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67-31-03: 67-31-03 BRITISH AIRCRAFT: Amdt. 39-519, Part 39, Federal Register November 30, 1967. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated, unless already accomplished. To prevent reversal of the rudder feel function, within the next 500 hours' time in service after the effective date of this AD, accomplish the following: (a) Replace the paired links located in the rudder feel simulator linkage, Hobson P/N CH 504-071 or CH 504-280 with redesigned Hobson slotted links, P/N CH 504-446 in accordance with British Aircraft Corporation on BAC 1-11 Alert Service Bulletin PM 3290, or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (b) Attach Hobson slotted links P/N CH 504-446 with bolts P/N CH 127803-25 (NAS 1108-25) and CH-127803-22 (NAS 1108-22), or self-retained bolt P/N CH 127800 (NAS 1108-27-SR) and rivet P/N CH 524-129-3. If bolts P/N CH127803-25 (NAS 1108-25) and CH 127803-22 (NAS 1108-22) are used, replace these bolts with self-retained bolt P/N CH 127800 (NAS 1108-27-SR) and rivet P/N CH-524-129-3 during the next overhaul of the rudder feel simulator units. This amendment effective November 30, 1967.
52-25-01: 52-25-01 DOUGLAS: Applies to All Models DC3 Aircraft Equipped With Vacuum Systems. \n\n\tTo be accomplished not later than May 1, 1953. \n\n\tTo guard against the possibility of excessive air temperatures and associated fire hazards in the vacuum system discharge line, one of the following modifications must be accomplished: \n\n\t1.\tInstall a fusible plug in the side of the vacuum pump discharge port at right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tin and 32.2 percent cadmium, which has a melting point of 351 degrees F. A drawing describing the design of such a plug is shown in Figure 2. The 3/8-inch plug fitting is intended for pumps such as the Model 3P-211 and 3P-485. For smaller pumps such as the 3P-207, an AN 840-6D fitting, incorporating the same modification as shown below, should be used. Brass fittings of the same design as the above dual fittings are acceptable. Incorporation of an overboard drain line clamped to the fusible plug is recommended but is not mandatory. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being blown out of the adapter at high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it issues from the adapter, or \n\n\t2.\tEmploy an oil separator equivalent in principle to the Genisco No. 40081 incorporating a pressure relief valve which can be disassembled for cleaning. \n\n\t(Douglas Service Letter A-129-T-1271/WB-11-Q-4 dated April 1, 1949, covers this type modification.)
2025-01-07: The FAA is superseding Airworthiness Directive (AD) 2022-11- 01, which applied to certain Airbus SAS Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes; and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2022-11-01 required a detailed inspection (DET) of the main landing gear (MLG) support rib 5 lower flange, a fluorescent penetrant inspection (FPI) around the spot facing of certain fastener holes if necessary, and applicable corrective actions. This AD was prompted by the determination that additional airplanes are affected by the unsafe condition. This AD continues to require the actions in AD 2022-11-01 and adds airplanes to the applicability, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-21-10: We are superseding Airworthiness Directive (AD) 2015-19-03 for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and - 900ER series airplanes. AD 2015-19-03 required revising the maintenance or inspection program to include new airworthiness limitations. This AD continues to require a maintenance or inspection program revision, but with revised language. This AD was prompted by a determination that certain language in the airworthiness limitation was not accurate in AD 2015-19-03. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine, which could result in the inability to shut off fuel to the engine and, in case of certain engine fires, an uncontrollable fire that could lead to wing failure.
