Results
63-17-04: 63-17-04 LOCKHEED: Amdt. 600 Part 507 Federal Register August 13, 1963. Applies to All Model 1329 Aircraft. Serial Numbers 5001 and Up. Compliance required as indicated. As a result of cracks in the rib flanges of the horizontal stabilizer box section, accomplish the following: (a) Prior to further flight post the following placards in full view of the pilot: (1) "Airspeed Limit V MO Equals 300 Knots Eas. M Mo Remains Mach 0.82." (2) "Do Not Extend Speed Brake During Flight at Speeds Above 250 Knots EAS or at Altitudes Above 30,000 Feet Except in an Emergency." (b) Within the next 20 hours' time in service, after the effective date of this AD, inspect the horizontal stabilizer in accordance with the provisions specified in Lockheed Bulletin No. 329-142. (c) When a new stabilizer P/N JE 205-502 is installed in accordance with Lockheed Jetstar Service Bulletin No. 329-148 dated January 31, 1964, or an equivalent modification approved by the Chief, Engineering Branch, FAA Southern Region is incorporated, compliance with this AD is no longer required. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated July 25, 1963. Revised September 7, 1963. Revised March 7, 1964.
2014-05-04: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model MBB-BK 117 C-2 helicopters with a jettisonable sliding door (door) installed. This AD requires inspecting the lock release assembly and the middle and upper lever locking bolts of each door, replacing any damaged parts with airworthy parts, and ensuring the door is correctly installed. This AD was prompted by the uncommanded detaching of a door from an MBB-BK 117 C-2 fuselage. The actions of this AD are intended to prevent the in- flight loss of the door, which could damage the helicopter and injure persons on the ground.
70-15-13: 70-15-13 ROLLS-ROYCE, LIMITED: Amdt. 39-1045. Applies to all series Rolls Royce Dart Models 506, 510, 511, 514, 525, 526, 528, 529, and 532 engines having Dart Modification 827 or 1224 fuel washed burners installed. These engines are installed on, but not necessarily limited to, the following type aircraft: Hawker Siddeley, Argosy AW.650; Fairchild Hiller F-27, F-27A, F-27B, F-27F, F-27G, F-27J, FH-227, FH-227B, FH-227C, FH-227D, FH-227E; Fokker F.27, all marks; British Aircraft Corporation Viscount 744, 745D, and 810; and Grumman G-159. To prevent cracking of the fuel washed burners, within the next 300 hours' time in service after the effective date of this AD, unless already accomplished, replace Dart Modification 827 and 1224 fuel washed burners with burners incorporating Rolls Royce Dart Modification 1155, 1226, or 1536, in accordance with Rolls Royce Dart Aero Engine Alert Service Bulletin Number Da 73-A.54, Revision 3, dated February 16, 1970, or late ARB-approvedissue or an FAA-approved equivalent. This amendment becomes effective August 20, 1970.
2014-03-12: We are superseding Airworthiness Directive (AD) 2002-23-19 for all Dassault Aviation Model FALCON 2000 series airplanes. AD 2002-23-19 required repetitive operational tests, repetitive measurements, and repetitive replacement of certain jackscrews. This new AD requires revising the maintenance program to incorporate new or revised maintenance requirements and airworthiness limitations. This AD was prompted by the manufacturer revising the airplane maintenance manual (AMM) maintenance requirements and airworthiness limitations. We are issuing this AD to prevent reduced controllability of the airplane.
2008-26-10: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) 172, 175, 177, 180, 182, 185, 206, 207, 208, 210, 303, 336, and 337 series airplanes. This AD requires you to inspect the alternate static air source selector valve to assure that the part number identification placard does not obstruct the alternate static air source selector valve port. If the part number identification placard obstructs the port, this AD also requires you to remove the placard, assure that the port is unobstructed, and report to the FAA if obstruction is found. This AD results from reports of airplanes found with alternate static air source selector valve port obstruction caused by improper installation of the part number identification placard. The actions specified by this AD are intended to prevent erroneous indications from the altimeter, airspeed, and vertical speed indicators, which could cause the pilot to react to incorrect flight information and possibly result in loss of control.
