Results
47-11-02: 47-11-02 NAVION: (Was Mandatory note 2 of AD-782-3.) Applies to All Models Equipped With Hartzell HC12x20-1 Propeller Hubs and 8628 Blades. To be accomplished not later than May 1, 1947. Vibration tests of the Hartzell HC12x20-1 propeller with these airplanes indicate that the propeller diameter should be reduced from 86 inches to 84 inches. This is accomplished by cutting 1 inch from the tip of each 8628 blade, and making the shortened blade 18428R. This blade rework must be performed either by the Hartzell factory or by a certified propeller repair agency. (Par. B of North American Field Service Bulletin No. 20 dated January 28, 1947, covers this rework.) Upon compliance with this AD, the presently required placard against engine operation between 1,950 and 2,150 r.p.m. and over 2,250 r.p.m. may be removed.
90-05-03: 90-05-03 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6520. Docket No. 89-NM-236-AD. Applicability: de Havilland Model DHC-8-300 series airplanes, Serial Numbers 100 through 231, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible rupture of the engine bleed air ducts, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, perform a visual inspection to detect cracks or complete separation of the bleed air precooler mounting lugs, in accordance with de Havilland Alert Service Bulletin A8-21-32, Revision A, dated November 22, 1989. B. If cracks are found in more than one lug, or if any lug has completely separated, repair prior to further flight, in accordance with de Havilland Alert Service Bulletin A8-21-32, Revision A, dated November 22, 1989.C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South,Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment (39-6520, AD 90-05-03) becomes effective on April 6, 1990.
77-03-01: 77-03-01 ROCKWELL: Amendment 39-2823. Applies to Models 690, 690A, and 690B, S/N's 11000 through 11371. Compliance required as indicated. Before further flight, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the inspection or repair may be performed, accomplish the following: Inspect both left and right wing rivets in accordance with Rockwell Service Bulletin No. 163 dated January 21, 1977, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (a) If no loose or sheared rivets are found, reinspect at 25-hour intervals or after any unusually hard landing, in accordance with Rockwell Service Bulletin No. 163 dated January 21, 1977, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (b) If loose or sheared rivets are detected, repair and reinspect in accordance with the procedures described in Rockwell Service Bulletin No. 163 dated January 21, 1977, or later approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (c) Within 500 hours' time in service after the effective date of this AD, rework all designated rivet patterns in accordance with (b) above. When all patterns have been reworked in accordance with (b), the repetitive inspections of (a) and (b) may be discontinued. This amendment becomes effective February 16, 1977, and is effective upon receipt for all recipients of the AD dated January 27, 1977, which contained this amendment.
71-16-04: 71-16-04 LEARJET: Amdt. 39-1255. Applies to Models 23 (S/N 23-003 through 23- 099); 24 (S/N 24-100 through 24-247); and 25 (S/N 25-002 through 25-080) Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent battery temperature and charging conditions that can result in battery fires and in intense heat, accomplish the following: A) Prior to the next flight conduct a one-time inspection of both batteries for: 1) Heat damage, and if any heat damage is found, replace the damaged battery with an airworthy one. 2) The presence of marathon (sonotone) batteries, Model CA20H or CA21H and for the type of cells (polystyrene, nylon or a combination thereof) contained in said batteries. NOTE: Polystyrene cells can be identified by their clear or slightly yellow plastic appearance. All marathon batteries manufactured prior to 1969 contained polystyrene cells. Marathon batteries manufactured in 1969 or later, contain nylon cells which are identifiable by their milky white or bluish appearance. All marathon batteries rebuilt since new may contain a mixture of polystyrene and nylon cells. B) Within ten (10) hours' time in service after the effective date of this AD, on those aircraft having marathon (sonotone) batteries Models CA20H or CA21H containing either all polystyrene cells or a combination of polystyrene and nylon cells, and within fifty (50) hours' time in service after the effective date of this AD and on those aircraft having other approved batteries or sonotone batteries containing all nylon cells install Learjet Modification Kit No. AMK 71-10 or any equivalent modification submitted to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter operate the aircraft in accordance with the flight manual revision provided with the kit. NOTE: If polystyrene battery cells are replaced with nylon battery cells, the aircraft need not be modified within 10 hours' but may be operated up to 50 hours' time in service after the effective date of this AD. C) Until Paragraph B is accomplished if any ground operation discloses a weak battery, prior to further flight, check both aircraft batteries in accordance with applicable Learjet Service Manual instructions and make needed battery repairs or replacement and conduct all flight operations in accordance with Learjet Service Bulletin 23/24/25-224 dated April 14, 1971. NOTE: The Service Bulletin was incorrectly cited as 23/24/25-225 in the air mail letter dated July 20, 1971. This amendment becomes effective August 3, 1971, to all persons except those to whom it was made effective by letter dated July 20, 1971.