86-20-12: 86-20-12 CESSNA: Amendment 39-5442. Applies to the Model 404 (Serial Numbers 404- 0001 through 404-0136, 404-0201 through 404-0246, 404-0401 through 404-0460, 404-0601 through 404-0695, and 404-0801 through 404-0859) airplanes certificated in any category: Compliance: Required as indicated, unless already accomplished. To ensure the structural integrity of the engine mount beams, accomplish the following: (a) Inspect the engine beams for cracks in accordance with the provisions of Cessna Multi-Engine Service Bulletin MEB 86-7, dated April 18, 1986, per the following schedule: (1) On all airplanes with 1600 or more hours time-in-service (TIS), fluorescent penetrant inspect the engine beams within the next 100 flight hours and at each 800 hours TIS thereafter. (2) On all airplanes with less than 1600 hours TIS, fluorescent penetrant inspect the engine beams between 1600 and 1700 hours TIS and at each 800 hours TIS thereafter. (3) The fluorescent penetrant inspections required by paragraphs (a)(1) and (a)(2) of this AD are no longer required on engine beams that have Service Kit SK 404-40 installed. (b) If cracks are found in the inspection of Paragraph (a), prior to further flight perform the following in accordance with Cessna Service Bulletin MEB 86-7: (1) If cracks found in the top (horizontal portion) of the beam are less than 2.00 inches in length, stop drill and install SK 404-40 in accordance with MEB 86-7. (2) If cracks found in the top (horizontal portion) of the beam are greater than 2.00 inches in length, contact Cessna Aircraft Company for FAA approved repair disposition at the following address: Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; Telephone (316) 946-7550. (c) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the provisions of this AD can be accomplished. (d) Any equivalent method of compliance with this AD must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Cessna Aircraft Company, P.O. Box 1521, Wichita, Kansas 67201; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective October 21, 1986.
2025-01-03: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) Model LEAP-1A and LEAP-1C engines. This AD was prompted by an investigation of an in-flight shut down event that revealed the aft arm of the high-pressure turbine (HPT) rotor interstage seal had failed. This AD requires removal from service and replacement of the HPT rotor interstage seal for LEAP-1A engines. Since the HPT rotor interstage seal part number is interchangeable between LEAP-1A and LEAP-1C engines, this AD also prohibits installation of these affected parts onto any LEAP-1A or LEAP-1C engine. The FAA is issuing this AD to address the unsafe condition on these products.
85-11-05 R1: 85-11-05 R1 CESSNA: Amendment 39-5106. Applies to Cessna Model T303 (serial numbers T30300001 thru T30300315) airplanes certificated in all categories. Compliance: Required before further flight, unless already accomplished. To prevent possible flutter of the vertical stabilizer that could cause the loss of the vertical stabilizer and/or airplane control, accomplish the following: (a) Fabricate and install adjacent to the anti-ice system switches the following placard using letters of a minimum 0.10 inch in height: "FLIGHT INTO KNOWN ICING PROHIBITED" and operate the airplane in accordance with this limitation. (b) Insert a copy of this AD in front of the airplane limitation section in the Airplane Flight Manual. (c) The requirements of paragraphs (a) and (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 03.9. (d) The placard required in paragraph (a) may be removed and flight into known icing conducted for those airplanes on which the Cessna known icing equipment is installed (as listed in the Equipment List in the Airplane Flight Manual) when the rudder is modified in accordance with Cessna Multi-Engine Service Bulletin MEB85-7, Revision 1, dated June 28, 1985. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company Customer Services, Post Office Box 1521, Wichita, Kansas 67201, or FAA, Office of the Regional Counsel, Room 1558, 601 East12th Street, Kansas City, Missouri 64106. This amendment becomes effective on July 31, 1985, to all persons except those to whom it has already been made effective by priority letter from the FAA dated May 31, 1985, and is identified as AD 85-11-05.
2025-03-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L, AS332L1, AS 365 N3, SA-365C1, SA- 365C2, SA-365N, and SA-365N1 helicopters. This AD was prompted by a report that certain rescue hoist cable assemblies may be equipped with a defective ball end. This AD requires inspecting certain rescue hoist cable assemblies and, depending on the results, replacing the rescue hoist cable assembly. This AD also allows installing certain rescue hoist cable assemblies and certain rescue hoists provided its requirements are met. These actions are specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-19-51: We are publishing a new airworthiness directive (AD) for Sikorsky Aircraft Corporation Model S-76A, S-76B, S-76C, and S-76D helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires inspecting the main rotor (M/R) and tail rotor (T/R) pushrod assemblies and the jamnuts, and applying slippage marks across the pushrod tubes and jamnuts. This AD is prompted by an accident of a Sikorsky Aircraft Corporation Model S-76C helicopter. During preliminary investigation, a failed pushrod assembly was identified. These actions are intended to prevent loss of M/R or T/R flight control and subsequent loss of control of the helicopter.
