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65-12-04: 65-12-04 MORRISEY: Amdt. 39-76 Part 39 Federal Register June 2, 1965. Applies to Models 2150 and 2150A Aircraft. Compliance required as indicated. To prevent further elevator horn cracks as a result of improper fabrication, accomplish the following: (a) Visually inspect the 180 degrees bend of the elevator horn, P/N 6000-9, for cracks within the next 25 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. (b) If cracks are found, replace the elevator horn before further flight with a new horn, P/N 6000-9, manufactured after February 1, 1965, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) The repetitive inspections required by (a) may be discontinued when the elevator horn is replaced in accordance with (b). NOTE: Elevator horn, P/N 6000-9, may be obtained from Shinn Engineering, Inc., 320 Dyer Road, Santa Ana, California. This directive effective June 2, 1965.
2013-23-10: We are superseding Airworthiness Directive (AD) 2010- 21-01 for Eurocopter France (Eurocopter) Model AS350B, BA, B1, B2, B3, D, AS355E, F, F1, F2, and N [[Page 70203]] helicopters. AD 2010-21-01 required an inspection to determine whether a cross-member is installed at station X 2165 and doublers at X 2325 and Y 269, and installing them if they are missing. This new AD retains the requirements of AD 2010-21-01 but clarifies the inspection procedures and limits the applicability to only those helicopters with collective-to-yaw control coupling. This AD is prompted by a crack discovered in the area of the center cross-member at station X 2325, at the attachment point of the yaw channel ball-type control sheath stop, of a Model AS355N helicopter fitted with the collective-to-yaw control coupling. The actions of this AD are intended to prevent reduced yaw control and subsequent loss of helicopter control.
2013-22-17: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS332C, AS332L, AS332L1, AS332L2, and EC225LP helicopters. This AD requires inspecting the intermediate gearbox (IGB) fairing for a crack and inspecting the IGB fairing gutter (gutter), if installed, for a crack, separation, or interference. This AD is prompted by reports of cracks, separation of the IGB fairing from the gutter and attachment supports, and subsequent interference with the tail rotor (T/R) inclined drive shaft. These actions are intended to detect a crack and prevent separation of the IGB fairing, which could result in interference with the T/R inclined drive shaft and subsequent loss of control of the helicopter.
79-01-05: 79-01-05 PIPER (TED SMITH): Amendment 39-3387 as amended by Amendment 39-3643. Applies to Aerostar Models 600, 601, 601P Airplanes certificated in all categories.\n\n\tCompliance required as indicated.\n\n\tTo reduce the possibility of double engine failure due to fuel starvation, accomplish the following unless already accomplished:\n\n\t(a)\tWithin the next 10 days after the effective date of this AD accomplish the following:\n\n\t\t(1)\tOn airplanes serial numbers 0001 through 0255 inclusive, install a low fuel warning light system which provides a warning when the fuel quantity in the fuselage fuel tank is at or below 12 + 1 -0 U.S. gallons. (NOTE: Aerostar Kit Option No. 156-1 provides an acceptable means of complying with this requirement provided the warning level is set at 12 + 1 -0 U.S. gallons.)\n\n\t\t(2)\tOn airplanes serial numbers 0256 and subsequent, adjust the existing low fuel warning light system to provide a warning when the fuel quantity in the fuselage fuel tank is at or below 12 + 1 -0 U.S. gallons. (NOTE: Aerostar Kit Option No. 157-1 provides an acceptable means of complying with this requirement provided the warning level is set at 12 + 1 -0 U.S. gallons.) \n\n\t\t(3)\tOn all airplanes, install Aerostar placard P/N 030100-1, on the cockpit instrument panel in clear view of the pilot and revise the Airplane Flight Manual by incorporating FAA approved Aerostar revision dated November 7, 1977.