96-11-15: 96-11-15 DORNIER: Amendment 39-9655. Docket 96-NM-109-AD. Applicability: All Model 328-100 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been otherwise modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent restriction of the flightcrew's ability to see through the windshields due to shattering or cracking of the windshields, and to continue to control the airplane safely; accomplish the following: (a) For airplanes on which a windshield having Part Number (P/N) 001A561A0000204 is installed on the left-hand side of the cockpit, or on which a windshield having P/N 001A561A0000205 is installed on the right-hand side of the cockpit: Within 24 hours after receipt of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. "Flight above 10,000 feet mean sea level (MSL) is prohibited." (b) For all airplanes: Within 45 days after receipt of this AD, replace any windshield having P/N 001A561A0000204 (left-hand side), or P/N 001A61A0000205 (right-hand side); with a new windshield having P/N 001A561A0000200 (left-hand side), or P/N 001A561A0000201 (right-hand side); in accordance with Dornier Service Bulletin SB-328-56-165, dated April 19, 1996. Following this replacement, the AFM limitation required by paragraph (a) of this AD may be removed. (c) For all airplanes: Within 24 hours (clock hours, not flight hours) following any incident of shattering or cracking of either front windshield, submit a report containing the serial number of the airplane and the part number of the affected windshield to: Connie Beane, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056; fax (206) 227-1149. This reporting requirement is applicable to findings on all windshields, including the replacement windshields required by paragraph (b) of this AD. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB control number 2120-0056. (d) As of the date of receipt of this AD, no person shall install a windshield having P/N 001A561A0000204 (left-hand side), or P/N 001A561A0000205 (right-hand side), on any airplane. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The replacement shall be done in accordance with Dornier Service Bulletin SB-328-56-165, dated April 19, 1996. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Dornier Luftfahrt GmbH, P.O. Box 1103, D-82230 Wessling, Germany. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on June 17, 1996, to all persons except those persons to whom it was made immediately effective by emergency AD 96-11-15, issued May 24, 1996, which contained the requirements of this amendment.
50-12-01: 50-12-01 HAMILTON STANDARD: Applies to All Aircraft Equipped With Continental Engines, Models W-670-6A (R-670-3, -5), W-670-6N (R-670-4), W-670-16 (R-670-8, -11, - 11A) and Hamilton Standard Ground Adjustable Propellers Having Blades, Model 11C1 (Navy 4350, 4350F, 4350F1). Compliance required not later than April 15, 1950. To minimize the possibility of propeller blade shank fatigue failures as a result of noncompliance with a mandatory engine operation restriction, the following precautionary measures should be taken: (1) Check the marking on the engine tachometer and correctly mark it, if necessary, with a red arc which covers the entire r.p.m. range above the higher side of the 1,900 r.p.m. graduation. (2) Install placard in aircraft to read: "Avoid all engine operation above 1,900 r.p.m. except during takeoff". (3) Check position of the propeller and correctly index, if necessary, in the zero degree position (blades in line with crankthrow).
