Results
94-16-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires inspections, adjustments, and functional tests of the thrust reverser system. This amendment adds a requirement for installation of an additional thrust reverser system locking feature, periodic functional tests of that locking feature following its installation, and repair of any discrepancy found. This amendment is prompted by the identification of a modification that ensures that the level of safety inherent in the original type design of the thrust reverser system is further enhanced. The actions specified by this AD are intended to prevent possible discrepancies in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
2003-20-05: The FAA adopts a new airworthiness directive (AD) for certain PILATUS Aircraft Ltd. (Pilatus) Model PC-7 airplanes. This AD requires you to inspect the forward and aft dihedral fittings for cracks and replace any cracked fitting. This AD also requires you to modify the aft dihedral fitting and spar-cap bolt holes. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent cracks from developing in the forward and aft dihedral fittings, which could result in failure of the wing in certain maneuvers. Such failure could lead to loss of control of the airplane.
2020-18-51: The FAA is adopting a new airworthiness directive (AD) for certain Sandia attitude indicators (attitude indicators). This AD was sent previously to all known U.S. owners and operators of aircraft with these attitude indicators installed. This AD requires revising the existing Airplane Flight Manual (AFM) for your airplane to prohibit operation under instrument flight rules (IFR) or night visual flight rules (VFR) and prohibit coupling the autopilot with an affected attitude indicator. This AD was prompted by reports of 54 failed attitude indicators. The FAA is issuing this AD to address the unsafe condition on these products.
80-22-11: 80-22-11 BELL: Amendment 39-3950. Applies to Model 206 L-1 helicopters, certificated in all categories (Airworthiness Docket No. 80-ASW-44). Compliance required as indicated. To prevent possible fatigue failure of the main rotor grip, P/N 206-011-132-009, remove and replace as specified below, the main rotor grips having serial numbers: A1-00001, A1-00004 through A1-00007, A1-00009, A1-00010, A1-00014, A1-00016, A1-00017, A1-00019, A1-00021 through A1-00024, A1-00027 through A1-00029, A1-00031 through A1-00036, A1-00038 through A1-00040, A1-00042 through A1-00044, A1-00046 through A1-00050, A1-00053 through A1-00057, A1-00059, A1-00061, A1-00062, A1-00064, A1-00066 through A1-00068, A1-00071, A1-00073 through A1-00075, A1-00077, A1-00078, A1-00080, A1-00083 through A1-00093, A1-00095, A1-00096, A1-00098 through A1-00101, A1-00103 through A1-00106, A1-00111, A1-00113, A1-00115, A1-00116, A1-00118 through A1-00120, A1-00124, A1-00130 through A1-00136, A1-00192, A1-00222,A1-00248, A1- 00287, A1-00300, A1-00305, and A1-00308. a. Replace those grips with less than 1,150 hours' total time in service on the effective date of this AD, prior to accumulating 1,200 hours' total time in service. b. Replace those grips with 1,150 or more hours' total time in service on the effective date of this AD, within 50 hours' time in service. c. Compliance with Bell Helicopter Textron Alert Service Bulletin 206L-80-15, dated July 29, 1980, fulfills compliance with this AD. d. The retirement time of those main rotor grips specified above is reduced from 4,800 hours to 1,200 hours by this AD. e. The helicopter may be flown in accordance with FAR 21.197 to a base where repairs can be performed. This amendment becomes effective October 27, 1980.
77-04-02: 77-04-02 PIPER: Amendment 39-2834. Applies to Model PA-36-285, Serial Nos. 36- 7360001 through 36-7660135 certificated in all categories. To prevent possible hazards associated with loss of directional control due to tail wheel shimmy, accomplish the following within the next 100 hours in service from the effective date of this AD unless previously accomplished.: (a) On aircraft Serial Nos. 36-7560001 through 36-766080 incorporate Piper Kit Number 761 034 tail wheel modification or equivalent. (b) On aircraft Serial Nos. 36-7360001 through 36-7660135 incorporate Piper Kit Number 761 067, Fuselage Frame Reinforcement or equivalent. (c) Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Upon request with substantiating data, submitted through an FAA Maintenance Inspector, the compliance time for incorporating the alterations may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletin Number 506 pertains to this subject.) This amendment is effective February 21, 1977.