\n\n\t\t(4)\tOn all airplanes:\n\n\t\t\ti.\tCheck the condition of the rubber O-ring seal on each wing fuel filler cap to ensure it is capable of forming a positive seal. Replace the O-ring prior to further flight if deterioration is found.\n\n\t\t\tii.\tCheck the fuel filler cap receptacle in each wing to ensure that the cap can be tightly sealed. Damaged or deformed receptacles must be replaced prior to further flight.\n\n\t\t\tiii.\tCheck and ensure that the wing fuel filler cap locking tabs provides a positive lock indicating sufficient compression of the O-ring to forma positive seal.\n\n\t\t(5)\tThe checks required by Paragraph (a)(4) of this AD may be performed by the pilot. (NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, See FAR 91.173.)\n\n\t(b)\tWithin the next 30 days after the effective date of this AD, and thereafter at intervals not to exceed one year since the last inspection, accomplish the following on the wing fuel tank filler caps:\n\n\t(NOTE: Aerostar Service Bulletin 600-77 addresses the subject of fuel cap security.)\n\n\t\t(1)\tFor airplanes having Shaw Aero filler caps (P/N 431-248), inspect the caps and ensure that the cap locking tab provides a positive lock by measuring the opening pull force at the finger tab with a tension indicator (e.g. "fish scale") aligned approximately 75 degrees from the plane of the cap as follows:\n\n\t\t\ti.\tMeasure the opening pull force on the tab with the cap uninstalled (tab friction force). The tab friction force must not exceed 2 pounds. If the force is greater than 2 pounds, inspect for wear, dirt, corrosion, etc. under tab and clean as necessary to reduce the friction force or replace the cap with a serviceable cap before further flight.\n\n\t\t\tii.\tMeasure the opening pull force on the tab with the cap installed in the wing receptacle. If the opening pull force is outside the range of 16 + 3 pounds, before further flight, adjust cap by removing cotter pin, turn adjusting nut (clockwise to increase, counterclockwise to decrease) to achieve required pull force, and install new cotter pin to prevent the nut from loosening during service.\n\n\t\t(2)\tFor all airplanes, ensure that each wing tank filler cap forms a positive seal by accomplishing this "Leak and Pressure Testing" procedures specified in Section 4 of the Aerostar Maintenance Manual, or in accordance with the following procedures:\n\n\t\t\ti.\tCompletely fill the wing tanks to the filler neck (capacity) and install filler caps.ii.\tPark the aircraft in the sun to produce fuel expansion, lower wing tip below the "wings level" attitude, and observe for evidence of fuel leaking from filler cap area. Repeat this process for the opposite wing. (NOTE: If the cap is leaking, the leak should become evident within one hour due to fuel expansion and pressure increase within the wing tank. Fuel may leak from the wing overpressure relief valve during these tests. With wing still lowered, carefully release the filler cap and verify that fuel flows out of the filler port. If fuel does not flow out of the filler port, sufficient fuel expansion has not occurred for a valid test, and, the test must be repeated.)\n\n\t(c)\tWithin the next 30 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tTo reduce the maximum usable fuel quantity limitations for flight planning purposes, install a new placard on the instrument panel in clear view of this pilot that reads as follows:\n\n\t"TOTAL USABLE FUEL165.5 U.S. GAL.\n\tFUSELAGE USABLE FUEL 41.5 U.S. GAL.\n\tEACH WING USABLE FUEL 62 U.S. GAL."\n\n\t\t(2)\tTo show a reduced maximum usable fuel quantity for each wing tank of 62 U.S. gallons, and to ensure first fueling priority is given to the fuselage tank, replace the placard at each wing tank filler location with a placard that reads as follows:\n\n\t"100/130 or 100LL MINIMUM GRADE AVIATION FUEL.\n\tDO NOT ADD FUEL TO WING TANKS UNLESS FUSELAGE TANK IS FULL.\n\tEACH WING TOTAL USABLE FUEL 62 U.S. GALLONS.