Results
88-15-07: 88-15-07 BRITISH AEROSPACE: Amendment 39-5981. Applies to all British Aerospace (BAe) Model 146 series airplanes as listed in BAe 146 Service Bulletin 32-73, dated March 13, 1987, certificated in all categories. Compliance required as indicated, unless previously accomplished. To prevent collapse of the main landing gear (MLG) due to defective main fittings, accomplish the following: A. Prior to the accumulation of 12,000 landings or within the next 1,000 landings after the effective date of this AD, whichever occurs later, inspect the main fitting and barrel section of the main fitting in accordance with British Aerospace BAe 146 Service Bulletin 32-73, dated March 13, 1987. If defective parts are identified during the inspection, repair, prior to further flight, in accordance with Dowty Rotol Service Bulletin number 146-32-23. NOTE: British Aerospace BAe Service Bulletin 32-73 references Dowty Rotol Service Bulletin 146-32-23 for specific procedures for identification, inspection, and repair of the affected MLG parts. The modification of MLG fittings in accordance with Dowty Rotol Service Bulletin 146-32-56 (as recommended in Dowty Rotol Service Bulletin 146-32-23) is not made mandatory by this airworthiness directive. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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 modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5981, becomes effective August 22, 1988.
87-08-03: 87-08-03 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5595. Applies to Lockheed Model L-188A and L-188C airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent airframe vibration from an open wing air start access door, accomplish the following: A. Within 500 hours time-in-service after the effective date of this AD, modify the air start door in accordance with Lockheed Drawing 842715, dated February 18, 1986, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to accomplish the modification required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: L-188, Commercial Support Contracts, Dept. 63-11 Unit 33. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective May 5, 1987.
72-15-02: 72-15-02 PRESTOLITE: Amendment 39-1487 as amended by amendment 39-1508. Applies to Prestolite alternator cooling fans, P/N's PU1605 and PU1605A installed on Prestolite Models ALE6406, ALE 6406R, ALE 8105A, ALE 8105S, ALE 8406, ALE 8406R, ALE 8408, ALE 8408R, ALH 5105, ALH 5105S, ALH 5106S, ALT 5101A, ALT 5101R, ALT 5102S, ALT 8403, ALT 8404, ALT 8404R, ALT 8404RS, ALT 8404LS, ALU 8403, ALU 8403R, ALU 8403RS, ALU 8403LS, ALX 6406, ALX 8403, ALX 8403R, ALX 8403RS, ALX 8403LS, ALY 6406, ALY 6406R, ALY 6407, ALY 6408, ALY 8402, ALY 8403, ALY 8403R, ALY 8403RS, ALY 8403LS, ALY 8405, ALY 8405R, ALY 8410, ALY 8410R, ALZ 8401, ALZ 8401R, alternators utilized in various makes and models of aircraft engines. Compliance: Required as indicated, unless already accomplished. To preclude in-service failures of alternator cooling fans accomplish the following: A) On all aircraft with more than 100 hours' time in service, within the next 25 hours' time in service, unless already accomplished within the previous 75 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, remove and visually inspect the alternator cooling fan for damage, distortion, cracks, or breaks. Replace all alternator cooling fans found damaged, distorted, cracked or broken with an airworthy fan prior to return to service. Replacement and/or reinstallation of the fan should be accomplished in accordance with the directions set forth in Prestolite Service Bulletin No. ASM-4 revised December 27, 1971. NOTE: When removing and replacing the pulley retaining nut do not use the cooling fan to prevent rotation of the alternator shaft. Use of the fan to prevent shaft rotation can result in bending and distortion of the fan that will require it to be replaced. B) No later than January 1, 1973, replace PU1605 and PU1605A Prestolite alternator cooling fan as applicable with 90-2241 Prestolite alternator cooling fan (consisting oftwo plates - Part Nos. PU604A and PU605A) in accordance with Prestolite Service Bulletin ASM-8, dated May 30, 1972, or any alternate replacement approved by Chief, Engineering and Manufacturing Branch, Great Lakes Region. This AD 72-15-2 amendment 39-1487 superseded AD 72-1-5. Amendment 39-1487 became effective July 27, 1972. This amendment 39-1508 becomes effective September 1, 1972.