87-03-02: 87-03-02 SAAB FAIRCHILD: Amendment 39-5511. Applies to Model SF-340A series airplanes, serial numbers 03 through 044, certificated in any category. Compliance is required as indicated below, unless previously accomplished. To prevent partial loss of control as a result of an inoperative tail deicing system, accomplish the following: A. Within the next 90 days after the effective date of this AD, install a tail deicer valve heater blanket and its associated equipment in accordance with SAAB Fairchild Service Bulletin SF340-30-015, Revision 1, dated December 13, 1985. B. 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. C. Special 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 modification required by this AD.All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to SAAB Aircraft, Product Support AB, S-58188, Linkoping, Sweden. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 12, 1987.
2021-10-02: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports indicating that the left- and right-hand elevator torque tube bearings were contaminated with sand and corrosion, restricting free rotation. This AD requires repetitive general visual inspections of the left- and right-hand elevator torque tube bearings for any sand, dust, or corrosion; repetitive functional tests of the elevator control system; and replacement of the elevator torque tube bearings if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
92-01-04: 92-01-04 MCDONNELL DOUGLAS: Amendment 39-8127. Docket No. 91-NM-237-AD. \n\n\tApplicability: Model MD-11 series airplanes; equipped with McDonnell Douglas Electronic Systems Company Central Aural Warning System (CAWS), Part Number H05A0035-50 or Part Number H05A0035-51; certificated in any category. \n\n\tCompliance: Required as indicated unless previously accomplished. \n\n\tTo eliminate the loss of Autopilot Disconnect, Windshear, Altitude, Stabilizer in Motion, Radio Altitude, and Overspeed aural alerts, accomplish the following: \n\n\t(a)\tWithin 5 days after the effective date of this AD, and thereafter prior to the first flight of each day, with the aircraft power active, accomplish the following: \n\n\t\t(1)\tPosition or verify that CAWS circuit breakers B1-1018, B1-1381, and B1-1019 are closed. \n\n\t\t(2)\tCycle all three CAWS circuit breakers to the open position. Leave the circuit breakers open for a minimum of five seconds. \n\n\t\t(3)\tReturn all three circuit breakers to the closed position. \n\n\t(b)\tWithin 60 days after the effective date of this AD, replace the CAWS unit in accordance with McDonnell Douglas Alert Service Bulletin A31-18, dated November 11, 1991. Such replacement constitutes terminating action for the requirements of paragraph (a) of this AD. \n\n\t(c)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\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\t(e)\tThe replacement requirement of this AD shall be done in accordance with McDonnell Douglas Alert Service Bulletin A31-18, dated November 11, 1991. 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, 3855 Lakewood Boulevard, Long Beach, California, 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(f)\tThis amendment (39-8127, AD 92-01-04) becomes effective on January 24, 1992.
96-26-05: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires an inspection to detect cracking of the torque tube assembly of the left-hand (LH) elevator and surrounding structure; and to detect loose or sheared rivets in that assembly. This amendment also requires either replacement or repair of discrepant parts, as appropriate. This amendment is prompted by a report of fatigue cracking found on the torque tube support of the LH elevator. The actions specified by this AD are intended to ensure that cracking is detected and corrected in a timely manner so as to prevent failure of the torque tube or its support structure, which could result in reduced controllability of the airplane.
2015-20-12: We are superseding Airworthiness Directive (AD) 98-26-02 for certain Sikorsky Aircraft Corporation (Sikorsky) Model S-61A, D, E, L, N, NM, R, and V helicopters. AD 98-26-02 required determining whether the main rotor shaft (MRS) was used in repetitive external lift (REL) operations, performing a nondestructive inspection (NDI) for cracks, replacing any unairworthy MRS, and establishing retirement lives for each REL MRS. This new AD retains some of the requirements of AD 98-26- 02 but determines a new retirement life for each MRS, expands the applicability to include additional helicopters, and requires removing from service any MRS with oversized dowel pin bores. This AD was prompted by the manufacturer's reevaluation of the retirement life for the MRS based on torque, ground-air-ground (GAG) cycle, and fatigue testing. We are issuing this AD to prevent MRS structural failure, loss of power to the main rotor, and subsequent loss of control of the helicopter.