88-08-01: 88-08-01 (BELL); HERCULES; LENAIR CORPORATION; SMITH HELICOPTERS; AND WEST COAST FABRICATIONS: Amendment 39-5887. Applies to Model UH-1E, UH-1L, and TH-1L helicopters certified by Hercules; Lenair Corporation; Smith Helicopters, and West Coast Fabrications certified in any category that have P/N 204-076-428-1, -3, or -5 rod end bearing assemblies installed. Compliance is required as indicated, unless already accomplished. To detect possible cracks in the collective and cyclic rod end bearing assemblies, P/N 204-076-428-1, -3, or -5, installed on Model UH-1E, UH-1L, and TH-1L helicopters, accomplish the following: (a) Prior to the next flight after the effective date of this AD and thereafter at intervals not to exceed 10 hours' time in service from the last inspection, visually inspect the rod end bearing assemblies for cracks. Perform the visual inspections by disconnecting the cyclic and collective control tube assemblies from the swashplate horns and the collective pitch control lever. (b) Whenever the rod end bearing assemblies are removed for any reason, inspect for cracks using a fluorescent penetrant or equivalent method. NOTE: Inspections specified by paragraphs (a) and (b) above are not required on rod end bearing assembly P/N 204-076-428-5 having documented time in service of less than 600 hours. (c) If a crack is found during these inspections replace the rod end bearing with a serviceable part prior to further flight. (d) Replace rod end bearing assemblies, P/N 204-076-428-1 or -3 within 11 calendar months from the effective date of this AD with rod end bearing assembly, P/N 204-076-428-5, having a documented known service life of less than 600 hours' time in service. (e) Replace rod end bearing assembly P/N 204-076-428-5, not having a documented known service life, or those with greater than 600 hours' time in service, within 11 calendar months from the effective date of this AD with rod end bearing assembly P/N 204-076-428-5 having a documented service life of less than 600 hours' time in service. (f) Retire from service rod end bearing assembly, P/N 204-076-428-5 at 600 hours' time in service or less after initial replacement described in paragraphs (d) and (e). (g) An equivalent method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas, 76193-0170. This amendment, 39-5887, becomes effective May 6, 1988.
2020-17-13: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by reports that the cabin air compressor (CAC) outlet check valve failed due to fatigue of the aluminum flappers, and exposed the Y-duct to temperatures above its design limit. This AD requires installing new inboard and outboard CAC outlet check valves on the left-side and right-side cabin air conditioning and temperature control system (CACTCS) packs. The FAA is issuing this AD to address the unsafe condition on these products.
60-09-03: 60-09-03 LOCKHEED: Amdt. 134 Part 507 Federal Register April 20, 1960. Applies to All Model 188 Series Aircraft. Compliance required as indicated. (a) Post following two placards in full view of pilot: (1) Following operating speeds shall be observed, Vno normal operating speed equal to 225 knots CAS or MACH number 0.55; Vne never exceed speed equal to 245 knots CAS or MACH number 0.55. (2) Feather propeller in event the torquemeter indicator should go to zero or full scale in flight. This placard may be removed from the aircraft when all its installed engines are equipped with midbearing torquemeter, P/N 6823900 identified by a 1/2-inch by 2 1/2-inch blue stripe on forward bevel of housing as described in Allison Commercial Engine Bulletin No. 72- 113. In case of aircraft having one or more, but not all, engines equipped with midbearing torquemeters, the placard may be suitably altered to indicate those engines so equipped, which are exempt form compliancewith its provisions. The placard described in (a)(1) may be removed when the provisions of Lockheed Service Bulletin No. 88/SB-500 have been accomplished. The torquemeter placard described in (a)(2) may be removed when the provisions of AD 60-21-01, effective November 9, 1960, which requires installation of the midbearing torquemeter housing assembly, has been accomplished. The placard on aircraft having one or more but not all engines equipped with midbearing torquemeters may be suitably altered to indicate those engines so equipped which are exempt from compliance with its provisions. (b) Until modifications outlined below have been accomplished, the autopilot shall be deactivated. Operation of the autopilot is permissible under either of the following conditions: (1) Modifications are made to the autopilot system as described in FAA approved Lockheed Alert Service Bulletin No. 88/SB-453 Part II as amended December 21, 1960, (reactivation of autopilot). Under this condition, the "altitude-hold" function is inoperative and operation with autopilot engaged is limited to speeds at or below 225 knots. (2) Modifications are made to the autopilot system as described in Part II and Part III of FAA approved Lockheed Alert Service Bulletin No. 453 as amended December 21, 1960. Under this condition, the "altitude-hold" function is operative and the above Service Bulletin No. 453 Part II speed restriction is removed. (d) Superseded by AD 60-13-03. This airworthiness directive sent by telegram to all operators of 188 aircraft on March 25, 1960. Revised June 24, 1960. Revised December 31, 1960.