2016-21-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. This AD was prompted by a report indicating that the manufacturer discovered locations where the control components and wiring of the left and right engine fuel spar valves do not have adequate physical separation to meet the redundant system separation requirements. This AD requires modifying the wiring, and installing a new relay bracket and new location for the relay on the left and right engine fuel spar valves. This AD also requires an inspection to identify the part number of the motor operated valve (MOV) actuators for the left and right engine fuel spar valves; replacement of specified MOV actuators with new MOV actuators; certain bonding resistance measurements; and applicable corrective actions. We are issuing this AD to prevent loss of control of both the left and right engine fuel spar valves during a single event, such as local wire bundle damage or a wire bundle fire, which could cause both engines to shut down or result in the inability to control an engine fire.
2000-15-07: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10 series airplanes, that requires a one-time detailed visual inspection of the galley power feeder cables and fuselage structure at a certain station to detect chafing or arcing damage to the cables and structure or to detect arcing damage to the insulation blankets; and corrective actions, if necessary. This AD also requires installation of spacers between the galley power feeder cable clamps and fuselage structure. This amendment is prompted by reports indicating that the galley power feeder cables chafed against a certain fuselage frame in the forward lower cargo compartment, which resulted in electrical arcing. The actions specified by this AD are intended to prevent such chafing and arcing due to insufficient clearance between the cables and the airplane structure, which could result in smoke and fire in the forward lower cargo compartment.
78-07-03: 78-07-03 GENERAL ELECTRIC: Amendment 39-3164 as amended by Amendment 39-3211. Applies to CF6-6D and CF6-6D1 engines installed in aircraft certificated in all categories. To prevent failure of the 11-13 Stage Compressor Spool, P/N 9021M66 (all assembly part numbers), thirteenth stage rim compliance is required, unless previously accomplished, as follows: (a) Modify the 11-13 spool in accordance with General Electric Service Bulletin 72-682 not later than December 31, 1979. (b) Pending modification per (a) above inspect the following 11-13 spool serials in accordance with General Electric Service Bulletin 72-673 or 72-700 within the next 500 cycles in service after the effective date of this AD and thereafter each 700 cycles in service if previously inspected in accordance with General Electric Service Bulletin 72-700 or 1800 cycles in service if previously inspected in accordance with General Electric Service Bulletin 72-673. MP31293A MP021392 MP022819 MP023561 MP024432 MP024433 MP025458 MP025463 MP025472 MP027903 MP027906 MP028163 MP028175 MP028176 MP028574 MP028711 MP029244 MP029245 MP029246 MP031291 MP031292 MP031304 MP031736 MP032456 MP033570 MP034332 MP034468 MP034648 MP034649 MP034808 MP034810 MP034821 MP034822 MP034823 MP035315 MP035343 MP035344 MP035350 MP035351 MP035353 MP035816 MP035821 MP035823 MP035836 MP035844 MP035847 MP035848 MP036810 MP036814 MP036829 MP037135 MP0A0123 MP0A0129 MP0A0134 MP0A0138 MP0A0140 MP0A0161 MP0A0273 MP0A0277 MP0A0278 MP0A0280 MP0A0281 MP0A0286 MP0A0287 MP0A0292 MP0A0293 MP0A0354 MP0A0379 MP0A0383 MP0A0396 MP0A0400 MP0A0402 MP0A0404 MP0A0411 MP0A0430 MP0A0446 MP0A0450 MP0A0458 MP0A0571 MP0A0579 MP0A0587 MP0A0589 MP0A0591 MP0A0600 MP0A0604 MP0A0643 MP0A0644 MP0A0645 MP0A0648 MP0A0652 MP0A0659 MP0A0660 MP0A0744 MP0A0751 MP0A0755 MP0A0797 MP0A0811 MP0A0813 MP0A0816 MP0A0819 MP0A0820 MP0A0822 MP0A0830 MP0A0831 MP0A0875 MP0A0876 MP0A0882 MP0C0889 MP0C3154 MPX32453 RP021891 RP022426 RP023605 RP023614 RP024401 The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 553(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to General Electric Company, Cincinnati, Ohio 45215. 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. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and the Great Lakes Region. Amendment 39-3164 became effective April 6, 1978. This amendment 39-3211 becomes effective May 22, 1978.
