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60-24-04: 60-24-04 SIKORSKY: Amdt. 221 Part 507 Federal Register November 11, 1960. Applies to All S-58 Helicopters. Compliance required within the next 50 hours' time in service after effective date. Complete loss of electrical power and excessive battery fumes have resulted from the breakage of the cable connected to the L(plus) terminal of Eclipse Pioneer Voltage Regulator P/N 1597-1. In order to preclude the breakage of the L(plus) cable and the resulting loss of electrical power, the following is required unless already accomplished: (a) Remove the existing clamp securing the voltage regulator cables to the airframe at a distance of approximately 12 inches from the regulator base. (b) Install cable clamp MS 21919DG5, or equivalent, to secure the regulator cables to the regulator base utilizing an existing hole in the corner of the regulator base. This should be accomplished while providing enough cable slack to relieve tension on the terminal lugs but without changing the cable routing. (c) If, in some installations, there is an unduly long length of unsupported cable existing beyond the voltage regulator after compliance with (a) and (b), an additional clamp of the same type should be provided to attach the cable to the airframe with care being exercised so that the motion of the regulator on its shockmount is not restricted. (Sikorsky Service Bulletin No. 58B55-1 covers this same subject.) This directive effective November 28, 1960.
84-03-51: 84-03-51 BOEING VERTOL COMPANY: Amendment 39-4823. Applies to Boeing Vertol Model 234 series helicopters certificated in all categories. Compliance is required as indicated. To prevent possible hazards in flight associated with cracking of the main rotor head tie bars, accomplish the following: (a) Unless already accomplished, within the next 25 hours time in service from the effective date of this AD or before the accumulation of 450 hours time in service, whichever comes later, and thereafter as specified in paragraphs (c) and (d) of this AD, visually inspect for cracks in the forward main rotor tie bars P/N 114R21551 with serial numbers A13207 and below. If the letter "B" is shown after the serial number, this AD does not apply. (b) Unless already accomplished, within the next 25 hours time in service from the effective date of this AD or before the accumulation of 550 hours time in service, whichever comes later, and thereafter as specified in paragraphs (c) and (d) of this AD, visually inspect for cracks in the aft main rotor tie bars P/N 114R21551 with serial numbers A13207 and below. If the letter "B" is shown after the serial number, this AD does not apply. (c) After the initial inspections in paragraphs (a) and (b) or the inspections in paragraph (d), repeat visual inspections of tie bars at intervals not to exceed 450 hours time in service for tie bars in paragraph (a) and 550 hours time in service for paragraph (b). (d) Whenever a main rotor head is disassembled to inspect or replace the hub, horizontal hinge pin, or pitch shaft, conduct the inspection of tie bars specified in paragraph (a) or (b). (e) Remove from service tie bars having a crack and replace with a serviceable part prior to further flight. (f) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (g) In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. This amendment becomes effective March 14, 1984, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T84-03-51 issued January 27, 1984, which contained the amendment.
2005-25-16: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model ERJ 170 airplanes. This AD requires doing a general visual inspection of the passenger seat track attachments to determine if the attachment rod is installed and to check the torque value of the attachment bolts, and doing any corrective actions if necessary. This AD results from the finding of missing rods, which attach the passenger seat tracks to the airplane structure to absorb loads. We are issuing this AD to detect and correct missing attachment rods, which could result in reducing the ability of the seat to withstand a hard landing or rejected takeoff and possible injury to passengers.
98-24-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires replacing the cam assembly, cam bellcrank assembly, and thrust reverser control switch actuator on all four thrust levers with new components. This amendment is prompted by a report of an uncommanded automatic retraction of the leading edge flaps during takeoff. The actions specified by this AD are intended to prevent such uncommanded automatic retraction, which would seriously degrade liftoff and climb capabilities, and could result in near-stall conditions at a critical phase of the flight.