60-25-01: 60-25-01 CURTISS-WRIGHT: Amdt. 230 Part 507 Federal Register December 6, 1960. Applies to all C-46A, D. E. F. and R; C-46/CW20T; Super C-46/CW20T; Super 46; and Super 46C aircraft. Compliance required as indicated. Due to fatigue failures found in the outer wing panel attachment bolts, the following must be accomplished: (a) On aircraft having outer wing panel attachment bolts with 10,000 or more hours' time in service that have accumulated more than 5,000 hours' flight time since the last inspection of such bolts, the outer wing panel attachment bolts must be inspected for cracks, elongation and corrosion prior to the next flight except aircraft may be ferried without a special flight permit one time only, with occupancy limited to the required flight crew, to a base where personnel and facilities for required work are available. (b) On aircraft having outer wing panel attachment bolts with 10,000 or more hours' time in service that have accumulated less than 5,000 hours' flight time since the last inspection of such bolts, the outer wing panel attachment bolts must be reinspected for cracks, elongation and corrosion within the next 25 hours of flight time. (c) Outer wing panel attachment bolts found, during the inspections under (a) or (b), to be cracked, elongated or corroded must be replaced with new bolts prior to further flight. (d) Outer wing panel attachment bolts which are not found, during the inspections under (a) or (b), to have cracks, elongation or corrosion, may be reused for a total time not to exceed 500 hours' flight time after such inspection at which time all such bolts must be replaced with new bolts. (e) After compliance with the requirements of paragraph (c) and/or (d) all outer wing panel attachment bolts must be replaced at intervals of 10,000 hours' time in service. (f) New bolts, P/N's SS 157-7-21 or MS 20007-21 or NAS 147-35 (31 per wing) and P/N's SS 157-6-20 or MS 20006-20 or NAS 146-33 (88 per wing) or FAA approved equivalents are acceptable replacements. This airworthiness directive sent by telegram to all known operators of Curtiss-Wright C- 46 Series aircraft by individual telegrams dated October 25, 1960, and amendment telegram dated October 26, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegrams of October 25 and 26, 1960.
2014-03-18: We are adopting a new airworthiness directive (AD) for B-N Group Ltd. Models BN-2, BN-2A, BN-2A-2, BN-2A-3, BN-2A-6, BN-2A-8, BN- 2A-9, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A-27, BN-2B-20, BN-2B-21, BN- 2B-26, BN-2B-27, BN2A MK. III, BN2A MK. III-2, and BN2A MK. III-3 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 damage of the cable sliding end assembly and installation of the incorrect end fitting on engine control cable assemblies. We are issuing this proposed AD to require actions to address the unsafe condition on these products.
65-14-03: 65-14-03\tBOEING: Amdt. 39-90 Part 39 Federal Register June 23, 1965. Applies to Models 707 and 720 Series Aircraft Noted in Boeing Service Bulletin No. 2073(R-1). \n\n\tCompliance required as indicated. \n\n\tInvestigation of a recent failure of the nose gear drag brace lock rod upper attachment bolt, which resulted in the affected aircraft landing with the nose gear retracted, indicates that this bolt is susceptible to fatigue failures and requires replacement. \n\n\t(a)\tBolt P/N BAC B30ABP6-37 shall be replaced as follows: \n\n\t\t(1)\tBolts having 5,400 or more hours' time in service on the effective date of this AD shall be replaced in accordance with paragraph (3) within 600 hours' time in service after the effective date of this AD. \n\n\t\t(2)\tBolts having less than 5,400 hours' time in service on the effective date of this AD shall be replaced in accordance with paragraph (3) prior to the accumulation of 6,000 hours' time in service. \n\n\t\t(3)\tReplace nose gear drag brace lock rodupper attachment bolts P/N BAC B30ABP6-37 with a new bolt of the same part number or with Standard Pressed Steel Company bolt SFH 22-6-35, Voi-Shan Mfg. Co. bolt VS 2545H6F35T, or a bolt approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(4)\tBolts P/N BAC B30ABP6-37 installed in accordance with (3) shall be repetitively replaced thereafter within each 6,000 hours' time in service from the last replacement unless they are replaced with Standard Pressed Steel Co., bolt SFH 22-6-35, Voi-Shan Mfg. Co. bolt VS 2545H6F35T, or a bolt approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tOperators who have not kept records of hours' time in service on nose gear drag brace lock rod upper attachment bolts shall substitute airplane hours' time in service in lieu thereof. \n\n\t(Boeing Service Bulletin No. 2073 (R-1) covers this same subject.) \n\n\tThis directive effective July 23, 1965.