80-21-09 R1: 80-21-09 R1 BELL: Amendment 39-3942 as amended by amendment 39-3976. Applies to all Model 47 series helicopters and military Model H-13, OH-13, and TH-13T series helicopters, including modified versions, certificated in all categories, that are equipped with the 47-641-170 series tail rotor hub and blade assemblies (Airworthiness Docket No. 80-ASW-29). Compliance required within 100 hours' time in service after November 17, 1980. To prevent loss of directional control as a result of possible tail rotor pitch link failure, accomplish the following, unless already accomplished in accordance with Bell Helicopter Textron Alert Service Bulletin No. 47-80-5, Rev. A, dated April 29, 1980. (a) Remove the tail rotor pitch link from each blade pitch horn. (b) Inspect the pitch link bearings for axial and radial play. Remove bearings having .015 inch or more of play or looseness, and install serviceable bearings. (c) Install bolts P/N NAS1304-32D or 20-057-4-32D (used with pitch horn, P/N 47-641-187-1, -3, or -5), or P/N NAS1304-30D, or 20-057-4-30D (used with pitch horn, P/N 47-641-187-7) as appropriate, with washer, P/N 47-641-189-1 or -3 under the bolt head or nut, and washer P/N 47-641-189-3 between the link bearing and pitch horn with bevel towards the bearing. Torque nuts 80 to 100 inch-pounds and install cotter pins. (d) Determine that no binding or interference occurs in the blade controls when the tail rotor controls are full left and right, and the tail rotor hub is flapped to each stop. Track the tail rotor blades in accordance with the appropriate Model 47 maintenance manual if a rod end bearing or a link is replaced in accordance with paragraph (b) of this AD. (e) Equivalent means of compliance with this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, FAA, Southwest Region. (Bell Helicopter Textron Operations Safety Notice OSN 47-79-1 dated October 19, 1979, also pertains to this subject.) Amendment 39-3942 became effective November 17, 1980. This amendment 39-3976 becomes effective November 24, 1980.
47-21-13: 47-21-13 REPUBLIC: (Was Mandatory Note 3 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 to 234, Inclusive. Compliance required prior to July 1, 1947. Inspect the rivets of the forward end of the elevator control push-pull tube in front of the instrument panel for size, looseness and replacement as necessary. If the installation has been made with four 5/32-inch diameter rivets, replace with six 3/16-inch rivets (3 on each side evenly spaded). If four 3/16-inch diameter rivets are already installed and looseness exists, replace the loose rivets and install two additional 3/16-inch rivets (one on each side evenly spaced). (Republic Seabee Service Bulletin No. 6 dated January 16, 1947, covers this same subject.)
48-12-03: 48-12-03 LOCKHEED: Applies to All 649 and 749 Series Aircraft As Specified by Civil Air Regulations Amendments 41-3, 42-2 and 61-2. To be accomplished not later than the dates specified in the above amendments as revised by special Civil Air Regulations Serial Nos. 385, 390, 390A, 390B and any subsequent regulations affecting these compliance dates. All air carrier aircraft must be modified in all necessary respects to comply with the aircraft fire prevention requirements outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with those requirements may be completed as follows: 1. Revise the smoke detection system in accordance with LAC Service Bulletin 49/SB-401. Other rework shown to be equivalent to that covered by this Service Bulletin will also be acceptable. (Applies to Serial Nos. 2512 through 2515, 2519 through 2543, 2545 through 2550, 2552 through 2555, 2560, and 2561 only.) 2. Inspect all cabin interior fabrics and finishes to determine that any substitutes or replacements for the materials originally installed comply with the applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
46-39-03: 46-39-03 DOUGLAS: (Was Service Note 2 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tPending accomplishment of AD 46-24-02, the magneto wires forward of the firewall must be inspected for chafing each 100 hours of operation.
47-10-39: 47-10-39 LOCKHEED: (Was Service Note 10 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2046 on Which All Metal Ailerons Are Not Installed. At periods not to exceed 250 hours, inspect the aileron inboard of the trim tab for evidence of cracks in the trailing edge and in the aft portions of the ribs. When cracks are found, parts of heavier gage should be installed and the aileron rebalanced. The periodic inspection may be discontinued when this modification has been made. (LAC Service Bulletin 49/SB-52 covers this same subject.)
2010-20-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747- 400F, and 747SR series airplanes. That AD currently requires repetitive inspections to find cracking of the web, strap, inner chords, and inner chord angle of the forward edge frame of the number 5 main entry door cutouts, and repair, if necessary. This new AD requires expanding the inspection areas to include the frame segment between stringers 16 and 23. This AD reinstates the repetitive inspections specified above for certain airplanes. This AD also requires repetitive inspections for cracking of repairs. This AD results from additional reports of cracks that have been found in the strap and inner chord of the forward edge frame of the number 5 main entry door cutouts, between stringers 16 and 23. We are issuing this AD to detect and correct such cracks. This condition, if not corrected, could cause damage to the adjacent body structure, which could result in depressurization of the airplane in flight.