60-04-04: 60-04-04 LOCKHEED: Amdt. 101 Part 507 Federal Register February 13, 1960. Applies to All Models 049, 149, 649 and 749 Series Aircraft Which Have the Cleveland Pneumatic Model 8298 Series Main Landing Gear Struts Installed With the Removable Side Brace Attachment Collar. Compliance required as indicated. Due to fatigue failures found in the above main landing gear outer cylinder, the following inspections and rework must be accomplished on all main landing gears which have accumulated 25,000 or more hours' time in service. (a) Unless already accomplished in the last 1,000 hours' time in service, within 400 hours' time in service inspect for cracks in the main landing gear outer cylinder surface, at the 0.125-inch radius of the shoulder against which the drag strut-side brace collar retaining nut bears, by means of one of the three methods in (b). Reinspect every 1,000 hours' time in service thereafter, until the rework in (c)(2) is accomplished. Outer cylinders with cracks must be replaced prior to further flight. Cracked cylinders may be returned to service after repair and rework is accomplished in accordance with (c). Rework on all uncracked outer cylinders must be accomplished in accordance with (c)(2) not later than the total accumulated hours' time in service indicated in (b). (b) Inspection and rework: (1) ULTRASONIC SHEAR WAVE DETECTION METHOD. This procedure may be used on cylinders with piston and oil in the cylinder or the cylinder only. Rework in accordance with (c)(2) must be accomplished within 4,000 hours' time in service if the ultrasonic method is used. (2) MAGNETIC PARTICLE DETECTION METHOD. This method requires removing and dismantling of the strut assembly. Rework in accordance with (c)(2) must be accomplished within 4,000 hours' time in service if the magnetic particle method is used. (3) RADIOGRAPHIC METHOD. This method requires the removal of the piston from the cylinder and complete 360 degree coverage. Reworkin accordance with (c)(2) must be accomplished within 3,000 hours' time in service if the radiographic method is employed. (c) Repair and rework instructions: (1) Outer cylinders with cracks in the radius described in (a) and for a distance of 0.5 inch below the radius tangency point circumferentially around the cylinder may be repaired by grinding out to a maximum depth of 0.017 inch. Complete removal of cracks must be verified by magnetic particle inspection or equivalent. If cracks are completely removed as verified by such inspection, remove an additional 0.008 inch of material from the repaired area. Rework may be acceptable on outer cylinders with cracks that cannot be removed by grinding to a depth of 0.017 inch. Such cases may be submitted to the FAA for evaluation of the extent of cracking and to determine if rework is possible. Rework accomplished subsequent to such an evaluation must be in accordance with FAA approved repair instructions. (2) On all cylinders,whether cracks are found or not, rework the area described in (c)(1) as follows: (i) Clean and polish the above cylinder area to remove all tool marks and corrosion. (ii) Shotpeen the above area using steel shot 0.019-0.033-inch diameter to an intensity of 0.012-0.016 A(subscript 2) ALEMENT (Reference LAC Process Bulletin 217M, Revision 1). (d) Upon completion of the rework described in (c)(2), all Model 8298 cylinders shall be reinspected for cracks at periods not to exceed 9,000 hours' time in service using one of the inspection methods noted in (b). Cracked cylinders must be replaced prior to further flight. Cracked cylinders may be returned to service after repair and rework is accomplished in accordance with (c). (Lockheed Service Letter FS/239304 covers this same subject.) Revised April 9, 1960. Revised September 15, 1960.
62-20-02: 62-20-02 GENERAL DYNAMICS/CONVAIR: Amdt. 482 Part 507 Federal Register September 8, 1962. Applies to All Models 22, 22M and 30 Series Aircraft. Compliance required within the next 350 hours' time in service from the effective date of this AD, unless already accomplished. To prevent the aileron override spring from jamming in the compressed position if full opposition loads are applied to the lateral control system, the aileron override spring assembly shall be modified to incorporate a stop in accordance with General Dynamics/Convair Service Bulletins A27-56, A27-25, or A27-26 for the Models 22, 22M or 30, respectively, or in accordance with an FAA engineering approved equivalent. (General Dynamics/Convair Alert Service Bulletin A27-56 for the Model 22, A27-25 for the Model 22M, and A27-26 for the Model 30 cover this same subject.) This directive effective October 9, 1962.
61-14-03: 61-14-03 CONVAIR: Amdt. 301 Part 507 Federal Register July 7, 1961. Applies to All Model 22 (880) Aircraft Having Cartridge Assembly-Rudder Spring P/N 22-46223 Installed. Compliance required as indicated. One instance has occurred on the Model 22 (880) aircraft in which the cartridge assembly-rudder spring P/N 22-46223 seized due to corrosion and galling, resulting in limited rudder travel. The effects of this malfunction upon operational safety are such as to require accomplishment of the following: (a) Within the next 100 hours' time in service unless already accomplished in the last 220 hours' time in service, and at each 320 hours' time in service thereafter, conduct the following operational check: Lock the rudder flight tab and rudder in neutral position and operate the rudder pedals right and left until the cockpit stops are contacted 5 or more times. If any roughness in operation is noted, remove cartridge assembly-rudder spring P/N 22-46223, and replace with aP/N 22-46223 which has been inspected and found free of corrosion or galling and operationally checked, or a part reworked in accordance with the provisions of Convair Service Bulletin No. 27-33 and reidentified as P/N 22-46223-1, prior to further flight. (b) When the cartridge assembly-rudder spring is replaced with an assembly reworked in accordance with provisions of Convair Service Bulletin 27-33 and reidentified as P/N 22-46223-1, the inspection specified in (a) may be discontinued. (Convair Service Bulletin No. 27-33 covers this same subject.) This directive effective July 7, 1961.