94-15-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires inspecting to detect cracking in certain lower lobe lap joints, and repair, if necessary; reporting any findings of discrepancies; replacing certain countersunk fasteners with protruding head fasteners; and verifying that the airplanes do not have certain countersunk fasteners. This amendment requires inspection of an expanded area, deletion of the reporting requirement, and expansion of the applicability to include additional airplanes. This amendment is prompted by reports of cracking of the fuselage skin in certain areas and findings of additional countersunk fasteners. The actions specified by this AD are intended to prevent reduced structural integrity of the fuselage.
62-12-03: 62-12-03 GENERAL DYNAMICS/CONVAIR: Amdt. 443 Part 507 Federal Register May 24, 1962. Applies to All Models 22 Aircraft With 3,000 Hours or More Time in Service. Compliance required within the next 25 hours' time in service unless already accomplished within the last 125 hours' time in service and thereafter within each 150 hours' time in service from the last inspection. Two recent cases of cracked inboard wing flap carriage support fittings P/N's 22-18703- 11 and -12 attributed to fatigue have been reported. To preclude operation with a cracked fitting, conduct close visual inspection of fittings P/N's 22-18703-11 and -12, and 22-18702-11 and -12 on the inboard flaps. Replace any cracked fitting prior to further flight. When P/N's 22-18703-11 and -12 and 22-18702-11 and -12 on the inboard flaps are modified in accordance with General Dynamics Service Bulletin No. 27-63 or an FAA Western Region Engineering approved equivalent modification, the 150-hour repetitive inspections may be discontinued. Upon request of the operator an FAA maintenance inspector subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (General Dynamics/Convair Telegraphic Alert Service Bulletin No. 27-58 and Service Bulletin No. 27-63 cover this same subject.) This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated May 9, 1962. Revised February 27, 1963.
79-21-08: 79-21-08 BENDIX ENERGY CONTROLS DIVISION: Amendment 39-3593. Applies to the below listed fuel injection systems installed in aircraft certificated in all categories: Model No. Parts List No. RSA-5AB1 2524199-9, 2524216-8 2524254-7, 2524262-6 2524378-7, 2524712-3/-5/-6 RSA-5AD1 2524054-7/-8, 2524147-9/-10 2524171-7/-8, 2524189-7/-8 2524213-7/-8, 2524242-6/-7 2524243-7/-8, 2524291-7/-8 2524297-6/-7, 2524307-6/-7 2524328-6/-7, 2524341-6/-7 2524348-7/-8, 2524359-6/-7 2524450-5/-6, 2524459-5/-6 2524475-4/-5, 2524550-4/-5 2524575-4/-5, 2524590-4/-5 2524592-4/-5, 2524623-4/-5 2524634-4/-5, 2524640-4/-5 2524673-4/-5, 2524682-4/-5 2524723-4/-5, 2524742-4/-5 2524752-3/-4 RSA-7AA1 2524347-4/-6 RSA-7DA1 2524624-1/-2 RSA-10AD1 2524030-7/-8, 2524152-6/-7 2524163-10/-11, 2524175-6/-7 2524255-6/-7, 2524256-8/-9 2524311-6/-7, 2524757-3/-4 RSA-10DB1 2524267-6/-7, 2524275-11/-12 2524276-7/-8, 2524593-4/-5 2524649-6/-7 RSA-10DB2 2524501-5/-6, 2524708-4/-5 RSA-10ED1 2524273-8/-9, 2524298-8/-9 2524366-6/-7, 2524420-7/-8 2524422-5/-6, 2524477-7/-8 2524491-5/-6, 2524492-4/-5 2524500-5/-6, 2524556-5/-6 2524582-4/-5, 2524601-4/-5 2524693-4/-5/-6/-7, 2524709-3/-4 2524733-3/-4 RSA-10ED2 2524791-1/-2/-3 These fuel injection systems are installed on, but not limited to, the engine models listed below: Lycoming IO-320 Series AIO-320 Series AEIO-320 Series IO-360 Series HIO-360 Series AIO-360 Series AEIO-360 Series TIO-360 Series IGO-480 Series IO-540 Series HIO-540 Series AEIO-540 Series IGO-540 Series IVO-540 Series TIO-540 Series TIO-541 Series TIGO-541 Series IO-720 Series Continental TSIO-520-L TSIO-520-LB TSIO-520-WB Compliance is required within the next twenty-five (25) hours of aircraft time in service, or within the next thirty (30) calendar days from the effective date of this AD, whichever occurs first. To prevent a fuel flow cutoff to the engine and subsequent loss of power, inspect the lock nut for proper engagement and crimp the stem in accordance with the following Bendix Energy Controls Division Service Bulletins: 1. Service Bulletin No. RS-68 dated August 20, 1979 applicable to the Series RSA-5 and RSA-10 models; 2. Service Bulletin No. RS-69 dated August 20, 1979 applicable to the RSA-7AA1 model; or 3. Service Bulletin No. RS-70 dated August 20, 1979 applicable to the RSA-7DA1 model. This amendment becomes effective October 24, 1979 as to all persons except those to whom it was made immediately effective by the airmail letter dated August 28, 1979, which contained this amendment.
