolts and perform a dye penetrant inspection of the bolts for fatigue cracks or an equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch of the Federal Aviation Administration, Great Lakes Region. Note: Particular attention should be given to the threaded area and the radius under the base of the bolt head. (b) Replace any defective bolts with a new bolt of the same part number or a stronger equivalent listed in paragraph (d) prior to further flight. (c) Tail cone bolts of the original design shall be inspected again at 50 hours from the inspection required in paragraph (a) unless replaced with the stronger bolts as listed in paragraph (d). (d) Within 110 hours time in service from the effective date of this AD unless already accomplished replace the three (3) AN bolts attaching the tail cone with the following NAS bolts: Upper attachment point - NAS146DH-24 bolt Lower attachment points - NAS146DH-22 bolt MS20002C6 washers are to be installed under the head. Care should be exercised to insure that the proper bolt grip length is maintained. (e) Torque bolts to 240 in. - lbs. and safety wire. (f) Upon compliance with paragraphs (d) and (e) the inspections listed in paragraph (c) are no longer required. Note: When installing the NAS hardware on some helicopters in the field, it may be necessary to install an additional MS20002C6 or an AN 960-616 washer on the NAS bolts. The additional washers will insure that the bolts will not bottom out on the grip portion of the bolt when torqued to the airframe. Enstrom Service Notes 0029 and 0029A pertain to this same subject. This amendment becomes effective March 18, 1976.
92-27-04: 92-27-04 BOEING: Amendment 39-8437. Docket 92-NM-89-AD. \n\n\tApplicability: Model 747 series airplanes; as listed in Section 4 of Boeing Document Number D6-35999, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision C, dated January 21, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent degradation of the structural capability of the airplane, accomplish the following: \n\n\tNOTE: Refer only to Section 4 of Boeing Document D6-35999; the appendices are not the subject of this AD. \n\n\t(a)\tExcept as provided in paragraph (e) of this AD, accomplish the inspections specified in Section 4 of Boeing Document No. D6-35999, Revision C, dated January 21, 1992, within the times specified in paragraph (b) of this AD, and thereafter at intervals not to exceed those specified in the corresponding service bulletin for the inspection. \n\n\t(b)\tThe maximum initial inspection times forthe inspections contained in Section 4 of Boeing Document No. D6-35999, Revision C, dated January 21, 1992, shall be the later of the time specified in either paragraph (b)(1) or (b)(2) of this AD: \n\n\t\t(1)\tThe threshold for the inspection time for the inspections specified in the corresponding service bulletin, measured as a total (flight cycles, time-in-service, as appropriate) accumulated on the airplane; or \n\n\t\t(2)\tThe phase-in period for the inspections specified in the corresponding service bulletin, measured from the effective date of this AD. \n\n\t(c)\tIf any of the discrepant conditions identified in the service bulletins are found as a result of the inspections required by this AD, the corresponding corrective actions specified in the service bulletins must be accomplished prior to further flight. \n\n\t(d)\tThe terminating action for each inspection required by paragraph (a) of this AD consists of the accomplishment of the modification specified in the corresponding servicebulletin. \n\n\t(e)\tNotwithstanding the references in Section 4 of Boeing Document No. D6-35999, Revision C, dated January 21, 1992, to the following list of service bulletins, this AD does not require inspections in accordance with those service bulletins: \n\n\nSERVICE BULLETIN NUMBER\nREVISION LEVEL\nSERVICE BULLETIN DATE \n747-27A2253\n4\nJanuary 25, 1990 \n747-32-2190\n4\nOctober 26, 1989 \n747-53-2253\n2\nMarch 29, 1990 \n747-53-2265\n7\nJanuary 25, 1990 \n747-53-2283\n3\nNovember 1, 1989 \n747-53-2289\n1\nJanuary 26, 1989 \n747-52-2186\n4\nOctober 24, 1991 \n747-57-2231\n2\nSeptember 27, 1990 \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(g)\tSpecial 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. \n\n\t(h)\tThe inspections and corrective actions shall be done in accordance with Section 4 of Boeing Document No. D6-35999, Revision C, dated January 21, 1992, which contains the following list of effective pages: \n\n\tNOTE: Except for the title page of the document, no other pages of the document are dated. \n\n\nPage Number\nRevision Level \nShown on Page \na, c, d, d.1, e, f,\n2.0.1, 3.1.1, 3.2.1, \n3.2.2, 3.2.3, 3.3.1, \n3.4.1, 4.0.1, 4.1.1, \n4.2.1, 4.2.2, 4.3.1, \n4.3.2, 4.3.3, 5.1.1, \n5.1.2, A.3.1, B.1.1, \nB.2.1, B.3.1, B.4.1 \nC \n\n\n3.0.1, A.1.1, A.2.1 \nB \n\n\n1.2.2, 5.0.1 \nA \n\n\nb, 1.1.1, 1.2.1, 2.0.2,\n(Original)This incorporation by reference was previously approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of January 20, 1993 (57 FR 59801, December 16, 1992). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(i)\tThis amendment is effective January 20, 1993.