2010-20-17: We are superseding an existing 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: Three cases of in-flight loss of cabin pressurization have been reported, resulting from failure of a bulkhead check valve in combination with failure of an air supply duct. In addition to mandating inspection, rework and/or replacement of the air supply ducts, Airworthiness Directive (AD) CF-2003-05 (subsequently revised to CF-2003-05R1) [which corresponds to FAA AD 2004-22-08] mandated the incorporation of a 4000 flight-hour repetitive inspection task for bulkhead check valves, Part Numbers (P/N) 92E20-3 and 92E20-4, into the approved maintenance schedule. However, this repetitive inspection task has since been superseded by a 3000 flight-hour periodic discard task for these bulkhead check valves. This directive mandates revision of the approved maintenance schedule to incorporate the discard task for bulkhead check valves, P/N 92E20-3 and 92E20-4, and supersedes the instructions in Corrective Actions, Part A, of AD CF-2003-05R1, dated 7 February 2006. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-23-07: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (Eurocopter) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that establishes a new retirement life for the clutch and requires an entry into the Accessory Replacement Record indicating the new life limit. This amendment is prompted by a recalculation of life limitations by the part manufacturer, Warner Electric. The clutch manufacturer used the airframe load spectrum to establish the new life limit of 3,600 hours time-in-service (TIS). The actions specified by this AD are intended to prevent failure of the clutch, loss of power to the main rotor and a subsequent forced landing of the helicopter.
81-21-02 R1: 81-21-02 R1 RAVEN INDUSTRIES, INC.: Amendment 39-4232 as amended by Amendment 39-4820. Applies to Models S-40A, S-50A, S-55A, S-60A, S-66A, RX-6, RX-7 and W100LB hot air balloons, certificated in any category, which have deflation panels using continuous hook and pile fastener tape around the circumference except where the panel is sewn to the envelope. Compliance: Required as indicated, unless already accomplished. To prevent unwanted opening of the deflation panel, accomplish the following: (A) On balloons not equipped with Raven FAA Approved Balloon Flight Manual dated April 15, 1983, before each inflation for the purpose of flight, verify the condition of the deflation panel as follows: (1) Visually check the deflation panel hook and pile fastener tape. (2) Remove debris and foreign matter from the tape and check for damage due to wear, or deterioration caused by heat. (3) Check the tape for adequate retention capability by the following procedure: (a) Mate several 15-20 inch sections firmly by hand around the circumference. (b) Grasp the fabric firmly, approximately 12 inches on either side of and perpendicular to the mated portions, and apply a pull of approximately 20 pounds. A spring scale may be used to measure the load. If the fastener tape separates, it is unacceptable for flight. (4) The checks required by paragraphs (A)(1) through (A)(3) of this AD may be accomplished by a person holding at least a private pilot certificate with a free balloon rating. Note: A maintenance record entry as prescribed by FAR 91.173 is required when complying with this AD. (5) Whenever the hook and pile fastener tape is found unacceptable, inspect and repair according to Raven Service Bulletin No. 112, dated March 16, 1981, or Raven Instructions for Continued Airworthiness for Hot Air Balloons, dated December 23, 1981. (B) On all balloons of the applicable models regardless of fate of Approved Flight Manual installed, at intervals not to exceed 100 hours of balloon inflated-buoyant time or at each annual inspection, whichever occurs first, conduct a test of the hook and pile tape for adequate retention in accordance with Raven Service Bulletin No. 112. (C) An equivalent method of complying with this AD may be used if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 79-4232 became effective October 13, 1981. This Amendment 39-4820 becomes effective March 8, 1984.