86-14-09: 86-14-09 BRITISH AEROSPACE AVIATION GROUP: Amendment 39-5348. Applies to all Model BAe HS 748 airplanes on which Modification 6909 has not been incorporated, certificated in any category. Compliance is required within the next 500 flight hours time-in-service after the effective date of this AD, unless accomplished within the last 500 flight hours time-in-service, and thereafter at intervals not to exceed 1000 flight hours time-in-service. To prevent the loss of autofeather capability, accomplish the following: A. Inspect the microswitch rocker arm assemblies in accordance with BAe Service Bulletin 76/15, Revision 3, dated November 1983. Replace any cracked rocker arm assemblies prior to further flight. B. The installation of modified rocker arm assemblies, in accordance with BAe Service Bulletin 76/15, Revision 3, dated November 1983, terminates the requirement for the inspection called for in paragraph A., above. 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. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 4, 1986.
89-11-07: 89-11-07 McDONNELL DOUGLAS: Amendment 39-6222. \n\n\tApplicability: McDonnell Douglas Model DC-6, -6A, -6B, R6D, C-118A (Military), and DC-7 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect stress corrosion cracks and to prevent failure of the wing center spar main landing gear fittings, accomplish the following: \n\n\tA.\tWithin one month after the effective date of this AD, unless already accomplished within the last five months, and thereafter at intervals not to exceed 500 hours time-in-service or one year, whichever occurs first, perform a dye penetrant inspection of the wing center spar main landing gear fittings around the bore and up to the wing lower skin, paying particular attention to the milled pocket in the outboard fitting, in accordance with Douglas Rework Drawing SR 06578001, "NC." After each inspection, apply LPS-3 corrosion inhibiting oil or equivalent to each fitting. After thefirst dye penetrant inspection, later inspections may be accomplished by using the following procedure: \n\n\t\t1.\tClean the LPS-3 using the best available cleanser, \n\n\t\t2.\tConduct a dye penetrant inspection, and, if unsuccessful, \n\n\t\t3.\tConduct a visual inspection. \n\n\tB.\tIf a crack is found as a result of the inspection required by paragraph A., above, prior to further flight, accomplish the following: \n\n\t\t1.\tIf a crack is found inside the recessed pocket areas, perform an eddy current inspection to determine if the crack extends above or below the recessed pocket areas. \n\n\t\t2.\tIf cracks are found inside the recessed pocket areas which are within the limits shown on McDonnell Douglas Rework Drawing SR 06578001, "NC," dated July 25, 1988, accomplish the trimout rework in accordance with that drawing. For a period of one year thereafter, conduct inspections in accordance with paragraph A. at intervals not to exceed three months. Thereafter, conduct inspections at intervals not to exceed 500 hours time-in-service or one year, whichever occurs first. \n\n\t\t3.\tIf cracks are found in the main landing gear cylinder bore or cracks are found which extend beyond the rework limits shown on McDonnell Douglas Rework Drawing SR 06578001,"NC," dated July 25, 1988, replace the fitting(s) with airworthy parts prior to further flight. If cracked fittings are replaced with new fittings made from 7075-T6 forging material, inspect the fittings in accordance with paragraph A., above, within 60 months after installation and thereafter at intervals not to exceed 12 months. \n\n\tC.\tInstallation of new fittings made of 7050-T7452 hand forging material constitutes terminating action for the inspections required by this AD. \n\n\tD.\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, Los Angeles 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to comply with the repair requirement of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft CertificationOffice, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6222, AD 89-11-07) becomes effective on June 23, 1989.
2019-14-13: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports of uncommanded fore/aft movements of the Captain's and First Officer's seats. This AD requires an identification of the part number, and if applicable the serial number, of the Captain's and First Officer's seats, and applicable on- condition actions. This AD also requires a one-time detailed inspection and repetitive checks of the horizontal movement system of the Captain's and First Officer's seats, and applicable on-condition actions. This AD also provides an optional terminating action for the repetitive checks of the horizontal movement system for certain airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
74-24-04: 74-24-04 LOCKHEED: Amendment 39-2015. Applies to all Model 382 series airplanes, Serial Numbers 3946 and 4101 through 4298, certificated in all categories, except those airplanes which have been modified in accordance with STC ST441SO, or equivalent. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished. To prevent cracks in the lower center wing section, modify the wing in accordance with Lockheed Service Bulletin 382-121, or later FAA approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective November 20, 1974.