56-02-01: 56-02-01 AERO COMMANDER: Applies to Model 560A Aircraft, Serial Numbers 231 Through 269. Compliance required by April 1, 1956. Due to loss of an augmenter tube in flight, new type support clamps are required at the aft end of the augmenter tubes and at nacelle frames 148.75 and 158.75. Also, new support clips bolted through the augmenter tube at the aft end are required. Parts will be furnished by Aero Design and the rework is described in Aero Commander Service Bulletin No. 31. This supersedes CAA telegram of December 5, 1955, which required immediate inspection and installation of a 10-32 machine screw through the bell mouth and augmenter tube.
78-16-06: 78-16-06 BEECH: Amendment 39-3275. Applies to the following models and serial number airplanes certificated in all categories: Model Serial Numbers B19 MB-558 through MB-886 C23 M-1413, M-1414, M-1416 through M-1418, M-1420 through M-1422, M-1424 through M-1438, M-1440 through M-1446, M-1448 through M-2009, M-2011 through M-2015, and M-2017 through M-2020. B24R MC-151 through MC-448, MC-450, and MC-451. C24R MC-449, MC-452 through MC-559, MC-561 through MC-563, MC-565 through MC-568 and MC-571. COMPLIANCE: Required as indicated unless already accomplished. To assure continued structural integrity of the rod between the stabilator trim tab actuator and the trim tab, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) Visually inspect both ends of the stabilator trim tab actuator rod for proper rivet location, security of rivets and security of clevis fittings and rework if necessary, all in accordance with Beechcraft Service Instructions Number 0994 or later approved revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on August 14, 1978.
76-10-07: 76-10-07 FAIRCHILD: Amendment 39-2609. Applies to all F-27 airplanes incorporating the outward opening large cargo door installed in accordance with STC No. SA932SW. Compliance required within the next 300 hours' or 30 days' time in service, whichever occurs first, after the effective date of this AD unless already accomplished. To prevent inadvertent opening of the large cargo door in flight, accomplish the alteration in paragraph 2, Accomplishment Instructions, in Fairchild Service Bulletin F27-52-31 dated January 8, 1976, for F-27 airplanes or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region. This amendment becomes effective June 14, 1976.
