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70-18-04: 70-18-04 FAIRCHILD HILLER HELICOPTERS: Amdt. 39-1075. Applies to 1100 series helicopters certificated in all categories. Compliance required within the next 25 flight hours of the effective date of this A/D unless already accomplished. To prevent failure of transmission vertical struts and mounts: (1) Strip epoxy paint from weld areas of transmission vertical struts and mounts P/N 24-28030-1 and -2 with commercial paint stripper. (2) With dye penetrant inspect weld areas for cracks. (3) Replace any cracked part prior to further flight. (4) Refinish stripped areas with two coats of zinc chromate. (5) Repeat above procedure at each succeeding 100 flight hours. This amendment is effective September 15, 1970.
76-02-03: 76-02-03 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2496. Applies to Model SA341G "Gazelle" helicopters, certificated in all categories. Compliance is required as indicated. To prevent abnormal wear of main gear box oil pump hydraulic unit drive gear splines, accomplish the following: (a) Prior to the accumulation of 600 hours' total time in service or within the next 10 hours' time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the last 590 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, comply with paragraph (b) of this AD. (b) Inspect the main gear box (MGB) oil pump hydraulic unit drive gear splines in accordance with subparagraphs 1C(1) and 1C(2), and replace the drive gear, oil pump or both, as necessary, or return to service in accordance with the criteria set forth in subparagraph 1C(3), of Gazelle Service Bulletin No. 05.09a, dated March 10, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (c) Prior to the accumulation of 600 hours' time in service or within the next 10 hours' time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the last 190 hours' time in service, and thereafter at intervals not to exceed 200 hours' time in service from the last lubrication, comply with paragraph (d) of this AD. (d) Lubricate the splines in accordance with subparagraph 1C(4) of Gazelle Service Bulletin No. 05.09a, dated March 10, 1975, or an equivalent 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 January 30, 1976.
2013-13-06: We are adopting a new airworthiness directive (AD) for Arrow Falcon Exporters, Inc. (previously Utah State University); Firefly Aviation Helicopter Services (previously Erickson Air-Crane Co.); California Department of Forestry; Garlick Helicopters, Inc.; Global Helicopter Technology, Inc.; Hagglund Helicopters, LLC (previously Western International Aviation, Inc.); International Helicopters, Inc.; Precision Helicopters, LLC; Robinson Air Crane, Inc.; San Joaquin Helicopters (previously Hawkins and Powers Aviation, Inc.); S.M.&T. Aircraft (previously US Helicopters, Inc., UNC Helicopter, Inc., Southern Aero Corporation, and Wilco Aviation); Smith Helicopters; Southern Helicopter, Inc.; Southwest Florida Aviation International, Inc. (previously Jamie R. Hill and Southwest Florida Aviation); Tamarack Helicopters, Inc. (previously Ranger Helicopter Services, Inc.); US Helicopter, Inc. (previously UNC Helicopter, Inc.); West Coast Fabrication; and Williams Helicopter Corporation (previously Scott Paper Co.) Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P Helicopters; and Southwest Florida Aviation Model UH- [[Page 47532]] 1B (SW204 and SW204HP) and UH-1H (SW205) Helicopters. This AD requires creating a component history card or equivalent record for each main rotor grip (grip); determining and recording the total hours time-in- service (TIS) for each grip; visually inspecting the upper and lower tangs of the grip for a crack; inspecting the grip buffer pads for delamination and if delamination is present, inspecting the grip surface for corrosion or other damage; inspecting the grip for a crack using ultrasonic (UT) and fluorescent penetrant inspection methods; and establishing a retirement life for certain grips. This AD was prompted by three in-flight failures of grips installed on Bell Helicopter Textron (Bell) Model 212 helicopters, which resulted from cracks originating in the lower main rotor blade bolt lug. The actions are intended to prevent failure of the grip, separation of a main rotor blade, and subsequent loss of control of the helicopter.