2003-19-15: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) models PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines. That AD currently requires interim actions to address engine takeoff power loss events until the high-pressure-compressor (HPC) case is redesigned and available for incorporation on the PW4000 engines. That amendment also requires terminating actions for engines installed in the Boeing fleet by incorporating a new Ring Case Configuration (RCC) rear HPC. This amendment requires the same interim and terminating action requirements as that AD, and in addition, expands the terminating action requirements to engines installed on Airbus and McDonnell Douglas fleets. This amendment is prompted by the certification of an RCC rear HPC for PW4000 series turbofan engines installed in the Airbus fleet and McDonnell Douglas fleet. The actions specified by this AD are intended to prevent engine takeoff power losses due to HPC surge.
2020-18-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report of a slat system jam during landing. This AD requires a one- time health check of the slat power control unit (PCU) torque sensing unit (TSU) for discrepancies, and corrective actions if necessary; a detailed inspection of the left-hand (LH) and right-hand (RH) slat transmission systems for discrepancies, and corrective actions if necessary; and LH and RH track 12 slat gear rotary actuator (SGRA) water drainage and vent plug cleaning (which includes an inspection for moisture), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
75-27-08: 75-27-08 PIPER: Amendment 39-2481 as amended by Amendment 39-2624. Applies to Models PA-24, PA-24-250 and PA-24-260, Serial Nos. 24-1 through 24-5047; PA-24-400, Serial Nos. 26-2 through 26-148; PA-30, Serial Nos. 30-1 through 30-2000; PA-39, Serial Numbers 39- 1 through 39-155, certificated in all categories. Compliance required as indicated. To prevent possible hazards in flight associated with damaged rivets which attach the stabilator torque tube bearing support fittings P/Ns 20420-00, -01 and 20419-00, -01 to the aft fuselage, accomplish the following; (a) Within the next 50 hours in service from the effective date of this AD unless previously accomplished, inspect in accordance with paragraph (b). (b) Inspect each of the four stabilator torque tube bearing block attachment fittings that do not have Piper Kit 760835 or equivalent incorporated, as follows: (1) Remove the right rear aft fuselage access door. (2) Using a light and mirror (with extension), view through the access opening to determine if any of the horizontally positioned rivets through the skin align with any of the vertically positioned rivets through the support fittings. (c) If more than one rivet is so aligned and there is a penetration of more than one of five forward vertical rivets, Piper Kit 760835 or equivalent shall be installed in the affected fitting before further flight, except that the airplane may be flown in accordance with FAR 21-197 to a base where a repair can be made. (d) Equivalent repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletin No. 464A, refers to this subject.) Amendment 39-2481 was effective December 31, 1975. This amendment 39-2624 is effective June 3, 1976.
2020-18-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by the results of laboratory tests on non-rechargeable lithium batteries installed in certain emergency locator transmitters (ELTs), which highlighted a lack of protection against current injections of 28 volts direct current (DC) or 115 volts alternating current (AC) that could lead to thermal runaway and a battery fire. This AD requires modifying a certain ELT by installing a diode between the ELT and the terminal block, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
94-14-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain de Havilland Model DHC-7 series airplanes. This action requires repetitive inspections of the hydraulic selector valve to determine the rate of leakage of hydraulic fluid, and replacement of certain valves with serviceable valves, if necessary. This AD also provides an optional terminating action for the repetitive inspections. This amendment is prompted by a report of pilot valve leakage of hydraulic fluid in a landing gear selector valve on a Model DHC-7 series airplane. The actions specified in this AD are intended to prevent inadvertent retraction of the landing gear in the event of a low voltage condition at the selector valve down solenoid.