76-18-03: 76-18-03 DOWTY ROTOL: Amendment 39-2711. Applies to Dowty Rotol Type (c)R193/4-30-4/50, (c)R257/4-30-4/60, and (c)R184/4-30-4/50 propellers having Hub Driving Centers, P/N 601026638, modified to Dowty Rotol Mod. No. (c)VP2486. These propellers are installed on, but not necessarily limited to, Fokker Model F-27, Fairchild Model FH-227, and Grumman Model G-159 Series airplanes. NOTE: Dowty Rotol Mod. No. (c)VP2486 is covered in Dowty Rotol Service Bulletin 61-573A, dated June 1968, and the incorporation of the modification is required by AD 68-20-7. Compliance is required at the next propeller overhaul or within the next 4700 hours propeller time in service after the effective date of this AD, whichever occurs first, unless already accomplished. To prevent cracking and possible failure of the hub driving center due to improper machining, accomplish the following: (a) For propellers that incorporate hub and driving center assemblies having the following serial numbers, rework the hub driving center to salvage scheme No. 640144000, in accordance with Dowty Rotol Service Bulletin 61-858, dated February 4, 1975, or an equivalent approved in accordance with paragraph (c) of this AD: Hub and Driving Center Assembly Serial Numbers Serial No. Propeller Type Serial No. Propeller Type 184/59/47 R184/4-30-4/50 DRG/31/62 R184/4-30-4/50 184/59/60 " DRG/288/64 " 184/59/62 " DRG/290/64 " 184/59/64 " DRG/56/65 " 184/59/65 " DRG/116/65 " 184/60/79 " DRG/122/65 " 184/60/86 " DRG/223/65 " 184/60/89 " DRG/223/65 " 184/60/94 " DRG/224/65 " 184/60/95 " DRG/42/66 " 184/60/96 " DRG/122/66 " 184/60/99 " 193/58/11 R193/4-30-4/50 184/60/103 " 193/58/17 " 184/60/126 " 193/58/27 " 184/60/146 " 193/58/38 " 184/60/147 " 193/59/116 " 184/60/159 " 193/59/119 " 184/60/160 " 193/60/150 " DRG/10/61 " 193/60/151 " DRG/12/61 " DRG/32/62 " DRG/14/61 " DRG/119/66 "DRG/17/61 " DRG/442/66 " DRG/20/61 " DRG/131/66 R257/4-30-4/60 DRG/24/61 " DRG/407/66 " DRG/25/61 " DRG/408/66 " DRG/31/61 " DRG/454/66 " DRG/38/61 " DRG/28/67 " DRG/41/61 " DRG/30/67 " DRG/43/61 " DRG/86/67 " DRG/44/61 " DRG/93/67 " DRG/48/61 " DRG/95/67 " DRG/49/61 " DRG/189/67 " DRG/58/61 " DRG/194/67 " DRG/2/62 " DRG/231/67 " DRG/9/62 " DRG/233/67 " DRG/10/62 " DRG/344/67 " DRG/11/62 " DRG/345/67 " DRG/19/62 " DRG/348/67 " (b) For propellers that incorporate hub and driving center assemblies having serial numbers not listed in paragraph (a) of this AD, accomplish the following in accordance with Dowty Rotol Service Bulletin 61-858, dated February 4, 1975, or an equivalent approved in accordance with paragraph (c) of this AD: (1) Inspect the hub driving center to verify correct machining. (2) If the hub driving center is found to be incorrectly machined, rework the hub driving center tosalvage scheme No. 640144000. (c) The equivalent means of compliance specified in paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. This amendment becomes effective on October 1, 1976.
89-23-11: 89-23-11 AIRBUS INDUSTRIE: Amendment 39-6374. Docket No. 89-NM-94-AD. Applicability: Model A300, A310, and A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear, accomplish the following: A. Perform an ultrasonic inspection of the nose landing gear barrel, in accordance with Airbus Industrie Service Bulletins A300-32-388, Revision 1, dated January 24, 1989 (for Model A300 series airplanes); A310-32-2040, dated July 15, 1988 (for Model A310 series airplanes); or A300-32-6023, dated July 15, 1988 (for Model A300-600 series airplanes); as follows: 1. For airplanes with nose landing gears having less than 11,500 cycles accumulated as of the effective date of this AD, perform the inspection prior to the accumulation of 12,000 cycles. 2. For airplanes with nose landing gears with 11,500 or more cycles accumulated as of the effective date of this AD, perform the inspection within 500 cycles or 3 months after the effective date of this AD, whichever occurs first. B. If no ultrasonic echo is observed, or the echo amplitude is lower than or equal to ten percent (10 percent) of ultrasonic generator screen height, repeat the inspection required by paragraph A., above, at intervals not to exceed 1,250 cycles. C. If an echo amplitude higher than ten percent (10 percent) and below eighty percent (80 percent) of ultrasonic generator screen height is observed during the inspection required by paragraphs A. and B., above, prior to further flight, perform a visual inspection to determine if the crack is visible, in accordance with Airbus Industrie Service Bulletin A300-32-388, A310-32- 2040, or A300-32-6023, as appropriate. NOTE: The above-listed service bulletins reference Messier-Hispano-Bugatti (MHB) Service Bulletin No. 470-32-641 for additional inspection instructions. 