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88-15-04: 88-15-04 BOEING: Amendment 39-5979. Applies to Model 767 series airplanes, as listed in Boeing Alert Service Bulletin 767-32A0071, dated June 2, 1988, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude failure of the main landing gear to fully extend and lock due to faulty actuator piston seals or obsolete configuration rod seals, accomplish the following: \n\n\tA.\tWithin the next 300 hours time-in-service after the effective date of this AD, inspect the main landing gear drag brace actuators in accordance with Boeing Alert Service Bulletin 767-32A0071, dated June 2, 1988. \n\n\tB.\tIf any actuator has accumulated less than 200 hours total time-in-service at the time of inspection, repeat the inspection required by paragraph A., above, at intervals not to exceed 100 hours time-in-service until the actuator has accumulated more than 200 hours time- in-service, at which time the inspections may be terminated. \n\n\tC.\tIf anyactuator is found to have swollen seals or obsolete configuration seals, before further flight, replace or modify the actuator, in accordance with Boeing Service Bulletin 767-32A0071, dated June 2, 1988. \n\n\tD.\tAccomplishing the piston seal replacement, and the rod seal inspection and replacement, if necessary, in accordance with Boeing Service Bulletin 767-32A0071, dated June 2, 1988, constitutes terminating action for the initial and repetitive inspections required by paragraphs A. and B., above. \n\n\tE.\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 may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. \n\n\tAll persons affected by this directive who have not already received copies of the appropriate service bulletin cited herein may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5979, becomes effective August 3, 1988.
2018-10-09: We are superseding Airworthiness Directive (AD) 2017-11-03 for DG Flugzeugbau GmbH Model DG-500MB gliders that are equipped with a Solo 2625 02 engine modified with a fuel injection system following the instructions of Solo Kleinmoteren GmbH Technische Mitteilung 4600-3 and identified as Solo 2625 02i. 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 failure of the connecting rod bearing resulting from too much load on the rod bearings from the engine control unit. This AD adds a model to the applicability. We are issuing this AD to require actions to address the unsafe condition on these products.
2018-10-07: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76C helicopters. This AD requires inspecting the engine collective position transducer (CPT). This AD was prompted by reports of wear of the CPT that has resulted in several One Engine Inoperative (OEI) incidents. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
2018-10-06: We are adopting a new airworthiness directive (AD) for Bell Model 407 helicopters. This AD requires repetitive inspections of the tail rotor (TR) driveshaft segment assemblies and a torque check of the TR adapter retention nuts. This AD was prompted by a report of an in- flight failure of the TR drive system. The actions of this AD are intended to detect and correct an unsafe condition on these products.
84-24-52 R1: 84-24-52 R1 SHORT BROTHERS, LTD.: Amendment 39-4992 as Amended by Amendment 39-5802. Applies to all Model SD3-60 airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To reduce the potential for engine flameouts, accomplish the following: A. Before further flight, incorporate the following information into the Airplane Flight Manual and provide this information to flight crews. This may be accomplished by including a copy of this AD in the Airplane Flight Manual and Operating Manual: "Increase the threshold temperatures from 4 degrees C to 10 degrees C on Page 37, Section 4, Systems Operation, Ice and Rain Protection Systems (as fitted)." B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Within one year after the effective date of this amendment, modify the fuel low pressurebooster pumps in accordance with Parts B and C of Short Brothers Service Bulletin SD360-28-17, dated November 1985. Accomplishment of these modifications constitute terminating action for the increased temperature threshold required by paragraph A., above. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Short Brothers Aircraft, 1725 Jefferson Davis Highway, Arlington, Virginia 22202. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. AD 84-24-52 Amendment 39-4992 became effective February 7, 1985 except to those recipients of telegraphic AD T84-24-52, dated December 7, 1984. This amendment 39-5802 becomes effective February 1, 1988.
55-25-03: 55-25-03 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as soon as practical but not later than February 15, 1956, unless already accomplished. A case has recently occurred where the presence of corrosion at the main earth connection, situated on the fuselage nose decking in the vicinity of nose frame 4, has reduced the efficiency of this earthling point sufficiently to cause overheating of the cockpit lighting cables. The de Havilland Service strongly recommends that the following inspection be carried out at the earliest opportunity in order to ascertain the condition of this connection with which the FAA concurs and considers mandatory. Method. 1. Examine earth post situated in nose floor, and ascertain if it has a protective coating of blue oil base paint D.T.D. 827. (If it is protected, do not disturb unless it appears to be in a bad condition.) 2. If no protection is evident, dismantle terminal, clear floor surface locally at the terminal with a stiff bristle brush, to ensure removal of any corrosion and to provide good electrical contact between mating faces of terminal assembly. Reassemble terminal, using corrosion washers D.H.S. 439 G in place of lead plated brass washer 4F.781. All other mating surfaces must be clean and free from corrosion. If steel washer shows signs of deterioration, it must be replaced by another one, cadmium plated. Completed assembly must be painted liberally with blue oil base paint D.T.D. 827 to prevent ingress of moisture. (de Havilland Technical News Sheet CT (104), No. 121, Issue 2, dated July 14, 1955, also covers this same subject.)