74-12-10: 74-12-10 NIHON AEROPLANE MANUFACTURING COMPANY LIMITED: Amendment 39-1866. Applies to NAMC Model YS-11/11A series airplanes (S/N's 2050 through 2053, 2056, 2057, 2061, 2062, 2072, 2073, 2075, 2077, 2079, 2084, 2086 through 2089, 2091, 2100, 2118 through 2123, 2126, 2128, 2129, 2132, 2140, 2148, 2159, 2169, 2172, 2173, and 2179 through 2181) equipped with AiResearch APU's. Compliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. To prevent possible malfunction in the auxiliary power unit (APU) wiring harness that could result in a fire, inspect and modify the installation of the APU electrical wiring harnesses in accordance with the Japan Civil Aviation Bureau approved NAMC YS-11 Service Bulletin No. A49-13, dated February 25, 1974 or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region. This amendment becomes effective June 12, 1974.
2016-23-01: We are superseding Airworthiness Directive (AD) 2010-04-03 for all Airbus Model A310 series airplanes. AD 2010-04-03 required accomplishing repetitive detailed inspections for cracking around the fastener holes in certain wing top skin panels between the front and rear spars on the left- and right-hand sides of the fuselage, and repair if necessary. This new AD continues to require the repetitive detailed inspections, and also requires supplemental repetitive ultrasonic inspections for cracking around the fastener holes in wing top skin panels 1 and 2 at ribs 2 and 3, and repair if necessary. This AD was prompted by development of an ultrasonic inspection program to allow for earlier crack detection and extended repetitive inspection intervals. We are issuing this AD to detect and correct fatigue cracking around the fastener holes, which could result in reduced structural integrity of the airplane.
96-09-24: This amendment adopts a new airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2016-22-09: We are superseding Airworthiness Directive (AD) 2006-20-11 for certain The Boeing Company Model 757-200, -200CB, and -200PF series airplanes. AD 2006-20-11 required initial and repetitive detailed or high frequency eddy current (HFEC) inspections for cracks around the rivets at the upper fastener row of the skin lap splice of the fuselage, and repair of any crack found. This new AD no longer allows the detailed inspections and instead requires repetitive external HFEC inspections for cracking of the skin lap splices of the fuselage, and repair if necessary. This AD was prompted by an evaluation done by the design approval holder (DAH) indicating that the fuselage skin lap splice is subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking at certain skin lap splice locations of the fuselage, which could result in reduced structural integrity and rapid decompression of the airplane.
67-25-02 R3: 67-25-02 R3 BRITISH AEROSPACE: Amendment 39-477 as amended by Amendments 39- 485 and Amendment 39-909 is further amended by Amendment 39-5059. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent serious deterioration and failure of the flap drive screwjacks, accomplish the following: A. Perform a visual inspection of the flap drive screwjacks for evidence of unusual wear in accordance with paragraph 2.1.1 of British Aerospace BAC 1-11 Alert Service Bulletin 27-A-PM2992, Issue 4, dated November 30, 1979, prior to the accumulation of 750 landings or 800 hours time in service from the last inspection, whichever occurs earlier. Repeat the inspection at intervals not to exceed 800 hours time in service thereafter. B. Measure the nut-to-screw backlash in accordance with paragraph 2.2 of the service bulletin prior to the accumulation of 3,000 landings or 4,800 hours time inservice from the last check, whichever occurs earlier, and thereafter at intervals not to exceed 4800 hours time in service or 3000 landings, whichever occurs first. If the nut-to-screw backlash exceeds 0.03- inch, the screwjack assembly must be replaced with serviceable parts. C. Incorporation of modification PM2992, which introduces a new seal for the ball nut, constitutes terminating action for this AD. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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. F. Upon request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the increase for that operator. Amendment 39-477 became effective September 9, 1967. Amendment 39-485 became effective September 20, 1967. Amendment 39-909 became effective January 11, 1970. This Amendment 39-5059 becomes effective June 17, 1985.