\n\tDO NOT INSERT NOZZLE OVER 3 INCHES."\n\n\t\t(3)\tTo show a reduced maximum usable fuel quantity in the fuselage tank of 41.5 U.S. gallons, replace the placard at the fuselage tank filler location with a placard that reads as follows:\n\n\t"100/130 OR 100LL MINIMUM GRADE AVIATION FUEL.\n\tFUSELAGE TOTAL USABLE FUEL 41.5 U.S. GALLONS."\n\n\t\t(4)\tInstall a new placard on the cockpit instrument panel in the vicinity of the fuel quantity gage to read as follows:\n\n\t"READ FUEL QUANTITY IN LEVEL FLIGHT ONLY."\n\n\t\t(5)\tReplace the X-feed placard required by Paragraph (a) of AD 77-26-04 with a placard that reads as follows:\n\n\t"X-FEED LEVEL FLIGHT ONLY.\n\tTAKEOFF PROHIBITED WITH LOW FUEL LIGHT ON.\n\tDOUBLE X-FEED LIMITED TO LEVEL FLIGHT\n\tEMERGENCY ONLY."\n\n\t\t(6)\tRevise the markings on the cockpit instrument panel at the right and left engine fuel selector switches as follows:\n\n\n\n\nAD 79-01-05\n\n\t\t(7)\tRevise the Airplane Flight Manuals with Aerostar supplement dated December 5, 1978, or later FAA-approved revisions to incorporate the following changes:\n\n\t\t\t(i)\tReduction of airplane total usable fuel capacity to 165.5 gallons.\n\n\t\t\t(ii)\tRevised fuel system emergency procedures.\n\n\t\t\t(iii)\tAdded fuel system descriptive material.\n\n\t\t\t(iv)\tRevised airplane refueling procedures.\n\n\t\t\t(v)\tAdded note to caution against use of fuel flow totalizer as a primary fuel quantity instrument.\n\n\tNOTE: The placards and Airplane Flight Manual supplements described by Aerostar Service Bulletin 600-79 are acceptable for compliance with Paragraphs (c)(1) through (c)(7). The Airplane Flight Manual supplements are interim revisions that may be replaced by FAA approved revisions that contain the same information, at a later date.\n\n\t\t(8)\tFor airplanes which have either a Silverton or Symbolic Display type fuel flow totalizer system installed, which incorporates a preset maximum usable fuel quantity memory, adjust the present quantity to read no more than 165.5 U.S. gallons. \n\n\t(d)\tBy June 1, 1980, accomplish the following modifications in accordance with a design and procedures approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\t\t(1)\tOn or near the centerline of the instrument panel, in clear view of the pilot, install:\n\n\t\t\ti.\tThree gages that provide a continuous reading of fuel quantities contained in the fuselage tank and in each of the wing tanks; or\n\n\t\t\tii.\tA single gage that provides a continuous reading of fuel quantity contained in the fuselage tank and will, upon switch selection by the pilot, provide a reading of fuel quantity contained in each wing tank.\n\n\t(NOTE: Fuel gage modifications to meet the requirements of paragraph (d)(1) are being developed by Piper Aerostar. Proposed modifications may also be presented by other persons for approval.)\n\n\t\t(2)\tInstall and test an overpressure relief valve in each wing fuel tank which has a pressure relief setting of 1.2 to 1.5 psi. For airplanes which already have an overpressure relief valve installed, test to ensure pressure relief is provided at 1.2 to 1.5 psi. (NOTE: Piper Aerostar DWG. 106068 provides an acceptable means of installing overpressure relief valves.)\n\n\t\t(3)\tRevise the Airplane Flight Manual and placards in the cockpit as necessary to envisage the modifications approved for compliance with Paragraph (d)(1).\n\n\t(e)\tPrevious compliance with AD 77-26-04 satisfies compliance with Paragraphs (a)(1) or (a)(2), and (a)(3) of this AD.\n\n\t(f)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 required by this AD.\n\n\t(g)\tEquivalent inspections, modifications, Airplane Flight Manual revisions, placards, and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\tThis supersedes Amendment 39-3103 (42 FR 64111), AD 77-26-04, as amended by Amendment 39-3135 (43 FR 5506).\n\n\tAmendment 39-3387 become effective February 2, 1979.\n\n\tThis Amendment 39-3643 becomes effective December 27, 1979.