98-24-04: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (SOCATA) Model TBM 700 airplanes. This AD requires repetitively inspecting (using visual methods) the web of the left and right flap carriage for cracks, and replacing any cracked flap carriage with one of improved design. The proposed AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to detect and correct cracks in a flap carriage, which could result in loss of the flap function with consequent reduced and/or loss of airplane control.
83-07-06: 83-07-06 BOEING VERTOL COMPANY AND KAWASAKI HEAVY INDUSTRIES, LTD.: Amendment 39-4600. Applies to Boeing Vertol Model 107-II and Kawasaki Model KV107-II and KV107-IIA helicopters certificated in all categories equipped with No. 5 Synchronizing Shaft, P/N 107D3340-1 or 107D3140-1. Compliance is required as indicated on all No. 5 Synchronizing Shaft Assemblies P/N 107D3340-1 or 107D3140-1 with 1200 hours' or more total time in service. To prevent failure of the steel synchronizing shaft due to improperly drilled rivet holes, accomplish the following: A. Within 50 hours' time in service after the effective date of this AD (unless already accomplished within the past 250 hours' time in service) and every 300 hours' time in service thereafter, visually inspect the interior and exterior surfaces of the No. 5 Synchronizing Shaft Assembly P/N 107D3340-1 or 107D3140-1 for cracks, damage or defects in the area adjacent to the adapter-to-tube rivets at both ends, particularly at the inboard row of rivets. The visual inspection shall be either a lighted borescope inspection using at least 2X magnification or dye penetrant inspection methods combined with at least 2X visual magnification. All paint on surfaces to be inspected must be removed prior to inspection. B. Before the accumulation of 2000 hours' time in service, or before the accumulation of 2000 hours' time in service since last magnetic particle inspection, whichever is less, and at each 2000-hour interval thereafter, magnetic particle inspect the entire shaft assembly, P/N 107D3340-1 or 107D3140-1 in accordance with Boeing Vertol Overhaul Manual 107-5. C. Replace any cracked or otherwise unserviceable part found during the inspections of Paragraphs A or B with serviceable parts prior to further flight. D. An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, New England Region. This amendment becomeseffective April 4, 1983.
2005-25-17: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER airplanes listed above. This AD requires modifying the drain system of the auxiliary power unit (APU) by installing a scavenge pump and, for certain airplanes, replacing the APU exhaust assembly. This AD results from a report of fuel leaking from the APU feeding line and accumulating inside the APU compartment because the drain system is inadequate when the APU is running. We are issuing this AD to prevent fuel accumulation and subsequent flammable fuel vapors in the APU cowling, which, combined with an ignition source, could result in a fire or explosion.