1. If no crack is visible from the outside of the barrel, repeat the visual inspection prior to each flight. Replace the nose landing gear barrel within 100 cycles after discovery of first echo, in accordance with Airbus Industrie Service Bulletin A300-32-389 (for Model A300 series airplanes), A310-32-2041 (for Model A310 series airplanes), or A300-32-6024 (for Model A300-600 series airplanes), each dated October 15, 1988, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) 2. If a crack is visible from the outside of the barrel, replace the nose landing gear barrel prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-32- 389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470- 32-642.) 3. After replacement is accomplished, the repetitive inspections required by paragraphs A. and B., above, may be discontinued. D. If an echo amplitude equal to or higher than eighty percent (80 percent) of ultrasonic generator screen height is observed during the inspections required by paragraphs A. and B., above, prior to further flight, perform a visual inspection to determine if the crack is visible, in accordance with Airbus Industrie Service Bulletin A300-32-388, A300-32-2040, or A310-32- 6023, as appropriate. (Reference: MHB Service Bulletin 470-32-641.) 1. If no crack is visible from the outside of the barrel, one ferry flight for return to the main base is allowed before the barrel must be replaced. 2. If a crack is visible from the outside of the barrel, the barrel must be replaced prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-32-389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32- 642.) 3. After replacement is accomplished, the repetitive inspections required by paragraphs A. and B., above, may be discontinued. E. Within 18 months after the initial inspection for cracks, modify the nose landing gear barrel, in accordance with Airbus Industrie Bulletin A300-32-389, A310-32-2041, or A300- 32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) F. The inspections required by paragraphs A. and B., above may be terminated following modification of the nose landing gear barrel, in accordance with Airbus Industrie Bulletin A300-32-389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) G. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, FAA, ANM-113. H. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6374, AD 89-23-11) becomes effective on December 4, 1989.
77-09-06: 77-09-06 CANADAIR: Amendment 39-2887. Applies to Canadair CL-215-1A10 Airplanes, Serial Numbers 1001 to 1043 inclusive and 1046, not altered in accordance with Appendix I of Canadair Information Circular 110-CL-215 dated October 27, 1975 or an FAA approved equivalent. Compliance is required as indicated. To prevent failure of the lower rudder bearing due to water ingress and subsequent corrosion, accomplish the following: (a) Prior to 1200 hours in service, and at each 1050 hours in service or one year, whichever occurs first thereafter, inspect for corrosion as outlined in paragraphs "Inspection" and "Rework" in Canadair Information Circular 110-CL-215 dated October 27, 1975 or later approved revision thereto, or an FAA approved equivalent. (b) Equivalent alterations and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This amendment becomes effective May 9, 1977.
92-21-04: 92-21-04 BOEING: Amendment 39-8384. Docket No. 92-NM-18-AD. \n\n\tApplicability: Model 737 series airplanes; as listed in Boeing Service Bulletin 737-52-1060, dated June 11, 1976; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a cargo door from opening in flight, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 2 years after the effective date of this AD, modify and test the main deck cargo door lock, viewing windows, and warning indication system, in accordance with Section III of Boeing Service Bulletin 737-52-1060, dated June 11, 1976. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification and test shall be done in accordance with of Boeing Service Bulletin 737-52-1060, dated June 11, 1976. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on November 24, 1992.
95-19-11: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 airplanes, that requires inspections to detect cracking of certain fittings of the tailplane spar, and replacement of the fittings with serviceable parts, if necessary. This amendment is prompted by reports of fatigue cracking of certain fittings in the tailplane spar. The actions specified by this AD are intended to prevent such cracking, which could result in structural degradation of the attachment of the horizontal stabilizer to the fuselage.