2013-23-07: We are superseding airworthiness directive (AD) 90-26-12 for Sikorsky Aircraft Corporation (Sikorsky) Model S-64E helicopters. AD 90-26-12 required checks of the main rotor blades for a crack. This new AD retains the actions required by AD 90-26-12, reflects that the type certificate (TC) for this model helicopter has been transferred to Erickson Air-Crane Incorporated (Erickson), and expands the applicability to include the similar Erickson Model S-64F helicopters. This AD is prompted by a need to expand the applicability to include Model S-64F helicopters and clarify the applicable main rotor blades by part number. These actions are intended to detect a crack in the main rotor blade and prevent blade separation and subsequent loss of control of the helicopter.
64-04-02: 64-04-02 BOEING: Amdt. 687 Part 507 Federal Register February 20, 1964. Applies to All Airplanes Listed in Boeing Service Bulletin No. 942 On Which Service Bulletin No. 942 Has Not Been Accomplished. \n\n\tCompliance required at the next terminal where adequate facilities and personnel are available but not to exceed 30 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Boeing Alert Service Bulletin No. 1967 dated January 31, 1964. \n\n\tInspect both stabilizer center section rear spar upper attach fittings visually for cracks. Inspect all visible areas of the lug area (left and right side). Use a mirror to inspect outboard edge of lug that is sandwiched between lugs of mating part. Replace any center section having cracked parts before further flight.\n \n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated February 4, 1964.
80-05-01: 80-05-01 WEATHERLY AVIATION COMPANY, INC.: Amendment 39-3704. Applies to all Model 201C series airplanes certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the aft fuselage attach provisions, accomplish the following: (a) Within 50 hours' time in service from the effective date of this AD, visually inspect with at least 2X magnification the four P/N 40352-9 and 40352-10 tail cone attach fittings for evidence of cracking, particularly in the bend radii and in the area of the bend relief hole. NOTE: Weatherly Aviation Company, Inc. Service Note No. 10, dated January 23, 1980, refers to this subject. (b) If cracks are found, replace the cracked fittings with P/N 40352-19 or 40352-20 fittings prior to further flight. (c) Repeat the visual inspection of P/N 40352-9 and 40352-10 fittings required in paragraph (a) of this AD at intervals not to exceed 100 hours' time in service since the lastinspection. Repetitive inspections required by this paragraph of this AD may be terminated when replacement of fittings with P/N 40352-19 and 40352-20 fittings is accomplished. (d) Whenever cracks or other damage have been found in the welded tube tail frame, which mounts the tail wheel spring, inspect the tail cone attach fittings per paragraph (a) of this AD prior to further flight. (e) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective March 3, 1980.
2013-22-20: We are adopting a new airworthiness directive (AD) for Embraer S.A. Model EMB-505 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracking in the stator pressure plate of the brake assembly, which may lead to loss of brake parts on the runway and reduced brake capability with possible runway excursion. We are issuing this AD to require actions to address the unsafe condition on these products.
82-16-07: 82-16-07 HILLER AVIATION: Amendment 39-4469. Applies to Hiller Aviation Model UH-12E and L and OH-23F and G Series helicopters certificated in all categories that are equipped with engine drive torsional coupling assemblies, P/N 21047-9 and P/N 21047-11 (S/N 704 through 766) and P/N 21047-15 (all serial numbers), Airworthiness Docket No. 82-ASW-52. Compliance required as indicated unless already accomplished. To detect possible cracks and prevent failure of the engine drive torsional coupling assembly, accomplish the following: 1. Within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours' time in service: (a) Remove from the helicopter torsional coupling assemblies P/N 21047-9 and -11 (S/N 704 through 766) and P/N 21047-15 (all serial numbers). These have a stamped rubber cure date of December 1980 or later. (b) Clean and inspect the lower housing P/N 21046 in the eight window areas adjacent to the engine attach flange using a fluorescent penetrant inspection method. (c) Replace assemblies with cracked housings before further flight and install a serviceable assembly as prescribed in the appropriate model maintenance manual or FAA approved equivalent. 2. The inspections required by this AD are not applicable to UH-12E, or OH-23F and G series helicopters converted to the turbine engine installation by STC SH178WE. 3. Equivalent means of compliance must be approved by the Manager, Western Aircraft Certification Field Office, P.O. Box 92007, World Way Postal Center, Los Angeles, California 90009. 4. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraft to a base where compliance with this AD can be accomplished. Hiller Aviation Service Bulletin S.B. UH-12-21-3 dated August 4, 1982, contains information regarding this AD. This amendment becomes effective October 15, 1982, to all persons, except those to whomit was made immediately effective by priority mail AD 82-16-07 issued July 23, 1982.