75-12-07: 75-12-07 McCAULEY PROPELLER GOVERNORS: Amendment 39-2226. Applies to the following McCauley Governors installed on but not limited to Cessna 310P and 310Q aircraft models: Governor Models and Serial Numbers DCF290D1A/T2 721466 730108 721481 730113 721482 730115 thru 730121 721484 730208 thru 730219 721486 730223 thru 730227 721489 thru 721494 730268 thru 730272 721572 730274 thru 730279 721576 730423 thru 730430 721577 730432 thru 730437 721579 730439 thru 730458 721581 730460 thru 730466 730106 730482 thru 730490 DCFS290D1A/T2 730041 thru 730050 730331 730052 thru 730054 730390 thru 730394 730159 thru 730165 730635 thru 730643 730244 thru 730252 DCFU290D1A/T2 730150 thru 730152 730361 thru 730378 730155 730402 730236 thru 730243 730654 thru 730656 730350 thru 730359 730671 thru 730681 DCFUS290D1A/T2 730058 thru 730061 730304 thru 730311 730122 thru 730129 730505 thru 730508 730131 Compliance required as indicated, unless already accomplished. To prevent the possibility of loss of propeller pitch control including the inability to feather, and propeller-engine overspeeding inflight, accomplish the following: Within the next 100 hours' time in service after the effective date of this Airworthiness Directive, remove and replace the affected propeller governors in accordance with McCauley Service Bulletin No. 108 dated May 12, 1975, or later Federal Aviation Administration approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. (Cessna Multi-Engine Service Letter No. ME 75-12, dated May 16, 1975 also pertains to this subject.) The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Company, Box 7, Roosevelt Station, Dayton, Ohio 45417, and the Cessna Aircraft Company, Wallace Division, Box 1977, Wichita, Kansas 67201. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file of this AD which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Great Lakes Region. This amendment becomes effective June 6, 1975.
2013-14-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 airplanes. This AD was prompted by reports of spanwise cracks and corrosion in the wing center box upper skin and rear spar upper chord between left buttock line (LBL) 70.50 and right buttock line (RBL) 70.50 at body station (STA) 870. This AD requires repetitive inspections of the wing center box for cracking around certain fastener rows on the rear spar upper chord horizontal flange; for certain airplanes, repetitive inspections for cracking of the rear spar upper chord radius; for certain other airplanes, repetitive inspections for damage, cracking, and corrosion of the pressure \n\n((Page 43767)) \n\nseal; and repair if necessary. We are issuing this AD to detect and correct cracking and corrosion of the upper skin and rear spar upper chord of the wing center box, which could result in loss of the airplane wing and consequent loss of control of the airplane.
75-26-07: 75-26-07 De Havilland: Amendment 39-2455. Applies to all DeHavilland Model DHC-6 Series Twin Otter aircraft certificated in all categories. Compliance required as indicated to preclude the hazards of an electrical fire due to contact welding of the reverse current relay(s), Hartman part number A700AP or A700AAP. 1. For aircraft containing reverse current relays which have between 1000 to 2400 hours time in service since new or overhauled, or aircraft having reverse current relays which have less than 1000 hours time in service which have been used for cross generator engine starts, accomplish the following: (A) Within the next 25 hours time in service, after the effective date of this AD, unless already accomplished, (i) Remove the reverse current relays from the aircraft. (ii) Examine relay for indications of overheat. (iii) Inspect relay contact points under ten-power glass for signs of pitting, corrosion or other surface damage. If anyof the above conditions in 1(A) (ii) or 1(A) (iii) are present, replace relay with a serviceable unit before further flight. 2. This applies to aircraft containing reverse current relays with more than 2400 hours' time in service since new or overhauled. (A) Unless already accomplished, inspect relays in accordance with Paragraph 1(A) of this AD (B) Unless accomplished, within the previous 2400 hours' time in service after the effective date of this AD, conduct bench tests of reverse current relays within the next 100 hours' time in service after the effective date of this AD, in accordance with DeHavilland of Canada LTD. PSM 1-6-2 Part 7 or PSM 1-63-2 Chapter 24-30-00. 3. Within the next 10 flight hours, install the following placard in full view of the pilot: "CROSS GENERATOR ENGINE STARTING IS PROHIBITED, EXCEPT IN AN EMERGENCY." 4. Following a flight for which an emergency cross generator engine start was made, within the next 25 hours' time in service, accomplish the inspection required by paragraph 1(A) of this AD. 5. If any inspection required by this AD is not accomplished within specified time above, airplane may be flown in accordance with FAR 21.197 to a base where inspections can be made. This amendment is effective December 17, 1975.