93-11-07: 93-11-07 MCDONNELL DOUGLAS: Amendment 39-8597. Docket 92-NM-132-AD. \n\n\tApplicability: Model DC-6, DC-6A, DC-6B, C-118A, and R6D-1 series airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\t(a)\tExcept as provided by paragraph (b) of this AD, inspect each Principal Structural Element (PSE) defined in Chapter 1, Section 6, and Chapter III, of McDonnell Douglas Corporation Report No. L26-014, DC-6 Supplemental Inspection Document (SID), dated January 1992 (hereafter referred to as "the SID"), in accordance with the non-destructive inspection (NDI) methods set forth in Chapter II of the SID, and in accordance with the schedule specified in paragraphs (a)(1) and (a)(2) of this AD: \n\n\t\t(1)\tComplete the initial inspection of each PSE specified in Chapter I, Section 6, and Chapter III of the SID as follows: \n\n\t\t\t(i)\tFor PSE's that have not yet reached their inspection threshold as of one year after the effective date of this AD, the initial inspection must be accomplished no later than the threshold specified. \n\n\t\t\t(ii)\tFor PSE's that have exceeded their inspection threshold as of one year after the effective date of this AD, the initial inspection must be accomplished within on repeat (R) interval for the PSE, measured from a date one year after the effective date of this AD. \n\n\t\t(2)\tSubsequent inspections must be accomplished at intervals not to exceed the intervals specified in Chapter III, Section 1, of the SID for the specific NDI sequence code used at the previous inspection. \n\n\t(b)\tAs an alternative to the requirements of paragraph (a) of this AD: Within one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the PSE's defined in Chapter I, Section 6, and Chapter III of the SID. The NDI techniques set forth in the SID provide acceptable methods for accomplishing the inspections required by this AD. \n\n\t(c)\tDiscrepant structure detected during the inspections required by this AD must be replaced or repaired prior to further flight, in accordance with the McDonnell Douglas DC-6 Structural Repair Manual; or in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(d)\tAll inspection results (positive or negative) must be reported to the McDonnell Douglas Corporation in accordance with the instructions in the SID. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safetymay be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(f)\tSpecial 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. \n\n\t(g)\tThe inspections and reporting requirements shall be done in accordance with McDonnell Douglas Corporation Report No. L26-014, DC-6 Supplemental Inspection Document (SID), dated January 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on July 22, 1993.
93-10-02: 93-10-02 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8603. Docket 93-ANE-28. Applicability: Teledyne Continental Motors (TCM) O-200, O-300, IO/TSIO/LTSIO-360, O/IO/TSIO-470, IO/TSIO/LTSIO/GTSIO-520, and IO/TSIO/TSIOL-550 series reciprocating engines listed by serial number in TCM Mandatory Service Bulletin (MSB) No. 93-12, dated May 12, 1993, or that contain cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993; installed on but not limited to: Aeronca Models 15AC and S15AC; American Champion (Bellanca) Models 7ACA and 402; Beagle Model 206S; Beech Models Debonaire, Bonanza, and Baron; Bellanca Models 14-19, 14-19-2, 14-19-3, 14-19-3A, 17-30, 17-31, and 17-31TC; Cessna Models 150, 170, 172, 180, 182, 185, 188, 205, 206, 207, 210, 303, 310, 320, 335, 336, 337, 340, 401, 402, 404, 414, 421, and T41; Aero Commander Models 200, 500, and 685; Champion Models Citabria and Lancer; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, M-4T, M-4-210, M-4-210C, M-4-210S,M-4-210T, and M-5-210C; Mooney Models 231 and 252; Navion series; Piper Models Arrow, Seneca, and PA46-310P; and Taylorcraft Model F-19 aircraft. Compliance: Required prior to further flight, unless previously accomplished. To prevent an engine failure due to a missing cylinder valve retainer key, accomplish the following: (a) For engines that have less than 25 hours time in service (TIS), or unknown TIS, on the effective date of the AD since new, rebuild, or factory overhaul, visually inspect each cylinder to determine if both valve retainer keys are in place on each valve, and if the roto coil, if applicable, is properly positioned, in accordance with TCM MSB No. 93-12, dated May 12, 1993. NOTE: Certain TCM engine models do not incorporate roto coils in the valve assembly. (1) If a valve retainer key is missing, or if a roto coil, if applicable, is mispositioned, repair or replace the cylinder, as necessary, in accordance