60-13-04: 60-13-04 SIKORSKY: Amdt. 171 Part 507 Federal Register June 24, 1960. Applies to All Models S-51 and S-55 Helicopters. Compliance required by August 15, 1960. A fatigue failure of the RE5M7 shank rod end bearing has occurred in the S-55 main rotor upper controls. This rod had a hollow shank rather than a solid shank and is not an approved part. Preliminary investigation indicates that the hollow shank part has been installed in S-51 and S-55 helicopters because of improper identification. To ensure removal of this part from service, the following must be accomplished: Unless already accomplished, remove the following rod assemblies and inspect for RE5M7 rod end bearings with hollow shanks and S510085 pivots with hollow shanks, as noted (S510085 pivots are altered RE5M7 rod ends.) (a) Model S-51 main rotor assembly, P/N S510000. (1) P/N S510333 (Alternate P/N S510140) rod assembly contains one RE5M7 rod end. (2) P/N S510082 rod assembly contains one RE5M7 rod end and one P/N S510085 pivot. (b) Model S-51 main rotor assembly, P/N S10-10-1100. (1) P/N S510333 rod assembly contains one RE5M7 rod end. (c) Model S-55 servo unit assembly, P/N S14-40-5000. (1) P/N S14-40-5024 control arm contains one RE5M7 rod end. Remove all hollow shank units and replace with solid shank units.
2014-04-06: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. Arrius 2B1, 2B1A, 2B2, and 2K1 turboshaft engines. This AD requires initial and repetitive inspections of the hydro-mechanical metering unit (HMU) high pressure pump drive gear shaft splines, cleaning and inspections of the sleeve assembly splines, and replacement of the HMU if it fails inspection. This AD was prompted by in-flight shutdowns caused by interrupted fuel supply at the HMU. We are issuing this AD to prevent in-flight shutdown and damage to the engine.
65-01-02: 65-01-02\tBOEING: Amdt. 39-16 Part 39 Federal Register December 24, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tFlight tests have disclosed that speed brake actuation during fuel jettisoning causes fuel to impinge on the horizontal stabilizer. To correct this condition, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, unless already accomplished: \n\n\t\t(1)\tInstall a placard on the fuel dump chute panel in the cockpit that reads, "Do not dump fuel with the speed brakes extended." \n\n\t\t(2)\tAmend the limitations section of the FAA approved Airplane Flight Manual by adding the following two statements under fuel dumping limitations: \n\n\t\t\t(i)\t"Do not dump fuel with speed brakes extended." \n\n\t\t\t(ii)\t"NOTE: Do not use full and rapid aileron control while dumping fuel." \n\n\t(b)\tEquivalent wording, subject to prior approval by the Chief, Aircraft Engineering Division, FAA Western Region, may be used in lieu of that specified in this AD. \n\n\tThis directive effective January 23, 1965.
80-24-01: 80-24-01 ROBINSON HELICOPTER: Amendment 39-3975. Applies to Model R-22 helicopters serial numbers 0002 through 0082 certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible loss of the tailcone resulting from supporting framework tube or tube weldment fractures, accomplish the following: (a) Unless accomplished within the previous 90 hours' time in service, in accordance with the methods of Robinson Helicopter Company Service Bulletin B-4 dated September 19, 1980, hereinafter referred to as SB B-4, prior to the accumulation of 100 hours' time in service or within 10 hours time in service from the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service since the last such inspection, dye penetrant inspect the tubes and weldments for cracks per methods of, and in the areas identified as items 1 through 4 of the figure of SB B-4. (b) If no cracks are found the rotorcraft may be returned to service provided that, on reassembly, the hardware as discussed in paragraphs 7 and 8 of the section of SB B-4 entitled "Removal of the A 023 Tailcone Assembly" is replaced with the following identical new parts: NAS - 679-A4 NUT (5 each) NAS 1304-22 Bolt (4 each) NAS 1304-3 Bolt (1 each) PAL NUTS (5 each) (c) If cracks are detected as a result of the inspections of paragraph (a) of this AD, prior to further flight notify the Chief, Aircraft Engineering Division, FAA Western Region for instructions and disposition of the part. Exact location and extent of crack must be made available to the FAA. (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 required by this AD. (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 November 24, 1980.