83-24-07: 83-24-07 BRITISH AEROSPACE: Amendment 39-4778. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible loss of roll control, accomplish the following within the next 30 days after the effective date of this AD, unless previously accomplished: A. Modify the aileron stub fairing installation attached to the outboard side of the fixed flap track center fairing at rib 15, left and right wing, in accordance with the Accomplishment Instructions of British Aerospace BAC 1-11 Service Bulletin 57-PM5856, Revision 1, dated March 30, 1983. B. Alternate 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. 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 inspections and/or modifications required by this AD. This amendment becomes effective December 20, 1983.
2009-05-02: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2 and CF6-80E1 series turbofan engines with fuel manifolds part numbers (P/Ns) 1303M31G12 and 1303M32G12, installed in drainless fuel manifold assemblies (introduced by GE Aircraft Engines (GEAE) Service Bulletins (SB) CF6-80C2 S/B 73- 0253 and CF6-80E1 S/B 73-0026). This AD requires removing the loop clamps that hold the fuel manifold to the compressor rear frame (CRF) damper brackets, inspecting the fuel manifold for wear at each clamp location, and replacing the clamps with new, zero-time parts. This AD also requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness (ICA) and air carrier's Continuous Airworthiness Maintenance Programs (CAMP) to require repetitive fuel manifold inspection and loop clamp replacement. This AD results from reports of fuel leaks during engine operation. We are issuing this AD to prevent fuel leaks that could result in an under- cowl fire and damage to the airplane.
75-24-02: 75-24-02 PIPER: Amendment 39-2422. Applies to: PA-28-180 serial numbers 28- 7105001 through 28-7505046 inclusive, PA-28R-180 serial numbers 28R-7130001 through 28R-7130013 inclusive, PA-28R-200 serial numbers 28R-7135001 through 28R-7535041 inclusive, PA-28-235 serial numbers 28-7110001 through 28-7510016 inclusive, PA-32-260 serial numbers 32-1 through 32-7500002 inclusive, PA-32-300 serial numbers 32-40001 through 32-7540028 inclusive, PA-34-200 serial numbers 34-7250001 through 34-7450220 inclusive, and PA-34- 200T serial numbers 34-7570001 through 34-7570054 inclusive, certificated in all categories. Compliance required within the next 100 hours time in service or at the next annual inspection, whichever comes first. To prevent the seats from coming loose during an accident, accomplish the following: 1. Within the next 100 hours time in service after the effective date of this airworthiness directive or at the next annual inspection (whichever comes first) andthereafter at each annual inspection, inspect the rear legs on the quick-disconnect seats in accordance with Piper Service Letter No. 763. 2. If the retention is satisfactory, make appropriate log book entry. 3. If the retention is unsatisfactory, adjust or replace in accordance with Piper Service Letter No. 763, and make appropriate log book entry. This amendment becomes effective November 21, 1975.
2020-18-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, - 113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that cracks were detected on the left-hand (LH) and right- hand (RH) sides of the first rivet hole of the frame (FR) 43 foot coupling during scheduled maintenance. This AD requires a rotating probe test of the fastener holes at FR43 on the LH and RH sides for any cracking, and on-condition actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2009-04-10: The FAA is superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF6-80A, CF6-80C2, and CF6-80E1 series turbofan engines. That AD required revisions to the Airworthiness Limitations Section (ALS) of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This AD requires revisions to the CF6-80A, CF6-80C2, and CF6- 80E1 series engines ALS sections of the manufacturer's manuals and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements, and to update certain Engine Manual Inspection Task and Sub Task Number references. This AD results from the need to require enhanced inspection of selected critical life-limited parts of CF6-80A, CF6-80C2, and CF6-80E1 series engines. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
83-21-05: 83-21-05 AIRBUS INDUSTRIE: Amendment 39-4749. Applies to all model A300 series airplanes listed in Airbus Industrie Service Bulletin A300-30-026, certificated in all categories. To prevent loss of all airspeed indications, accomplish the following within the next 1800 flight hours after the effective date of this AD, unless already accomplished: A. Modify the pitot probe heater in accordance with Airbus Industrie Service Bulletin A300-30-026, Revision 6, dated April 9, 1982. B. Alternate means of compliance which provide an equivalent level of safety may be used if approved by the Manager, Seattle 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 airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective November 28, 1983.