76-09-11: 76-09-11 LOCKHEED: Amendment 39-2601 as amended by Amendment 39-2615. Applies to all Model 382 series airplanes below serial number 4673. Before further flight, unless already accomplished, perform the crank arm inspection for rudder, aileron and elevator in accordance with Lockheed Alert Service Bulletin A 382-27-17. If the crank arms do not pass the inspection requirements, replace the crank arm or servo valve assembly prior to further flight. The Lockheed Alert Service Bulletin stated that acceptable replacement cranks were identified with a "V" index mark. However, some of the replacement cranks are being made from a different material than those identified with a "V" index mark. These new cranks are identified with a straight line index mark and either of the cranks identified with a "V" or a straight line index mark are acceptable. Amendment 39-2601 was effective May 14, 1976 and was effective on receipt for all recipients of the telegram dated April 23, 1976, whichcontained this amendment. This Amendment 39-2615 becomes effective immediately.
2013-22-18: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-135ER, - 135KE, -135KL, and -135LR airplanes; and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires repetitive detailed inspections to detect discrepancies on the attaching parts of the lower eyelet fitting of the cockpit windshield center-post, and, if no discrepancy is found, a check to make sure the bolts are tight, and replacement of the attaching parts if necessary. This AD also provides an option to accomplish the replacement of the attaching parts, which terminates the repetitive inspections. This AD was prompted by reports of failure of the bolts that connect the lower eyelet fitting of the cockpit windshield center-post to the forward fuselage. We are issuing this AD to detect and correct failed bolts and attaching parts of the lower eyelet fitting of the cockpit windshield center-post, which could lead to loss of structural integrity of the airplane.
77-14-02: 77-14-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2950. Applies to Puma Model SA 330F and SA 330G helicopters that have not been modified in accordance with Puma Service Bulletin No. 53.13. Compliance is required within the next 50 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours time in service since the last inspection, until accomplishment of Puma Service Bulletin No. 53.13, dated May 29, 1974, or an FAA- approved equivalent. To prevent possible failure of the forward engine mount support structure, accomplish the following: (a) Inspect for cracks in beams under attachment fittings for the forward engine mounts located between frames 3245 and 3550 in accordance with subparagraph 1C(1) of Puma Service Bulletin No. 05.35, dated April 9, 1974, or an FAA-approved equivalent. (b) If cracks are found which exceed the criteria for continued service set forth in subparagraph 1C(2) of PumaService Bulletin No. 05.35, before further flight, except that the helicopter may be flown in accordance with FAR Sections 21.197 and 21.199, to a base where the work can be performed, replace the beams in accordance with Puma Service Bulletin No. 53.13, dated May 29, 1974, 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 August 1, 1977.
2013-20-16: We are adopting a new airworthiness directive (AD) for MDHI Model MD900 helicopters with certain main rotor blade (MRB) retention bolts (bolts) installed. This AD requires a daily check of the position of each bolt, a daily check and a repetitive inspection for a gap in each bolt, and, if necessary, removing and inspecting the bolt for a crack and replacing any cracked bolt with an airworthy bolt. This AD was prompted by multiple reports of in-service bolt failures. The actions are intended to prevent failure of a bolt, which could lead to loss of MRB structural integrity and subsequent loss of control of the helicopter.