58-20-03: 58-20-03 LOCKHEED: Applies to Models 049, 149, 649, 649A, 749, and 749A Aircraft; Serial Numbers 1963 Through 1980; 2021 Through 2088; 2501 Through 2631; 2633 Through 2638 and 2640. Compliance required as indicated. A recent in-flight failure of an aft pressure bulkhead has been determined to have resulted from severe corrosion in the area of the lavatories. The following must be accomplished on all aircraft which have accumulated 6,000 or more flight hours. Items 1. and 2. are not applicable to any of the aircraft which have been inspected in accordance with 2. and repaired as necessary per 3., within the past 4,000 hours. All affected aircraft will be limited to 2 p.s.i. cabin pressure differential until 1. and 2. have been accomplished. 1. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 50 flight hours thoroughly examine the aft side of the pressure bulkhead (Station 1037) and adjacent shell structure between stringers 24 and 48. Clean and apply concentrated pressure with a device, which will not scratch good metal, to detect any indication of corrosion which may have developed on the forward side. If even slight indication of corrosion is found, conduct inspection 2. immediately. 2. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 200 flight hours remove toilets, trim, plywood, insulation, paint, sealant, etc., to expose all bulkhead, bulkhead ring and shell structure, both forward and aft side of Station 1037, below the seat level and between stringers 24 and 48 and thoroughly inspect both sides of the pressure bulkhead and ring. Particularly close inspection shall be made to detect any evidence of corrosion at the periphery of faying surfaces at the pressure diaphragm attachment to the bulkhead ring, the elevator-rudder cable pulley bracket attachment on the lower left side and the Cannon plug attachment. 3. Replace any material or parts which show evidence ofcorrosion damage and thoroughly clean entire area, apply inhibitor, reseal, and paint in accordance with standard maintenance procedure. (See also 5.) 4. Inspect as in 2. and repair as in 3. at each block overhaul or at periods not to exceed 4,000 hours. This time may be increased to 8,000 hours on those airplanes in which sealing and drainage provisions equivalent to those outlined in Lockheed Service Bulletin No. SB-597 are incorporated. 5. If corrosion is found, flight operations shall be restricted, pending repairs, as follows: (a) No flight is permissible with significant corrosion damage to bulkhead ring, web, control brackets or shell structure. (b) Unpressurized flight is permissible if damage in confined strictly to the pressure diaphragm. (Lockheed wire FS/228562W, dated September 30, 1958, covers the same subject.) (Lockheed Structural Repair Manual, Report No. 5886, covers acceptable repair methods.)
2010-20-15: We are superseding an existing 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: The heating capability of several AOA [angle of attack] transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could result in an ineffective response to an aerodynamic stall and reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-05-14: 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: The manufacturer has informed Transport Canada that a certain number of the resolver stators, which were installed in the AOA [angle of attack] transducers, were not cleaned correctly. This condition can degrade the AOA transducer performance at low temperatures resulting in freezing of the AOA transducer resolver, which may provide inaccurate AOA data to the Stall Protection System (SPS). If not corrected, this condition can result in early or late activation of the stick shaker and/or stick pusher. The unsafe condition is early or late activation of the stick shaker or stick pusher, which can lead to loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-22-03: 76-22-03 BEECH: Amendment 39-2756. Applies to Models 99, 99A, A99A, B99 (Serial Numbers U-1 through U-164), Models 100 and A100 (Serial Numbers B-1 through B-230), and Models B100 (Serial Numbers BE-1 through BE-17) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent possible loss of elevator control: A) Within 50 hours' time in service after the effective date of this AD and thereafter at 400 hour intervals, until Beech P/N 100-4005-15 elevator update kits are installed on left and right elevators or new improved left and right replacement elevators are installed in accordance with Beechcraft Service Instructions No. 0799-133, Revision II, or later approved revisions, accomplish the following: 1. If not previously accomplished, install a 1.38 inch inspection access hole, access hole doubler, Tinnerman P/N A6914-1024-1 patch plate and Tinnerman P/N CO D805096-1 split doubler in the leading edge of right and left elevators in accordance with Beechcraft Service Instructions 0799-133, Revision II, or later approved revisions. 2. Remove the Tinnerman patch plate and elevator outboard hinge access door. Working through these openings using a light and mirror, visually inspect the following areas of right and left elevators for cracks: a. Elevator main spar web and flanges from Station 118.66 to 124.91. b. Elevator outboard leading edge rib flanges at Stations 115.61, 120.71 and 124.91. B) If a crack is found during any inspection specified in Paragraph A prior to further flight, accomplish either Paragraphs B(1) or B(2) and Paragraph B(3) if applicable: 1. Obtain from Beech and install on the cracked elevator Beech P/N 100- 4005-1S elevator update kit per instructions provided with the kit. 2. Install a new replacement elevator, in place of the cracked elevator, in accordance with Beechcraft Service Instructions 0799-133, Revision II, or later approved revisions. 3. OnModels 99 and 99A (Serial Numbers U-1 through U-131, U-133 through U-145 and U-147 except aircraft having elevators equipped with boundary layer separation wedge at trailing edge of elevator) flight check for out of trim control forces in accordance with Chapter 27-40 of Beech Maintenance Manual P/N 99-590015-1A3 or later revisions any time an elevator is repaired or replaced. C) The aircraft may be flown in accordance with FAR 21.197 to a location where Paragraph B may be accomplished, providing elevator damage has not progressed to the point where abnormal elevator flexing exists in the outboard hinge area. D) Time intervals for repetitive inspections noted in Paragraph "A" of this AD may be adjusted up to 40 hours to a maximum interval of 440 hours to allow inspections required by this AD to be accomplished at previously scheduled maintenance periods. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective November 4, 1976.