2014-03-11: We are adopting a new airworthiness directive (AD) for Bell Model 204B helicopters with a certain cable assembly installed. This AD requires inspecting the tail rotor (T/R) cable assembly for an incorrectly machined body. This AD is prompted by a report from Bell that a defective body on the cable prevents the barrel assembly from fully engaging in the body cavity. These actions are intended to prevent disengagement of the cable from the barrel, failure of the T/R pitch control, and subsequent loss of control of the helicopter.
82-11-03 R1: 82-11-03 R1 BRITISH AEROSPACE: Amendment 39-4383 as amended by Amendment 39- 4470. Applies to Model HS-125 Series 700 and all variants serial numbers 25/7001, 7007, 7010, 7013, 7020, 7022, 7025, 7028, 7031, and 7034, 7037, 7040, 7046; NA 0201 - NA 0240 inclusive certificated in all categories. Compliance required within the next 100 hours time in service after the effective date of this AD. To prevent improper operation of the elevator pitch trim switch located in the control column handwheel, accomplish the following unless already accomplished. 1. Remount the elevator pitch trim switch in accordance with the accomplishment instructions of British Aerospace Service Bulletin HS-125 27-124 (2705) dated January 1, 1979. 2. 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. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). Amendment 39-4383 became effective May 31, 1982. This amendment 39-4470 becomes effective October 12, 1982.
79-02-01: 79-02-01 ENSTROM HELICOPTERS: Amendment 39-3390. Applies to Enstrom Model F-28C and 280C helicopters certificated in all categories. Compliance required as indicated, unless previously accomplished. In order to prevent damage to the turbocharger and possible engine power loss accomplish the following: \n\n\tWithin 50 hours time in service after the effective date of this AD, accomplish the following: \n\n\tA.\tInspect the Rajay turbocharger. If the turbocharger serial number is 70484 or greater, proceed with step B. If the turbocharger serial number is less than 70484 accomplish the following: \n\n\t\t1.\tRemove the turbocharger from the helicopter in accordance with the Enstrom Maintenance Manual. \n\n\t\t2.\tUsing a 5/32 Allen wrench, remove the six counter-sunk cap screws that secure the compressor housing to the bearing housing assembly. If necessary, gently tap the compressor housing with a plastic hammer to loosen it from the bearing housing assembly. \n\n\t\t3.\tTorque the three bearing housing flange attachment screws on the turbocharger to 90 + 10 inch-pounds. "Stake" the screws in place in accordance with the sketch and notes which follow this AD. \n\n\t\t4.\tReinstall the compressor housing by placing the turbocharger on the compressor housing using a new gasket, Rajay P/N TC6-44. Secure with six cap screws and tighten evenly and alternately to 90 + 10 inch-pounds. \n\n\t\t5.\tReinstall the turbocharger in the helicopter in accordance with the Enstrom Maintenance Manual.\n\n\tB.\tRemove the induction system air inlet filter in accordance with the Enstrom Maintenance Manual. \n\n\tC.\tRemove the AN815-6D union which attaches the fuel nozzle air vent installation to the induction system air inlet filter container. Save the AN924-6D nut which was holding the union in place, for reinstallation, in accordance with step D. \n\n\tD.\tInstall an AN832-6D union, in place of the AN815-6D union, so that the AN924-6D nut is outside of the filter container. \n\n\tE.\tAttach the fuelnozzle air vent line to the AN832-6D union. \n\n\tF.\tReplace the air filter in accordance with the Enstrom Maintenance Manual. \n\n\tEquivalent methods of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. \n\n\tThis amendment becomes effective January 17, 1979.