2015-21-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-200 Freighter, A330-300, A340-200, A340- 300, A340-500, and A340-600 series airplanes. This AD requires a detailed inspection of the girt installation of each escape slide and slide raft, and corrective action if necessary. This AD was prompted by a report of incorrect installation of the girt panel on passenger doors and an incorrectly installed quick release (girt) bar into the [[Page 63081]] girt panel of the slide raft. We are issuing this AD to detect and correct incorrect girt installation of the escape slide and slide raft, which could prevent slide deployment during an emergency, and result in reduced evacuation capacity from the airplane and possible injury to occupants.
88-17-03: 88-17-03 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5943. Applies to IO-520- BA, BB, IO-550-B, and TSIO-520-BE, LB, UB, and WB series engines equipped with air conditioners. Compliance is required as specified in the body of the AD, unless already accomplished. To prevent possible starter adapter shaftgear assembly failure, accomplish the following: (a) Before further flight, remove the top engine cowl and gain access to the air conditioner (freon compressor) drive pulley and with a light and mirror, determine if the sheave attach nut is a steel locking type (Reference paragraph II of TCM Service Bulletin (SB) M87-24, dated December 15, 1987). (1) If the nut is a steel locking type, remove the freon compressor drive belt. (2) If the nut is castellated, determine via log books and maintenance records that the castellated nut is the original nut and has not been substituted for a steel locking type nut. (i) If the castellated nut is the original, no further action is required. (ii) If the castellated nut is not the original, but a substitution for the original installed steel locking type nut, remove the freon compressor drive belt. (iii) If it cannot be determined that the castellated nut is the original, remove the freon compressor drive belt. NOTE: Compliance with paragraph (b) below before further flight, may be accomplished in lieu of paragraph (a) above. (b) Within the next 25 flight hours, after the effective date of this AD, remove the starter adapter assembly (starter drive assembly) and replace in accordance with the following table: Engine Model Replacement Starter Drive Assembly P/N IO-520-BA, BB, IO-550-B 642087A23R TSIO-520-LB, WB 642087A22R TSIO-520-BE 642087A24R TSIO-520-UB 646757A4R NOTE: Return the starter drive assembly (less drive sheave) to the manufacturer for replacement. (1) Install the replacement assembly in accordance with paragraph 3 of TCM SB M88-5, dated April 4, 1988, and appropriate maintenance manuals. (2) Install the drive belt and insure proper alignment of the sheaves in accordance with paragraphs 1 through 3 of TCM SB M88-6, dated April 4, 1988. (c) Replace top engine cowl. (d) Make appropriate log book entry showing compliance with this AD. NOTE: Compliance with AD 87-14-02 issued against the starter drive assembly is not required when compliance with this AD is accomplished. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (g) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Manager, Atlanta Aircraft Certification Office, may adjust the compliance time specified in this AD. NOTES: 1. New or rebuilt TSIO-520-BE engines (used on Piper PA46-310P Malibu) shipped from TCM as a replacement engine in conjunction with compliance to AD 87-26-08 (TCM SB M87-25) should not order a replacement starter drive assembly as these engines already have the replacement starter drive assembly installed. 2. Installation of the replacement starter drive assembly on the TSIO-520-BE engine (used on Piper PA46-310P Malibu) does not require engine removal (Piper Aircraft Corporation SB 876B refers to this subject). TCM SB M88-5, dated April 4, 1988, and TCM SB M88-6, dated April 4, 1988, identified and described in this document, are incorporated herein 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 Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. The documentsmay also be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 87-ANE-46, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment supersedes AD 87-26-01, Amendment 39-5882. This amendment, 39-5943, becomes effective on August 10, 1988.