63-19-04: 63-19-04 SENSENICH: Amdt. 618 Part 507 Federal Register September 14, 1963. Applies to All Controllable and Constant Speed Propeller Models C-2FM, CS-2FM, C-3FR4, CS-3FR5, and CS-3FM4. (Aircraft on which these propeller models are installed include but are not necessarily confined to the Piper PA-12, -14, -16, -20, -22, Monocoupe 90AL-115, Stinson 108-2 and -3, Bellanca 14-13 and Goodyear GA-2B.) Compliance required as indicated. (a) On aircraft with Lycoming 0-235C or 0-290-D Series engines or Franklin 6A4- 165-B3 engines, inspect propellers with 90 hours or more propeller time in service on the effective date of this AD in accordance with (e) within 10 hours propeller time in service after the effective date of this AD, and thereafter each 100 hours propeller time in service from the last inspection. (b) On aircraft with Lycoming 0-325C or 0-290-D Series engines or Franklin 6A4- 165-B3 engines, inspect propellers with less than 90 hours propeller time in service on the effective date of this AD in accordance with (e) prior to the accumulation of 100 hours propeller time in service, and thereafter within each 100 hours propeller time in service from the last inspection. (c) On aircraft with engines not listed in (a) and (b), inspect propellers with 290 hours or more propeller time in service on the effective date of this AD in accordance with (e) within 10 hours propeller time in service after the effective date of this AD, and thereafter within each 300 hours propeller time in service from the last inspection. (d) On aircraft with engines not listed in (a) and (b), inspect propellers with less than 290 hours propeller time in service on the effective date of this AD in accordance with (e) prior to the accumulation of 300 hours propeller time in service, and thereafter within each 300 hours propeller time in service from the last inspection. (e) Remove the propeller blades from the hub and carefully inspect the wood blade shankand split retaining groove in the blade ferrule for cracks. Check and tighten the lag screws to 160 inch-pounds of torque. Magnetically inspect the ferrule and all ferrous metallic parts of the hub. Special care should be given to the inspection for cracks originating in the hub lock ring groove. Replace blades with broken lag screws, cracked wood shanks or ferrule before further flight. (Sensenich Service Bulletins Nos. 133, Revision 1, dated January 29, 1960, and R-9 dated December 7, 1962, cover this same subject.) This supersedes AD 50-47-01. This directive effective October 15, 1963.
2009-04-08: We are adopting a new airworthiness directive (AD) for the products listed above. 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: The Luftfahrt-Bundesamt received a report from the Grob Company that a bolt in the airbrake control was found failed during a pre- flight inspection on a G 103C TWIN III ACRO. During an extensive investigation (metallurgical investigation) a double sided fatigue crack was found as root cause. As the bolt is insignificantly stressed by cyclic bending the crack was probably caused by mean stress supported by a bolt torque exceeding the limit. The actions specified by this airworthiness directive are intended to prevent further bolt cracking which can result in airbrake as well as elevator failure (elevator control is on the same pedestal) and reduced controllability of the power glider. We are issuing this AD to require actions to correct the unsafe condition on these products.
87-17-06: 87-17-06 AM-SAFE, INCORPORATED: Amendment 39-5710. Applies to Am-Safe, Inc., occupant restraint system assemblies, Part Numbers 501825-403, 501907-401, 501907-403, 501907-405, 502061-401, 502147-401, and 502147-403, which may be installed in large or small aircraft. (Seat belt portion approved under Technical Standard Order C22f.) Compliance required within 90 days after the effective date of this AD, unless previously accomplished. To eliminate restraint system connectors with the incorrect dimensions, which could allow inadvertent opening of occupant restraint system assemblies, accomplish the following: A. Inspect the affected restraint system assemblies in accordance with Am-Safe, Inc., Service Bulletin No. AS001, dated November 5, 1986, or later FAA-approved revisions, to determine the Lot Number of the connector. If the connector is not of Lot 04, no further action is required. If the connector is found to be of Lot 04, the connector must be removed and replacedwith a connector of a different lot number before further flight. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western 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 airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Am-Safe, Incorporated, 240 North 48th Avenue, Phoenix, Arizona 85043. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective September 22, 1987.