2014-02-08: We are adopting a new airworthiness directive (AD) for certain Agusta Model A109C, A109E, A109S, A109K2, and AW109SP helicopters. This AD requires inspecting the lock wires securing the tail rotor (T/R) duplex bearing locking nut (locking nut) to determine whether any lock wires are missing or damaged. This AD was prompted by reports of loosening T/R locking nuts. The actions of this AD are intended to prevent failure of the T/R and subsequent loss of control of the helicopter.
2010-21-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: A specific batch of nose landing gear (NLG) and NLG door selector valves, part number (P/N) 601R75146-1 (Kaiser Fluid Technologies P/N 750006000), may have had their end caps incorrectly lock-wired and/or incorrectly torqued during assembly. This condition can lead to the end cap backing off, with consequent damage to a seal and internal leakage within the valve. Subsequently, if electrical power is transferred or removed from the aircraft before the NLG safety pin is installed, any pressure, including residual pressure, in the No. 3 hydraulic system can result in an uncommanded NLG retraction and/or uncommanded opening of the NLG doors. There have beensix cases reported on CL[-]600- 2B19 aircraft, one of which resulted in the collapse of the NLG at the departure gate. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
80-11-07: 80-11-07 ROBINSON HELICOPTER COMPANY: Amendment 39-3834. Applies to Model R22 series helicopters certificated in all categories. Compliance is required as indicated. To prevent main rotor blade structural failure, accomplish the following: (a) Prior to further flight remove from service all main rotor blades Serial numbers 1 through 91 and replace with like serviceable part. (b) Mark all blades Serial numbers 1 through 91 "UNAIRWORTHY" on the blade upper surface at the approximate mid-span with lettering at least 2 inches high and, using a metal stamp, mark "UNAIRWORTHY" on data plate. This supersedes Amendment 39-3751, (45 FR 26032), AD 80-08-08. This amendment becomes effective July 14, 1980, and was effective earlier for all recipients of the telegram T80WE25 dated May 20, 1980.
63-15-05: 63-15-05 PIAGGIO: Amdt. 587 Part 507 Federal Register July 19, 1963. Applies to Model P.166 Aircraft, Serial Numbers 1 through 405. Compliance required within 25 hours' time in service after the effective date of this AD. To prevent failure at the flared end of the Teleflex rod guide tube, in the throttle, fuel cut- off, propeller and hot air controls, accomplish the following: PARTS REQUIRED No. Required Description Part Number 2 Sheath, throttle control guide 66-S. 1107.01 2 Sheath, engine stop control guide 66-S. 1107.02 2 Sheath, propeller control guide 66-S. 1107.03 2 Sheath, hot air control guide 66-S. 1107.04 Unless previously accomplished, remove the aluminum sheath control guides and install new steel control guides as shown in the preceding table, in accordance with Piaggio Service Bulletin No. 166.31 dated November 22, 1962. This directive effective August 20, 1963.
2013-25-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, and S-70C helicopters. This AD establishes a new life limit based on a prorated formula for certain identified components (parts) installed on Model S-70, S-70A, and S-70C helicopters after being previously installed on certain military model helicopters. This AD was prompted by the discovery that certain parts have been interchanged between military helicopter models with different life limits and the possibility that these same parts can be interchanged with civilian models with different life limits. The actions are intended to establish a pro-rated in service life limit for each identified part to prevent fatigue failure of a part and subsequent loss of control of the helicopter.
79-23-07: 79-23-07 BELL HELICOPTER TEXTRON: Amendment 39-3613. Applies to Bell 47G series helicopters certificated in all categories that have been converted to turbine power Soloy Conversions, Ltd., Supplemental Type Certificate SH657NW. A. Within the next 25 hours time-in-service, after the effective date of this AD, inspect the turbine engine mount rod ends with a magnet to determine if the NMB Inc. P/N AH FTL5, or Soloy P/N 100-2205-2B rod ends are installed. These suspect stainless steel rod ends are identified by the fact that they are non-magnetic. B. If the non-magnetic stainless steel rod ends are found to be installed, replace the rod ends with Heim P/N HFL-5M or Soloy P/N 100-2205-1B in accordance with Soloy Conversions, Ltd., Service Bulletin 03-660 dated July 16, 1979, within 25 hours time-in-service after the effective date of this AD. C. Return the suspect stainless steel rod ends to Soloy Conversions, Ltd., for disposal within 30 days after removal. D. Alternate replacements which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. The manufacturer's specifications and 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 Soloy Conversions, Ltd., P.O. Box 60, Chehalis, Washington, 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment is effective November 26, 1979 and was effective earlier, for all recipients of the airmail letter dated August 21, 1979, which contained this Amendment.