69-19-01: 69-19-01 PILATUS: Amdt. 39-822. Applies to Model PC-6 Airplanes, Serial Nos. 1 through 701, 2001 through 2018, 2023, 2025 through 2029, 2040 and 2041. Compliance: Required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. To prevent rotation of pivot bolt P/N 6203.25 located at the hatch door operating bellcrank, replace with a new pivot bolt P/N 112.40.06.120 in accordance with Pilatus Service Bulletin No. 88, dated December 1968, or later Swiss Federal Air Office-approved issue, or an FAA-approved equivalent. This amendment becomes effective September 20, 1969.
2002-11-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-600, A300 B4-600R, and A300 F4-600R series airplanes (A300-600), that currently requires an inspection to detect cracks of certain attachment holes; and installation of new fasteners and follow-on inspections or repair if necessary. This amendment requires repetitive inspections to detect cracks of certain attachment holes, installation of new fasteners, follow-on inspections or repair if necessary, and modification of the angle fittings of frame FR47. This amendment revises the applicability of the existing AD. The actions specified by this AD are intended to prevent fatigue cracking of the forward fitting of fuselage frame FR47, which could result in reduced structural integrity of the frame.
70-14-01: 70-14-01 BELL: Amdt. 39-1022 as amended by Amendment 39-1065. Applies to all Bell Model 47D-1, 47G, 47G-2, and 47H-1 helicopters certificated in all categories and to any other helicopters equipped with duplex pitch change bearings, P/N 47-641-131-1. Compliance required as indicated. To prevent possible failure of tail rotor duplex pitch change bearing and to correct any improper installation of the duplex bearing and delta hinge bolts: (a) Inspect all duplex pitch change bearings within the next 50 hours time in service after the effective date of this AD, unless already accomplished, as follows: (1) Remove tail rotor assembly. (2) Remove and disassemble the tail rotor drive head assembly to expose the duplex bearings and guide sleeve, P/N 47-641-040 or 47-641-130. (3) Inspect the outside surface of the guide sleeve for scoring. (4) Inspect the duplex bearing for roughness. (5) Replace the duplex bearing before further flight as specified in subparagraphs (b)(3) and (4) if the guide sleeve is scored or if the bearing is rough. (6) Install the tail rotor assembly and check rigging and tracking as described in subparagraph (b)(5). (b) Remove and replace duplex pitch change bearings with 450 or more hours time in service on the effective date of this AD within the next 150 hours time in service, as follows: (1) Remove tail rotor assembly, (2) Remove and disassemble the tail rotor drive head assembly, (3) Assemble and install the tail rotor drive head assembly, using a new duplex bearing, P/N 47-641-131-1, in accordance with the procedures specified in Paragraphs 6.63(j) and (k) in the Model 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, as revised August 15, 1961, or in accordance with FAA approved equivalent procedures. (4) Lubricate the bearing and sleeve with grease, MIL-G-25537 or equivalent. (5) Install the tail rotor assembly and check rigging and tracking in accordance with the procedures specified in Paragraphs 6-17(a) through (h) or 6-18(a) through (g) of the appropriate manual or in accordance with FAA approved equivalent procedures. (c) Remove and replace duplex pitch change bearings with less than 450 hours time in service on the effective date of this AD prior to accumulating 600 hours time in service, in accordance with the procedures described in subparagraphs (b)(1) through (5) above. (d) Remove and replace all replacement duplex pitch change bearings prior to accumulating 600 hours time in service. Amendment 39-1022 effective August 10, 1970. This Amendment (39-1065) becomes effective August 17, 1970.
2015-18-04: We are adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) CFM56-7B and CFM56-3 turbofan engines. This AD was prompted by a report of an uncommanded in-flight shutdown (IFSD) on a CFM CFM56-7B engine following rupture of the 73-tooth gearshaft located in the engine accessory gearbox (AGB). This AD requires AGB/transfer gearbox (TGB) magnetic chip detector (MCD) inspection of the affected gearshafts until removal. We are issuing this AD to prevent failure of certain engine AGB gearshafts, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
98-10-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires modification of the aft avionic fan. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the aft avionic fan due to inadequate cooling airflow through the fan housing, which could result in failure of the avionics equipment.