2013-20-15: We are superseding Airworthiness Directive (AD) 97-19-10 for Sikorsky Aircraft Corporation-manufactured Model S-64E helicopters (type certificate currently held by Erickson Air-Crane Incorporated (Erickson)). AD 97-19-10 required inspecting and reworking the main gearbox (MGB) assembly second stage lower planetary plate (plate). This action establishes or reduces the life limits for certain flight- critical components, removes from service various parts, requires repetitive inspections and other corrective actions, and requires replacing any cracked part discovered during an inspection. This AD is prompted by further analysis performed by the current type certificate holder and the service history of certain parts. The actions specified in this AD are intended to prevent a crack in a flight critical component, failure of a critical part, and subsequent loss of control of the helicopter.
2013-20-10: We are superseding airworthiness directive (AD) 2000-12-11, for certain Model A300 B4-600 and Model A300 B4-600R series airplanes. AD 2000-12-11 required repetitive inspections to detect cracks in the bolt holes inboard and outboard of rib 9 on the bottom booms of the front and rear wing spars, and repair if necessary. This new AD reduces the initial inspection compliance time and repetitive inspection interval. This AD was prompted by a fleet survey and an updated fatigue and damage tolerance analysis indicating a high risk for fatigue cracking on the front and rear spar bottom booms. We are issuing this AD to detect and correct fatigue cracks in the bolt holes of the wing spars, which could result in reduced structural integrity of a wing spar.
76-07-13: 76-07-13 HAMBURGER FLUGZEUGBAU GmbH: Amendment 39-2579. Applies to Model HFB-320 airplanes, S/N 1021 thru 1023, 1026 thru 1028, 1030 thru 1040, 1045, and 1049 thru 1057, certificated in all categories. Compliance is required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To detect possible incorrect adjustment of camlocks that could result in cracking of the camlock housing, possible inadvertent opening of the door, and inflight explosive decompression, accomplish the following: (a) Inspect the camlocks for correct adjustment in accordance with the accomplishment instructions contained in Section B, Part 1, of HFB Hansa Alert Service Bulletin 53-21A, dated October 13, 1975, as revised January 20, 1976, or an FAA-approved equivalent. (b) If a camlock is found out of adjustment beyond the tolerances specified in HFB Hansa Alert Service Bulletin 53-21A, dated October 13, 1975, as revised January 20, 1976,or an FAA-approved equivalent, rectify the camlock adjustment in accordance with the accomplishment instructions contained in Section B, Part 2, of Service Bulletin 53-21A, dated October 13, 1975, as revised January 20, 1976, or an FAA-approved equivalent. (c) Inspect the door frame camlock housings, which house the camlocks for which adjustment is required in accordance with paragraph (b) of this AD, for cracks, using a dye penetrant method in accordance with the instructions contained in Section B, Part 3, of HFB Hansa Alert Service Bulletin 53-21A, dated October 13, 1975, as revised January 20, 1976, or an FAA-approved equivalent. (d) If any cracks are found in the door frame camlock housing during the inspection required by paragraph (c) of this AD, before further flight, except that the aircraft may be flown unpressurized in accordance with FAR's 21.197 and 21.199 to a base where the replacement can be accomplished, replace the camlock housing with a new part of the samepart number. This amendment becomes effective, April 26, 1976.
2013-22-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 series airplanes. This AD was prompted by reports of fasteners missing on an airplane undergoing a passenger- to-freighter conversion. This AD requires doing a general visual inspection of the station 1920 splice clip for correct fastener installation, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct missing or incorrect fasteners, which can lead to cracking and loss of load carrying capacity, resulting in a possible decompression event.