2016-22-05: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney (PW) PW4164, PW4164-1D, PW4168, PW4168-1D, PW4168A, PW4168A-1D, and PW4170 turbofan engines. This AD was prompted by several instances of fuel leaks on PW engines installed with the Talon IIB combustion chamber configuration. This AD requires initial and repetitive inspections of the affected fuel nozzles and their replacement with parts eligible for installation. We are issuing this AD to prevent failure of the fuel nozzles, which could lead to engine fire and damage to the airplane.
2004-09-33: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and 747-400D series airplanes, that requires a detailed inspection of the fire extinguishing system tube and clamp for correct installation or a repetitive pressure test of the fire extinguishing system tube for leakage, and corrective action, if necessary. This action is necessary to prevent a chafed hole in the fire extinguishing system tube of the aft cargo compartment, which could result in a lack of fire extinguishing agent and consequent uncontained fire in the aft cargo compartment. This action is intended to address the identified unsafe condition.
2016-22-11: We are superseding airworthiness directive (AD) 2013-02-06 for all Engine Alliance (EA) GP7270 and GP7277 turbofan engines with certain part number (P/N) high-pressure turbine (HPT) stage 2 nozzle segments installed. AD 2013-02-06 required initial and repetitive borescope inspections (BSI) and removal from service of these nozzles before further flight if one or more burn holes were detected in any HPT stage 2 nozzle segment. AD 2013-02-06 also required removal from service of these HPT stage 2 nozzle segments at the next engine shop visit. This AD requires the same inspections as AD-2013-02-06, requires removal of affected HPT stage 2 nozzles at next piece-part exposure, and adds certain P/Ns to the applicability. This AD was prompted by another report of inadequate cooling of the HPT stage 1 shroud and stage 2 nozzle, leading to damage to the HPT stage 2 nozzle, burn- through of the turbine case, and in-flight shutdown. We are issuing this AD to prevent HPT stage 2 nozzle failure, uncontrolled fire, in- flight shutdown, and damage to the airplane.
51-22-01: 51-22-01 SIKORSKY: Applies to All Model S-51 Helicopters. Compliance required within the next 25 hours of operation, but not later than November 1, 1951. Due to the reported failures of Gear Shaft (Generator Drive-Tail Drive Transmission System) P/N S-10-35-1004, all shafts in service shall be replaced by shafts which have been jig drilled (i.e., the taper pin hole is located squarely with respect to the splines) and which have been stoned and polished to deburr and remove any sharp radii where the taper pin hole intersects the splines. (Sikorsky Service Information Circular No. 172, dated August 30, 1951, covers this same subject.)
2004-09-38: This amendment adopts a new airworthiness directive (AD), applicable to all Dornier Model 328-300 series airplanes, that requires various one-time inspections for discrepancies of the ground spoiler assemblies and the flap of each wing, and related investigative and corrective actions. This action is necessary to prevent failure of certain ground spoiler support arms due to interference between the ground spoiler assemblies and the wing flaps, which could result in loss of function of affected ground spoiler assemblies and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-22-02: We are adopting a new airworthiness directive (AD) for Embraer S.A. Models EMB-500 and EMB-505 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 incorrect installation of passenger seat attachment fittings. We are issuing this AD to correct the unsafe condition on these products.
53-09-03: 53-09-03 HILLER: Applies to All UH-12, UH-12A, UH-12B, HTE-1, HTE-2, H-23A and H-23B Model Helicopters. Compliance required as soon as possible but no later than the next 25-hour inspection and as indicated in part C below. The following has been found necessary to prevent fatigue failure of the clevis head on the outboard tension torsion bar pins, P/N 51414-1: A. Inspect P/N 51414-1 pins to determine the fillet radius under the clevis head. If radius is less than 0.030 inch the pin must be scrapped and replaced with a pin having at least 0.030-inch radius before further flight. B. If radius is 0.030 or greater and the pin has less than 500 hours total time it may be reinstalled. If a featheredge is found at the base of the clevis it should be carefully removed. C. All 51414-1 pins must be replaced when they have accumulated a total of 500 hours of flight time. (Hiller Service Bulletin No. 36 covers this procedure.)