70-01-05: 70-01-05 CANADAIR: Amdt. 39-900 as amended by Amendment 39-1117. Applies to CL-215-1A10 airplanes certificated in all categories utilized in seaplane operation. To prevent hazards associated with the loss of the chine spray strips, accomplish the following: (a) Prior to further flight visually inspect the left and right chine spray strips P/N 215-30058-2, -3 and the bolts attaching the strips to the hull for cracks and/or deformation. These inspections are to be repeated within 25 water scoop and drop sequences or before the first flight of each day of operation, whichever occurs first. Replace cracked or deformed parts before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the installation can be performed. (b) The inspection required by this AD constitute preventive maintenance and may be performed by persons authorized to perform preventive maintenance under FAR 43. (c) The compliance times of the repetitive inspections may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. (d) The repetitive inspection specified in (a) may be discontinued when the modification defined in Canadair Modification Summary Number IC-1510 and contained in Service Bulletin CL-215-51 has been incorporated, or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, has been incorporated. Amendment 39-900 effective January 6, 1970. This Amendment 39-1117 is effective December 8, 1970.
2018-10-11: We are superseding Airworthiness Directive (AD) 2018-09-10 for all CFM International S.A. (CFM) Model CFM56-7B engines. AD 2018-09-10 required initial and repetitive inspections of the concave and convex sides of the fan blade dovetail to detect cracking and replacement of any blades found cracked. This AD requires the same initial and repetitive inspections but revises the compliance time for the initial inspections of certain higher-risk fan blades. This AD was prompted by a recent engine failure due to a fractured fan blade that resulted in the engine inlet cowl disintegrating and debris penetrating the fuselage, causing a loss of pressurization, and prompting an emergency descent. We are issuing this AD to address the unsafe condition on these products.
84-16-02: 84-16-02 SIAI-MARCHETTI: Amendment 39-4898. Applies to Model S205, S208 and S208A Series (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude the collapse of the main landing gear by the failure of the reinforcement plate welds of the long arm cross-member of the main landing gear (MLG) accomplish the following: (a) Visually inspect the MLG cross-member long arm reinforcement plate weld for cracks in accordance with the "INSTRUCTION FOR THE VISUAL INSPECTION" section of SIAI-Marchetti Service Bulletin SB No. 205B48E, dated May 14, 1984, hereinafter referred to as the SB, in accordance with the following applicable inspection schedules: (1) Within 100 hours time-in-service, after the effective date of this AD, and thereafter every 100 hours time-in-service, for MLG reinforcement plates with less than 500 hours time-in-service. (2) Within 50 hours time-in-service, after the effective date of this AD, and thereafter every 50 hours time-in-service for MLG reinforcement plates with more than 500 hours time-in-service and less than 1,000 hours time-in-service. (3) Within 25 hours time-in-service, after the effective date of this AD, and thereafter every 25 hours time-in-service for MLG reinforcement plates with more than 1,000 hours time-in-service. (4) Prior to further flight, after each hard landing, regardless of time-in-service. (b) Inspect, using a dye-penetrant method, the MLG cross-member long arm reinforcement plate weld in accordance with the "INSTRUCTIONS FOR THE DYE CHECK INSPECTION" section of the SB in accordance with the following applicable inspection schedules: (1) Within the next 100 hours time-in-service on those MLG braces having 400 or more hours time-in-service, after the effective date of this AD, or prior to the accumulation of 500 hours time-in-service on those MLG reinforcement plates with less than 400 hourstime-in-service on the effective date of this AD and thereafter at intervals not to exceed 500 hours time-in-service, or (2) Within the next 500 hours time-in-service, since accomplishing the last dye penetrant inspection in accordance with AD 83-07-23. (c) If cracks are found during inspections required by either paragraph (a) or (b) of this AD, prior to further flight; (1) If the cracks are within the limits specified in Figure 2 of the SB, repair in accordance with SIAI-Marchetti Service Instructions (SI) No. 205-1S26, 14 May 1984, is authorized. (2) If the cracks exceed the limits specified in Figure 2 of the SB replace the MLG brace in accordance with the following table: INSTALLED P/N REPLACEMENT P/N 205-9-012 Modified per SB 205B36 205-9-012-07 205-9-013 Modified per SB 205B36 205-9-013-08 205-9-012 205-9-012-07 205-9-013 205-9-013-08 205-9-012-05 205-9-012-07 205-9-013-05 205-9-013-08 205-9-502-01 205-9-502-03 205-9-502-02205-9-502-04 205-9-012-07 205-9-012-07 205-9-013-08 205-9-013-08 205-9-502-03 205-9-502-03 205-9-502-04 205-9-502-04 (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) Operators who have not kept records of hours time-in-service of the MLG long arm cross-member must substitute airplane hours time-in-service in lieu thereof. (f) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (g) An equivalent method of compliance with this AD may be used, if approved, by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This AD supersedes AD 83-07-23, Amendment 39-4627, dated April 11, 1983. This amendment becomes effective on August 23, 1984. AGUSTA SpA 3
64-06-01: 64-06-01 BEECH: Amdt. 703 Part 507 Federal Register March 11, 1964. Applies to All Model 23 Aircraft Prior to Serial Number M-555 Except Serial Number M-1. Compliance required within 10 hours' time in service after the effective date of this AD, unless already accomplished. Failures of the cabin heater/muffler weld assembly, Beech P/N 169-950010-21, have occurred. Such failures can cause hazardous quantities of carbon monoxide to enter the cabin when cabin heat is used. To preclude carbon monoxide contamination of cabin air, accomplish either of the following: (a) Install a stainless steel dam around the exhaust tube between the muffler assembly and heater shroud assembly in accordance with Beechcraft Service Bulletin No. 64-1 dated January 13, 1964; or (b) Render the cabin heat and windshield defrost system inoperative by positively securing in the closed position the sliding doors of both the cabin heat and the defrost valves in the airplane firewall. This directive effective March 17, 1964.