46-36-02: 46-36-02 PIPER: (Was Mandatory Note 3 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-207, Inclusive. Compliance required prior to November 1, 1946. Several instances have been reported of loosening of the cap screws attaching the air scoop to the carburetor on these aircraft, thus creating a hazard. These cap screws should be removed and drilled for safety wire. They should then be reinserted and safety wire installed. (Piper Service Bulletin No. 90 dated July 17, 1946, covers this same subject.)
63-22-02: 63-22-02 GRUMMAN: Amdt. 634 Part 507 Federal Register October 26, 1963. Applies Only to Model G-164 Series Aircraft Equipped With Continental W670 Series Engines, Serial Numbers 1 through 229 Inclusive. Compliance required as indicated. As a result of excessive wear of the throttle control pivot bolt, which can cause loss of throttle control, accomplish the following: (a) (1) Within 25 hours' time in service after the effective date of this AD, remove and visually inspect the throttle control pivot bolt (AN 23-13) for wear. If the bolt is worn, measure bolt shank. (2) If wear in excess of 0.020 inch is detected on any surface of the bolt, rework the carburetor throttle arm for a 0.250 diameter reamed hole, and installation of an A1658-1 bushing, AN 3-10A bolt, AN 960-10 washers and AN 365-1032 self-locking nut per Grumman Service Bulletin No. 25 dated August 29, 1963. (Grumman Engineering Change Order No. S164-1292.) (3) If no wear is found on the AN 23-13 bolt, thepivot bolt may be continued in service provided that the bolt is repetitively inspected at intervals of 50 hours' time in service. (b) Repetitive inspections required by (a) (3) may be discontinued when the modifications established by a (a)(2) are accomplished. (Grumman Service Bulletin No. 25 dated August 29, 1963, with enclosure (a) Grumman Engineering Change Order No. S164-1292 covers this same subject.) This directive effective October 26, 1963.
2013-26-13: We are adopting a new airworthiness directive (AD) for Sikorsky Model S-70, S-70A, S-70C, S-70C (M), and S-70C (M1) helicopters with General Electric (GE) T700-GE-401C or T700-GE-701C engines installed. This AD requires establishing new fatigue life limits for certain GE engine gas generator turbine (GGT) rotor parts. This AD was prompted by a reevaluation of the method for determining the life limit for certain GE engine GGT rotor parts and the determination that these life limits should be based on low cycle fatigue (LCF) events instead of hours time-in-service (TIS). The actions are intended to prevent fatigue failure of a GGT rotor part, engine failure, and subsequent loss of control of the helicopter.
83-09-04: 83-09-04 BOEING: Amendment 39-4650. Applies to Boeing Model 767 airplanes listed in Boeing Alert Service Bulletin 767-52A7 Revision 1, dated April 7, 1983, or later FAA approved revisions. To prevent the inadvertent opening of the airplane passenger or service door, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, unless already accomplished, perform the maintenance check of paragraph A of Section III of Boeing Alert Service Bulletin 767-52A7 Revision 1 dated April 7, 1983, or later FAA approved revisions. Doors which fail to meet this check must accomplish the check of paragraph A.2. of Section III of the Boeing Alert Service Bulletin, prior to each flight until rigged in accordance with paragraph B of this AD. \n\n\tB.\tWithin 30 days after the effective date of this AD, unless already accomplished, passenger or service doors that do not meet the maintenance check of paragraph A of this AD must be rigged in accordance with paragraph Bof the Boeing Alert Service Bulletin. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 25, 1983.