2016-22-07: We are superseding Airworthiness Directive (AD) 75-26-05 for Bell Helicopter Textron (Bell) Model 204B, 205A-1 and 212 helicopters. AD 75-26-05 required removing and visually inspecting each main rotor (M/R) blade and, depending on the inspection's outcome, repairing or replacing the M/R blades. This new AD requires more frequent inspections of certain M/R blades and applies to Model 205A helicopters. This AD does not require that helicopter blades be removed to conduct the initial visual inspections. We are issuing this AD to detect a crack and prevent failure of an M/R blade and subsequent loss of helicopter control.
78-26-04: 78-26-04 HUGHES HELICOPTERS: Amendment 39-3374. Applies to Hughes Model 269C, Serial Number 0004 through 0716, and Models 269A, 269A-1, and 269B certificated in all categories, equipped with LTS Tail Rotor Assembly P/N 269A6034, including Military Model TH-55A equipped with LTS Tail Rotor Assembly P/N 269A6034, equipped with Tail Rotor Hub Assembly Part No. 369A1725 or Tail Rotor Hub Assembly Part No. 369A1725-5, Serial No. 001 through 862. Also, applies to Hughes Model 369H, 369HM, 369HS, 369HE and 369D, Serial Numbers 0001D through 0324D and 0331D through 0333D certificated in all categories, equipped with Tail Rotor Hub Assembly Part No. 369A1725 or Tail Rotor Hub Assembly Part No. 369A1725-5, Serial No. 001 through 862 or Tail Rotor Hub Assembly Part No. 369A1725- 501. Compliance required as indicated. To prevent failure of Tail Rotor Hub Assembly, Hughes P/N 369A1725, 369A1725-5, Serial No. 001 through 862 and 369A1725-501, which could result in a loss of the rotorcraft, accomplish the following: (a) Within 100 hours time in service or six months after the effective date of this AD, whichever occurs sooner, unless already accomplished, inspect the tail rotor hub for cracks, corrosion or other damage and rework the tail rotor hub in accordance with Part II - Hub Inspection and Rework Paragraphs a through h of the following FAA approved Hughes Service Information Notices: (1) For Hughes Model 269 Series Helicopter use Hughes Service Information Notice No. N-153, dated September 1, 1978. (2) For Hughes Model 369H Series Helicopter use Hughes Service Information Notice No. HN-128.1, dated December 8, 1978. (3) For Hughes Model 369D Series Helicopter use Hughes Service Information Notice No. DN-27.1, dated December 8, 1978. NOTE: Hughes Service Information Notices of the above listed dates are the only versions of S.I.N.s suitable for compliance with this AD. (b) Remove all cracked hubs from service prior to further flight and replace with like serviceable part. If replacement part has part number suffix identification SP, no further action is required by this AD. If replaced with part number hub affected by this AD, revert to the inspection requirements of Paragraph (c). (c) Reinspect the tail rotor hub with a 10 power magnifying glass at each annual inspection or 300 additional hours time in service since the last inspection, whichever occurs earlier. If cracks, pits, corrosion or other damage is found, inspect and rework, per the instructions of Paragraphs (a) and (b). (d) Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective December 27, 1978.