with the applicable TCM Overhaul Manual. (2) If the valve retainer keys are in place, and the roto coil, if applicable, is correctly positioned, return engine to service in accordance with TCM MSB No. 93-12, dated May 12, 1993. (b) For engines with individually installed new service or chrome plated cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993, that have less than 25 hours TIS on the effective date of this AD since installation of any cylinder(s), visually inspect each new service or chrome plated cylinder, and repair or replace the cylinder, as necessary, in accordance with paragraph (a) of this AD. (c) Uninstalled cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993, must be inspected and repaired, as necessary, in accordance with paragraph (a) of this AD prior to installation on an engine. (d) For engines that have 25 hours or more TIS on the effective date of this AD, since new, rebuild, or factory overhaul, no inspection is required.(e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (f) The inspections shall be done in accordance with the following service bulletin: Document No. Pages Revision Date TCM MSB No. 93-12 1-7 Original May 12, 1993 Total pages: 7. 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 Teledyne Continental Motors, P.O.Box 90, Mobile, AL 36601; telephone (205) 438-3411 ext. 305, fax (205) 438-3411 ext. 179. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective August 12, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 93-10-02, issued May 17, 1993, which contained the requirements of this amendment.
93-11-06: 93-11-06 DE HAVILLAND, INC.: Amendment 39-8596. Docket 92-NM-204-AD. Applicability: Model DHC-7 series airplanes; serial numbers 3 through 37, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent structural failure, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the wing inboard leading edge and support structure (Modification No. 7/1632), in accordance with de Havilland Service Bulletin 7-57-14, dated June 25, 1982. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York 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 modification shall be done in accordance with de Havilland Service Bulletin 7-57-14, dated June 25, 1982. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on July 22, 1993.
95-17-10: This amendment adopts a new airworthiness directive (AD) that applies to certain Jetstream Aircraft Limited (JAL) Jetstream Models 3101 and 3201 airplanes. This action requires modifying the central annunciator panel test button circuit. A report of diode failure in this circuit and subsequent inadvertent engine shutdown on one of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of a diode in the central annunciator panel test button circuit, which could result in inadvertent engine shutdown while in flight if the central annunciator panel test button is pressed.
96-11-02: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Model 3101 airplanes. This action requires repetitively inspecting the spigot housing plate for cracks at the wing/fuselage forward attachment sliding joint, replacing any cracked housing plate, repetitively inspecting the spigots and spigot posts for corrosion and installing improved spigots if corrosion is found that exceeds certain limits, and eventually installing improved spigots if corrosion that does not exceed certain limits is found. For certain affected airplanes, this action requires repetitively inspecting the spigot bushes for migration gaps, replacing the bushes with modified bushes if gaps are found that exceed 0.5 inch, and eventually replacing the bushes with modified bushes if migration gaps are not found. Reports of bush migration gaps found on three of the affected airplanes and another report of corrosion and several cracks found on the spigot housing plate on a Jetstream Model 3101 airplane prompted this action. The actions specified by this AD are intended to prevent structural failure of the wing/fuselage area caused by a cracked or corroded spigot housing assembly.
99-04-20: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta S.p.A. Model A109K2 helicopters. This action requires replacing a certain Breeze-Eastern rescue hoist (rescue hoist) with a different part-numbered airworthy rescue hoist. This amendment is prompted by an incident in which a rescue hoist cable broke due to cable damage, resulting in one fatality. The actions specified in this AD are intended to prevent the breaking of the rescue hoist cable, personal injury, or entanglement of the rescue hoist cable in the helicopter s main or tail rotor blades, and subsequent loss of control of the helicopter.