90-21-03: 90-21-03 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-7072. Docket No. 90-ASW-44. Final Rule of Priority Letter AD 90-21-03. Applicability: All BHTI Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1 and 206L-3 helicopters, certificated in any category, with tail rotor blade assembly, P/N 206-016-201-125 or - 127. Compliance: Required before further flight, unless already accomplished. To prevent the loss of a tip weight, failure of the tail rotor blade assembly, loss of the tail rotor hub assembly and subsequent loss of control of the helicopter, accomplish the following: (a) Before further flight, inspect the aircraft to determine the part number and serial number of the installed tail rotor blade assembly. If P/N 206-016-201-125 or -127 with a serial number listed below is installed on the helicopter, remove and replace the assembly with an airworthy blade assembly. For 206-016-201-127 T/R BLADE CS-0203 CS-0206 CS-0238 CS-0985 CS-1141 CS-1153 CS- 1207 CS-1210 CS-1219 CS-1229 CS-1232 CS-1235 CS-1252 CS- 1304 CS-1306 CS-1316 CS-1325 CS-1332 CS-1337 CS-1342 CS- 1351 CS-1354 CS-1359 CS-1360 CS-1368 CS-1373 CS-1375 CS- 1380 CS-1391 CS-1461 CS-1466 CS-1476 CS-1489 CS-1519 CS- 1523 CS-1524 CS-1525 CS-1528 CS-1533 CS-1544 CS-1553 CS- 1555 CS-1556 CS-1557 CS-1559 CS-1563 CS-1564 CS-1566 CS- 1577 CS-1579 CS-1580 CS-1584 CS-1585 CS-1588 CS-1594 CS- 1597 CS-1599 CS-1612 CS-1614 CS-1635 CS-1642 CS-1647 CS-1656 CS-1670 CS-1673 CS-1685 CS-1705 CS-1716 CS-1726 CS- 1733 CS-1734 CS-1737 CS-1740 CS-1744 CS-1745 CS-1754 CS- 1756 CS-1760 CS-1771 CS-1778 CS-1784 CS-1827 CS-1830 CS- 1842 CS-1844 CS-1855 CS-1856 CS-1881 CS-1890 CS-1893 CS- 1894 CS-1900 CS-1901 CS-1907 CS-1909 CS-1913 CS-1914 CS- 1940 CS-1944 CS-1953 CS-1957 CS-1958 CS-1958 CS-1959 CS- 1961 CS-1978 CS-1979 CS-1981 CS-1982 CS-1983 CS-1985 CS- 1986CS-1989 CS-1994 CS-1997 CS-1998 CS-2000 CS-2003 CS- 2007 CS-2016 CS-2019 CS-2027 CS-2033 CS-2037 CS-2088 T-47310 T-47361 T-47371 T-47378 T-47397 T-47398 T- 47401 T-47426 T-47458 For 206-016-201-125 T/R BLADE CS-136 CS-158 CS-398 CS-534 CS-625 CS-658 CS- 684 CS-685 CS-688 CS-690 CS-711 CS-715 CS-716 CS- 719 CS-720 CS-738 CS-740 CS-752 CS-807 CS-832 CS- 865 CS-871 CS-874 T-61995 (b) An alternate method of compliance which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170, telephone (817) 624-5170. This amendment (39-7072, AD 90-21-03) becomes effective on August 14, 1991, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 90-21-03 issued October 5, 1990, which contained this amendment.
91-26-02: 91-26-02 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 8113. Docket No. 91-NM-183-AD. Applicability: Model DHC-8-102 and -103 series airplanes, serial numbers 3 through 287, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced engine-out takeoff and climb performance of the airplane, accomplish the following: (a) Within 7 days after the effective date of this AD, remove Supplement No. 21, dated May 30, 1990 (for Model DHC-8-102 series airplanes), or September 26, 1990 (for Model DHC-8-103 series airplanes), from the de Havilland Airplane Flight Manual PSM 1-81-1A. (b) Within 7 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) by inserting the following statement. This may be accomplished by inserting a copy of this AD into the AFM. "Supplement No. 21, dated May 30, 1990 (for Model DHC-8-102 series airplanes), or September 26, 1990 (for Model DHC-8-103 series airplanes), of the de Havilland Airplane Flight Manual PSM 1-81-1A, is withdrawn. Use of engine bleed air during takeoffs and landings is prohibited." (c) 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 Maintenance Inspector, who may 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. (e) This amendment (39-8113, AD 91-26-02) becomes effective on December 23, 1991.