85-04-51: 85-04-51 GARRETT TURBINE ENGINE COMPANY (GTEC) (formerly AiResearch Manufacturing Company of Arizona): Amendment 39-5061. Applicable to all model ATF3-6-2C turbofan engines with exhaust deflector liner and seal assembly, Garrett Part Numbers 3001313-10 through -14, and not incorporating the bolted flange system specified in paragraph (d) of this AD. Compliance is required as indicated unless already accomplished. To prevent the possibility of an uncontained engine failure, accomplish the following: (a) Within the next 25 operational hours after the effective date of this AD, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of all affected engines for evidence of seal/rotor contact and/or seal looseness as specified in section 2.A., "ACCOMPLISHMENT INSTRUCTIONS" of GTEC SB ATF3-A72-6113, dated February 25, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office. (b) Prior to the accumulation ofan additional 75 hours in service after accomplishing the inspection in paragraph (a) above, or within 25 operational hours after the effective date of this AD, whichever comes later, and at intervals not to exceed 75 operational hours thereafter, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of all affected engines for evidence of seal/rotor contact and/or seal looseness as specified in the following GTEC Light Maintenance Manual revisions or equivalent approved by the Manager, Western Aircraft Certification Office: ENGINE MODEL MANUAL REFERENCE ATF3-6-2C Light Maintenance Manual Report No. 72-00-52 Revision 7, dated January 31, 1985; Temporary Revision No. 72-132, 72-00-00, Inspection dated February 25, 1985; Temporary Revision No. 72-133, 72-00-00, Inspection, dated February 25, 1985; Temporary Revision No. 72-135, 72-00-00, Trouble Shooting, dated February 25, 1985; Temporary Revision No. 72-136, 72-00-00, Trouble Shooting, dated February 25, 1985. NOTE: Periodic measurements of the engine interstage turbine temperature (ITT) are required to be recorded in accordance with an FAA approved revision to the limitations section of the flight manual of the airplane. ITT differences outside airplane flight manual acceptable limits required inspection of the stationary seal/sixth stage low pressure turbine rotor assembly area prior to next flight. (c) Engines with unsuccessful inspection results found during the accomplishment of paragraphs (a) or (b) above are to be disassembled as required to inspect, modify, or replace exhaust deflector liner and seal assembly and sixth stage turbine rotor assembly prior to further flight. (d) Upon removal of the sixth stage low pressure turbine rotor assembly from an affected engine for any reason or within 500 operational hours after the effective date of this AD, whichever comes first, incorporate the new exhaust deflector liner and seal assembly bolted flangesystem as specified in Section 2.A., "ACCOMPLISHMENT INSTRUCTIONS" of GTEC SB ATF3-72-6114 dated February 25, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) Sections 21.197 and Section 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Western Aircraft Certification Office, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. 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 Garrett Turbine Engine Company, P.O. Box 5217, Phoenix, Arizona 85010; telephone (602) 231-1000. These documents also may be examined at the Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective June 24, 1985, to all persons except those persons to whom it was made immediately effective by telegraphic AD T85-04-51, issued March 1, 1985, which contained this amendment.
81-09-04: 81-09-04 SHORT BROTHERS LIMITED: Amendment 39-4093. Applies to Model SD3-30 series airplanes, with main landing gear wheel, P/N AH53369, installed, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the main landing gear wheels, accomplish the following: (a) Prior to the accumulation of 150 hours time in service or 250 landings after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 250 landings since the last inspection, inspect the valve side half, P/N AH43782 Mod State 1, of the main landing gear wheel, P/N AH53369, for cracks using the eddy current method in accordance with the Dunlop Component Maintenance Manual 32-40-65, Revision 6, dated May 11, 1979, or an FAA-approved equivalent. (b) Prior to the accumulation of 300 hours time in service or 500 landings since new, or prior to the accumulation of 150 hours time in service or 250 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 250 landings since the last inspection, inspect the valve side half, P/N AH43782 Mod State 2, of the main landing gear wheel, P/N AH53369, for cracks using the eddy current method in accordance with the Dunlop Component Maintenance Manual 32-40-65, Revision 6, dated May 11, 1979, or an FAA-approved equivalent. (c) If as a result of the inspection required in paragraph (a) or (b) of this AD, any crack or cracks are found, replace the wheel with a serviceable wheel of the same part number, or an FAA-approved equivalent and continue the repetitive inspection required by paragraph (a) or (b) of the AD as appropriate. (d) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. NOTE: Shorts Service Bulletin SD3-32-64, Revision 2, dated January 25, 1980, and Dunlop Aviation Division Service Bulletin No. 32-920, Revision 2, dated November 16, 1979, refer to this subject. This amendment becomes effective May 4, 1981.