75-08-09: 75-08-09 LYCOMING: Amendment 39-2155 as amended by Amendments 39-2260 and 39-2470 is further amended by Amendment 39-3013. Applies to O-235, O-290, O-320, IO-320, LIO-320, O-360, IO-360, HO-360, HIO-360, VO-360-A1A, VO-360-A1B, VO-360-B1A, IVO-360-A1A, LIO-360, TIO-360, AIO-360, AEIO-360, O-540 and IO-540 series Lycoming engines listed below and the same series engines overhauled/remanufactured by Lycoming between December 18, 1972, and December 10, 1974, and the same series engines overhauled after December 10, 1972, at facilities other than the manufacturer, in which the provisions of Lycoming Service Instructions No. 1272 have been incorporated. Applicable Applicable Excepted Models Serial Nos. Serial Nos. O-235 series L-11268-15 thru L-12098-15 L-12099-15,12101-15 and up and L-12100-15 O-290 series Any engine modified Any engine not modified in accordance with Lycoming in accordance with Service Instruction No. 1272. Lycoming S.I.No. 1272 O-320 series L-33329-27A thru L-41054-27A L-41055-27A and up O-320-E2D Series: L-41029-27A and up; O-320-E3D series: L-41017-27A, L-41021-27A and up. O-320-B and -D L-6809-39A thru L-6971-39A L-6972-39A and up IO-320 series L-4953-55A thru 5270-55A L-5271-55A and up LIO-320 series L-292-66A thru L-296-66A L-297-66A and up O-360, HO-360- L-17440-36A thru L-19846-36A L-19817-36A, L-19818-36A, B1A, B1B Series and L-17427 L-19847-36A and up VO-360, IVO-360 Any engine modified in Any engine not modified in Series accordance with Lycoming accordance with S.I. 1272 Lycoming S.I. 1272 HIO-360-A1A, -B1A L-10179-51A thru L-13351-51A L-12557-51A, L-12727-51A, L-12853-51A, L-12890-51A, L-13513-51A and up HIO-360-D1A L-10179-51A thru L-13512-51A L-12892-51A thru L-12894-51A, L-12919-51A, L-12966-51A thru L-12968-51A, L-12979-51A, L-13034-51A thru L-13040-51A, L-13124-51A thru L-13128-51A, L-13170-51A thru L-13174-51A, L-13257-51A thru L-13262-51A, L-13280-51A thru L-13283-51A, L-13513-51A and up HIO-360-C1A L-10179-51A thru L-13372-51A L-11578-51A, L-12193-51A, L-12445-51A, L-12763-51A, L-12845-51A, L-12847-51A thru L-12849-51A, L-12895-51A, L-12897-51A, L-12898-51A, L-12911-51A, L-12912-51A, L-12914-51A thru L-12916-51A, L-12918-51A, L-12969-51A thru L-12972-51A, L-13041-51A, L-13042-51A, L-13119-51A thru L-13123-51A, L-13142-51A thru L-13148-51A, L-13271-51A thru L-13275-51A, L-13373-51A and up HIO-360-C1B L-10179-51A thru L-13551-51A L-13352-51A and up AEIO-360 series L-10179-51A thru L-13616-51A L-13617-51A and up IO-360 series L-10146-51A thru L-13540-51A L-13541-51A and up IO-360-A1B6D L-10115-51A thru L-13529-51A L-13530-51A and up AIO-360 series L-171-63A thru L-208-63A L-209-63A and up LIO-360 series L-634-67A thru L-1059-67A L-1060-67A and up TIO-360 series L-116-64A thru L-145-64A L-146-64A and up O-540 series L-15327-40A thru L-17105-40A L-17098-40A, L-17103-40A, except O-540- L-17106-40A and up H1A5D, -H1B5D, -H2A5D, -H2B5D series IO-540 series L-10536-48 thru L-12896-48 L-10623-48, L-10624-48, except IO-540- L-10813-48, L-10814-48 K1A5D, -K1B5D, L-11246-48, L-11247-48, -K1E5D, -K1F5D L-11266-48, L-11267-48, -M2A5D, -P1A5 L-12144-48 thru L-12147-48,-S1A5, -T4A5D series L-12231-48, L-12287-48 thru L-12298-48, L-12371-48 thru L-12378-48, L-12463-48, L-12464-48, L-12636-48, L-12637-48, L-12684-48, L-12685-48, L-12711-48 thru L-12713-48, L-12726-48 thru L-12729-48, L-12734-48 thru L-12739-48, L-12744-48 thru L-12753-48, L-12806-48, L-12821-48 thru L-12823-48, L-12840-48 thru L-12844-48, L-12859-48 thru L-12868-48, L-12888-48, L-12897-48 and up Also applies to the same models and series engines overhauled/remanufactured by Lycoming between December 18, 1972 and December 10, 1974 and to any other engine in which the provisions of Lycoming Service Instruction No. 1272 have been incorporated. Compliance required as indicated. 1. For the Lycoming O-360-C2D, HO-360, HIO-360, VO-360 and IVO-360 series engines, compliance is required within the next 10 hours in service after the effective date of this AD or before the engines have accumulated 400 hours in service, whichever occurs later, unless already accomplished. 