72-06-02: 72-06-02 GRUMMAN-AMERICAN AVIATION CORPORATION: Formerly American Aviation. Amendment 39-1400 as amended by Amendment 39-1467 and 39-1887 is further amended by Amendment 39-1934. Applies to American Aviation (presently Grumman- American Aviation Corporation) all Models AA-1 and AA-1A, only Models AA-1B S/N's 0001 thru 0049, and only Models AA-5 S/N's 0001 thru 0209 certified in all categories. To detect worn and broken rudder aileron and elevator control cables and pulleys control cables, accomplish the following prior to the next flight after the effective date of this A.D. unless already accomplished within the last 75 hours and thereafter at intervals not to exceed 100 hours in service from the last inspection. a. Thoroughly clean and inspect all rudder aileron and elevator control pulleys and cables where the cables pass under the pulley grouping forward of the wing center spar. Worn control cables or cables with more than four (4) internal or external broken wires orpulleys indicating wear must be replaced with an unused part of the same part number or an equivalent part prior to next flight. b. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region, may adjust the repetitive inspection interval specified in this Airworthiness Directive. Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. Amendment 39-1400 was effective March 14, 1972, or was effective for all recipients of the airmail dispatches of February 2 and February 10, 1972 which contained this amendment. Amendment 39-1467 was effective June 27, 1972. Amendment 39-1887 became effective July 7, 1974. This Amendment 39-1934 becomes effective August 29, 1974.
2013-13-14: We are adopting a new airworthiness directive (AD) for various restricted category Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH- 1F, UH-1H, UH-1L, and UH-1P helicopters with certain main rotor hub inboard strap fittings (fittings) installed. This AD requires a magnetic particle inspection (MPI) of the fittings for a crack, and if there is a crack, replacing the fitting with an airworthy fitting. This AD is prompted by reports of cracked fittings on Bell model helicopters and the determination that these same part-numbered fittings may be installed on various restricted category helicopters. These actions are intended to detect a crack in a fitting, which may lead to failure of a fitting, loss of a main rotor blade, and subsequent loss of helicopter control.
74-23-01: 74-23-01 GATES LEARJET: Amendment 39-2000. Applies to Model 23 (Serial Numbers 23-003, 23-005, 23-006, and 23-008 through 23-099) and Model 24 (Serial Numbers 24-100 through 24-134) airplanes. Compliance: Required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible shorting of the external power receptacle terminals and battery positive terminal to adjacent structure, control cables and equipment, accomplish the following: A) On Model 23 (Serial Numbers 23-003, 23-005, 23-006, 23-008 and 23-009) airplanes, check to determine if the battery quick disconnects are installed and visually inspect the external power receptacle terminals for sealing and if not installed and/or properly sealed, prior to further flight, comply with Gates Learjet Service Bulletin No. SB-23/24-258, or later approved revisions. B) On Model 23 (Serial Numbers 23-010 thru 23-099) and Model 24 (Special Numbers 24-100thru 24-134) airplanes, visually inspect the external power receptacle terminals for sealing and if not properly sealed, prior to further flight, insulate the terminals in accordance with Gates Learjet Service Bulletin SB-23/24-258 or later approved revisions. C) 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 November 5, 1974.
2013-13-02: We are adopting a new airworthiness directive (AD) for all B-N Group Ltd. Models BN-2, BN-2A, BN2A MK. III, BN2A MK. III-2, BN2A MK. III-3, BN-2A-2, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A-27, BN-2A-3, BN-2A- 6, BN-2A-8, BN-2A-9, BN-2B-20, BN-2B-21, BN-2B-26, BN-2B-27, BN-2T, and BN-2T-4R airplanes. 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 inadequate sealing of the fuel filler cap (fuel tank cap) and the fuel filler receptacle (fuel tank opening), which could lead to contaminated fuel and result in in-flight shutdown of the engine. We are issuing this AD to require actions to address the unsafe condition on these products.