85-18-01: 85-18-01 SIKORSKY AIRCRAFT: Amendment 39-5116. Applies to Sikorsky Aircraft Model S-64E helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possible loss of the main rotor blade outboard spar and subsequent loss of the counterweight train, accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 30 hours time in service from the last inspection, visually inspect main rotor blade outboard spars, Part Numbers (P/N) 6415-20201-043 and -045, for cracks in accordance with Section 2, Paragraph A of Sikorsky Alert Service Bulletin No. 64B15- 8A, dated October 16, 1984, or later FAA-approved revision. (b) Within the next 30 hours time in service after the effective date of this AD,unless already accomplished within the last 120 hours time in service, and thereafter at intervals of 150 hours time in service from the last inspection, fluorescent penetrant inspect main rotor blade outboard spars, P/N's 6415-20201-043 and -045, for cracks in accordance with Section 2, Paragraph B of Sikorsky Alert Service Bulletin No. 64B15-8A, dated October 16, 1984, or later FAA approved revision. (c) If a crack is found, replace with an airworthy blade that has been inspected in accordance with paragraphs (a) and (b) above prior to further flight. (d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. 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 this document from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Division of United Technologies Corporation, North Main Street, Stratford, Connecticut 06601. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective September 12, 1985.
2010-20-02: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters. This action requires replacing each affected hydraulic pump with an airworthy hydraulic pump. This amendment is prompted by the loss of the proper functioning of a hydraulic pump because of the deterioration of the pump seals and the loss of hydraulic fluid caused by incorrect positioning of the piston liner. The actions specified in this AD are intended to prevent loss of hydraulic power and subsequent loss of control of the helicopter.
68-26-03: 68-26-03 CANADAIR: Amendment 39-693. Applies to CL-44D4 Type airplanes. To detect cracks in stabilizer interspar ribs at Stations 123, 141 and 159, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this A.D. unless accomplished within the last 400 hours time in service, and at intervals thereafter not to exceed 500 hours time in service from the last inspection, inspect the rib caps of P/N 44-A67035- A-B, P/N 44-A67038-A-B, and P/N 44-A24301-A-B for cracks using a 5-power or greater boroscope or an FAA-approved equivalent inspection. (b) Replace cracked parts before further flight with a part of the same part number or an FAA-approved equivalent part, or repair cracked parts in accordance with the Canadair CL-44 Structural Repair Manual or an FAA-approved equivalent repair. (c) The repetitive inspection required by (a) need not be performed, if the stabilizer has been altered in accordance with Canadair Service Bulletin No. 286, or an FAA-approved equivalent alteration. (d) Equivalent parts, alterations, inspections or repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective December 19, 1968.
2021-26-17: The FAA is superseding Airworthiness Directive (AD) 2019-03- 26, which applied to certain The Boeing Company Model 737-600, -700, - 700C, -800, -900, and -900ER series airplanes. AD 2019-03-26 required modifying the passenger service units (PSUs) and life vest panels by replacing the existing inboard lanyard and installing two new lanyards on the outboard edge of the PSUs and life vest panels; measuring the distance between the hooks of the torsion spring of the lanyard assembly; replacing discrepant lanyard assemblies; and re-identifying serviceable lanyard assemblies. This AD was prompted by a determination that certain airplanes are listed in the wrong configuration and certain PSUs have not been correctly re-identified. This AD retains the requirements of AD 2019-03-26, and, for certain airplanes, requires an inspection to determine if the re-identified PSU part number is correct, and further re-identification if necessary. The FAA is issuing this AD to address the unsafe condition on these products.