2. For the O-235, O-290, O-320, IO-320, LIO-320, O-360, IO-360, AEIO-360, AIO-360, LIO-360, TIO-360, O-540 and IO-540 series engines compliance is required within the next 50 hours in service after the effective date of this AD or before the engines have accumulated 400 hours in service, whichever occurs later, unless already accomplished. To prevent oil pump failures, inspect, replace and assemble the oil pump drive shaft and drive impeller in accordance with the inspection and procedure paragraphs of Lycoming Service Bulletin No. 381B or No. 385C or later revision approved by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon submission of substantiating data thru an FAA maintenance inspector, the Chief, Engineering & Manufacturing Branch, Eastern Region, may adjust the compliance time specified in this A.D. The manufacturer's inspections and replacement procedures identified and described in this directive 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 Avco Lycoming Division Service Department, Williamsport, Pennsylvania 17701. These documents may also be examined at the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Eastern Region Headquarters. Amendment 39-2155 was effective April 9, 1975. Amendment 39-2260 was effective July 16, 1975. Amendment 39-2470 was effective December 24, 1975. This amendment 39-3013 is effective August 18, 1977.
70-05-03: 70-05-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-947. Applies to model BAC 1- 11, 400 series airplanes. Compliance required as indicated. To prevent fatigue failure of the main landing gear, inner door jack attachment, saddle bracket structure, located on the keel in the main landing gear bay at station 575, accomplish the following: (a) For airplanes which have not incorporated British Aircraft Corporation Modification PM2510 or PM3082 on the effective date of this AD, comply with the following: (1) Visually inspect all components of the main landing gear, inner door jack attachment, saddle bracket structure assembly which projects outboard on either side of keel structure for cracks or signs of damage in accordance with BAC 1-11 Alert Service Bulletin 53-A- PM 2510, Issue 5, dated May 16, 1969, or later ARB-approved issue, or an FAA-approved equivalent at the following intervals: (i) For airplanes with less than 2,000 landings on the effective date of thisAD, inspect prior to the accumulation of 2,350 landings, and thereafter at intervals not to exceed 350 landings from the last inspection until the accumulation of 3,500 landings and thereafter at intervals not to exceed 50 landings from the last inspection. (ii) For airplanes with from 2,000 to 3,500 landings on the effective date of this AD, unless already accomplished within the last 350 landings, inspect within the next 350 landings after the effective date of this AD and thereafter at intervals not to exceed 350 landings from the last inspection until the accumulation of 3,500 landings, and thereafter at intervals not to exceed 50 landings from the last inspection. (iii) For airplanes with 3,500 or more landings on the effective date of this AD, unless already accomplished within the last 50 landings, inspect within the next 50 landings after the effective date of this AD and thereafter at intervals not to exceed 50 landings from the last inspection. (2) Within thenext 50 landings after the effective date of this AD or before the accumulation of 5,000 landings, whichever occurs later after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 5,000 landings from the last replacement, replace the upper web angles P/N AK27-1639 with serviceable web angles of the same part number. Compliance with this subparagraph may be discontinued after the modifications specified in either subparagraph (3)(ii), (3)(iii) or (3)(iv) have been accomplished. (3) If cracks or damage are found during the inspections required by paragraph (a) before further flight accomplish one of the following: (i) Replace cracked or damaged components with serviceable components of the same part number. (ii) Modify the saddle bracket structure in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 53-PM-2510, Revision 4, dated October 30, 1967, or later ARB-approved issues, or an FAA-approved equivalent, and replace all cracked or damaged components not replaced by Modification PM2510 with new components of the same part number. (iii) Accomplish the modification and replacement required by subparagraph (ii) of