2013-21-02: We are superseding airworthiness directive (AD) 2012-24-09 for Lycoming Engines TIO-540-AK1A, and Continental Motors, Inc. (CMI) TSIO- 360-MB, TSIO-360-SB, and TSIO-360-RB reciprocating engines, with certain Hartzell Engine Technologies (HET) turbochargers, model TA0411, installed. AD 2012-24-09 required removing certain HET turbochargers from service before further flight. This AD also requires removing certain HET turbochargers from service before further flight. This AD was prompted by a report that an additional engine, the CMI LTSIO-360- RB, has the affected HET turbochargers installed. We are issuing this AD to prevent turbocharger turbine wheel failure, reduction or complete loss of engine power, loss of engine oil, oil fire, and damage to the airplane.
51-11-01: 51-11-01 MARTIN: Applies to All Models 202 and 202A Airplanes Except as Noted. Compliance required as specified herein. Compliance with this note cancels the requirements of AD 50-41-02. In order to comply with the recommendations of the Martin 202 Modification Board, the following items must be accomplished. In all cases, modifications which are demonstrated to provide a level of safety equivalent to that provided by the modifications listed herein will be acceptable in lieu of the listed modifications. Compliance required by August 16, 1951. 1. Decrease breaker rating for propeller anti-icing circuit to 5 amperes to accommodate No. 20 wire. (Applies to Model 202 airplanes only.) 2. Install negative pressure scoop on battery vent line. Compliance require by November 16, 1951. 1. Add manually operated charging valve in the emergency brake hydraulic system in accordance with Glenn L. Martin Co. Service Bulletin No. 185. Compliance required by December 1, 1951. 1. Provide circuit protection for voltmeter. 2. Provide circuit protection at main bus for generator tip light circuit. 3. Provide circuit protection for ammeter wires. Compliance required by February 1, 1952. 1. Install circuit breaker in circuit breaker panel with wire routed back to auxiliary bus control relay.
2013-20-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-215-6B11 (CL-415 Variant) airplanes. This AD requires replacing the panel assembly of the main distribution center (MDC) rack. This AD was prompted by findings of chafed power wires due to flexing of the MDC rack panel. We are issuing this AD to prevent damage to power wires, which could cause simultaneous loss of systems such as electrical power, pilot indications, and caution/advisory lighting systems, which are essential for safe flight.
2013-03-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of cracking through the honeycomb core closed with phenolic resin. This condition could result in extended debonding and could adversely affect the structural integrity of the rudder. This AD requires inspecting to determine the serial number of a certain rudder and replacing the rudder with a new or serviceable rudder if necessary. We are issuing this AD to prevent extended de-bonding, which could result in loss of the rudder and consequent reduced controllability of the airplane.
77-21-06: 77-21-06 PIPER: Amendment 39-3058. Applies to Models PA-25, PA-25-235 and PA-25-260, Serial Nos. 25-1 and up, certificated in all categories. To prevent weakening of the fuselage steel tubing cluster in the area of the rear wing spar attachment due to corrosion of the fuselage tubing, accomplish the following: (a) Within the next 30 days in service after the effective date of this AD or upon the attainment of a total of 1 year in service, whichever occurs later, unless previously accomplished within the last year and at intervals not to exceed 1 year from the last inspection, inspect the fuselage steel tubing cluster in the area of the rear wing spar attachment and repair if necessary, in accordance with the "Instructions" section of Piper Service Bulletin No. 551 dated April 22, 1977, or equivalent. The aircraft may be flown in accordance with FAR 21.197 to a base where inspection and repair can be made. (b) Equivalent inspections and repairs must be approved bythe Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. This amendment is effective October 19, 1977.
2013-19-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SP series airplanes. This AD was prompted by reports of worn or incorrectly assembled latches on main deck escape slides installed on airplane doors. This AD requires determining if the latches are correctly assembled; and doing corrective actions if necessary. This AD also requires, for certain airplanes, modifications to the escape slide/rafts and escape slides. We are issuing this AD to prevent a latch hook moving from closed to open in an escape slide/raft or escape slide, which could result in the escape slide/raft or escape slide not deploying correctly in an emergency, or releasing/inflating into the passenger cabin and causing injury to passengers and crew.