this paragraph and in addition modify the saddle bracket in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 53-PM 3082, Revision 3, dated December 2, 1968, or later ARB-approved issues, or an FAA-approved equivalent. (iv) Accomplish the modifications and replacement required by subparagraph (ii) an (iii) of this paragraph and in addition modify the saddle bracket structure in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 53-PM 3871, dated March 31, 1969, or later ARB-approved issues, or an FAA-approved equivalent. (4) The inspections required by subparagraph (1) of this paragraph may be discontinued after the modifications specified in either subparagraph (3)(ii), (3)(iii), or(3)(iv) of this paragraph have been accomplished. (b) For airplanes which have incorporated BAC Modification PM2510 within the next 100 landings or before the accumulation of 14,000 landings after Modification PM 2510 was accomplished, whichever occurs later after the effective date of this AD, and thereafter at intervals not to exceed 14,000 landings since the last replacement, replace upper web angles P/N AK27- 10133 with new web angles of the same part number. (c) For airplanes which have incorporated the modifications required by paragraph (a)(3)(iii), within the next 100 landings or before the accumulation of 20,000 landings after Modification PM 3082 was installed, whichever occurs later after the effective date of this AD, and thereafter at intervals not to exceed 20,000 landings since the last replacement, replace the upper web angles P/N AK27-10133 with new web angles of the same part number. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operators' fleet average time from takeoff to landing for the airplane type. This supersedes Amendment 39-471 (32 F.R. 12711), AD 67-25-3. This amendment becomes effective March 23, 1970.
79-06-04: 79-06-04 MOONEY: Amendment 39-3438. Applies to models M20F and M20J, registration numbers: N3207F N201A N9545M N201WX N201EU N201MF N201TN N201MR N201NW N201WT N201TS N201KJ HB-DWK N201YD N201YB N201WE N201JF OE-DHM N201TW N201ND N201MS N201GJ N201WM N201MW N201SE Compliance is required within the next 25 hours of flight time after the effective date of this Airworthiness Directive (unless already accomplished). To prevent elevator control lock, accomplish the following: 1. Inspect the pitch servo installation in accordance with Edo-Aire Mitchell Service Bulletin MB-14 dated 3/30/78 and assure servo stop bracket part number 7B1320 is installed and adjusted in accordance with SB MB-14, paragraph 5. 2. If servo stop bracket is not installed, accomplish the installation in accordance with Service Bulletin MB-14. This amendment becomes effective March 26, 1979.
75-12-11: 75-12-11 LOCKHEED: Amendment 39-2234 as amended by Amendment 39-2349. Applies to L-1011-385-1 Series airplanes, certificated in all categories with Collins FCS-110 autopilot installed. To prevent possible unwanted pitch-up while in the autoland mode, accomplish the following: (1) Effective 48 hours after receipt of this telegram, the following operating limitation applies: 'Autopilot command mode use prohibited below 100 feet AGL', and a placard must be installed in plain view of the pilots stating: 'AUTOPILOT CMD MODE USE PROHIBITED BELOW 100' AGL'. (2) Operators shall, by the most immediate and practicable means, notify flight crews of the foregoing. (3) When an operator's entire fleet, including spares, incorporates the auto flight pitch computer modification described in Lockheed Service Bulletin 093-22-080, dated August 11, 1975, or later FAA-approved revisions, remove the operating limitation and placard. Amendment 39-2234 was effective 6-12-75 for allpersons except those to whom it was made effective immediately by telegrams dated May 14, 1975. This amendment 39-2349 is effective September 2, 1975.
2002-22-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10-VT sailplanes. This AD requires you to modify the engine compartment fuel and oil system and firewall. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to reduce the potential for a fire to ignite in the engine compartment and increase the containment of an engine fire in the engine compartment. A fire in the engine compartment could lead to loss of control of the sailplane.