82-06-51: 82-06-51 SIKORSKY: Amendment 39-4387. Applies to Sikorsky Model S-76A series helicopters certificated in all categories equipped with P/N 76351-09000-061 or prior dash-numbered main gearbox assemblies. To prevent possible failure of a main gearbox shaft and spur pinion P/N 76351-09012-103 due to fatigue cracks propagating in the bottom threaded area, accomplish the following: 1. Within the next 50 hours' time in service, unless already accomplished within the last 50 hours' time in service, and thereafter every 100 hours' time in service from the last inspection, inspect all shaft and spur pinions, P/N 76351-09012-103, with 1,500 or more hours' time in service since new on the effective date of this AD, in accordance with Sikorsky Alert Service Bulletin No. 76-66-16A or later FAA approved revision, or FAA approved equivalent. 2. Within the next 100 hours' time in service and thereafter every 100 hours' time in service from the last inspection, inspect all shaft and spur pinions, P/N 76351-09012-103, with 1,100 or more but less than 1,500 hours' time in service since new on the effective date of this AD, in accordance with Sikorsky Alert Service Bulletin No. 76-66-16A or later FAA-approved revision, or FAA approved equivalent. 3. Inspect shaft and spur pinions with less than 1,100 hours' time in service since new on the effective date of this AD before the accumulation of 1,200 hours' time in service, and thereafter every 100 hours' time in service in accordance with Sikorsky Alert Service Bulletin No. 76-66-16A or later FAA-approved revision, or FAA approved equivalent. 4. If a crack is found, replace the shaft and spur pinion with a serviceable part prior to further flight. 5. Replace the shaft and spur pinions, P/N 76351-09012-103, with a serviceable part prior to the accumulation of 1,500 hours' time in service since new or within 200 hours' time in service after the effective date of this AD, whichever occurs later. Thereafter, replace shaft and spur pinions with serviceable parts prior to accumulation of 1,500 hours' time in service. 6. All shaft and spur pinions whose hours' time in service cannot be established are to be inspected in accordance with paragraph 1 and are to be replaced with a serviceable part within 200 hours' time in service from the effective date of this AD. Equivalent means of compliance may be approved by the Chief, Boston Aircraft Certification Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective June 3, 1982, to all persons except those persons to whom it was made immediately effective by telegraphic AD T82-06-51, issued March 5, 1982, which contained this amendment.
79-10-03 R2: 79-10-03 R2 AVCO LYCOMING: Amendment 39-3462 as amended by Amendment 39-3628 is further amended by Amendment 39-3813. Applies to O-360-E1A6D Series engines, Serial Number L-101-77 thru L-347-77, L-352-77 and LO-360-E1A6D Series engines, Serial Number L-101-72 thru L-319-72, L-321-72 thru L-324-72, L-326-72 thru L-339-72, L-341-72 thru L-348-72, L-350-72 installed in the Piper Model PA-44 aircraft, and O-320-H2AD Series engines, Serial Number L-101-76 thru L-5707-76 or any engine remanufactured prior to January 4, 1979, installed in the Cessna Model 172N and Partenavia Model P-66C. Unless already accomplished, compliance required before further flight for O-360-E1A6D/LO-360-E1A6D engines, and within 50 hours after the effective date of this AD for O-320-H2AD model engines. Aircraft may be flown in accordance with FAR 21.197 to a base where the required inspection can be performed. To prevent loss of integrity of the engine to aircraft mounting due to loosening of the engine mounting bracket attaching bolts, inspect the eight part number LW38-2.75 mounting bolts for correct torque. Mounting bolts found to be 200 inch-pounds or less of torque when measured in the tightening direction must be replaced and torqued to 360 inch-pounds. Those mounting bolts found to be less than 360 inch-pounds but greater than 200 inch-pounds must be retorqued to 360 inch-pounds. Lycoming Service Instruction No. 1380, dated 6-22-79, applies to this subject. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, May adjust the compliance time specified in this AD. Amendment 39-3462 was effective May 9, 1979. Amendment 39-3628 was effective December 7, 1979. This Amendment 39-3813 is effective July 1, 1980, and was effective immediately for all recipients of the airmail letter dated December 10, 1979, pertaining to this same matter.
98-24-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102 and -103 series airplanes, that currently requires a one-time inspection to detect disbonding of the upper and lower skin panels of the horizontal stabilizer, and repair, if necessary. This amendment establishes repetitive intervals for the inspection to detect disbonding of the upper and lower skin panels of the horizontal stabilizer. This amendment also revises the applicability of the existing AD to include certain additional airplanes, and to exclude certain other airplanes. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced strength capability and consequent failure of the horizontal stabilizer, which could result in loss of controllability of the airplane.
83-08-03: 83-08-03 GATES LEARJET: Amendment 39-4635. Applies to Model 35, Serial Numbers 001 through 495 and Model 36, Serial Numbers 001 through 052, certificated in all categories. Compliance required as indicated unless already accomplished. 1. To assure that no interference exists between right hand engine hydraulic pressure line and wire bundle, comply with Gates Learjet Alert Service Bulletin SB 35/36-29-1, dated February 21, 1983, within the next thirty (30) flight hours. 2. Alternative means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. 3. 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. This amendment becomes effective May 3, 1983
98-23-11: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-31 series airplanes, that requires a one-time visual inspection to determine if all corners of the forward service door doorjamb have been modified previously, various follow-on repetitive inspections, and modification, if necessary. This amendment is prompted by reports of fatigue cracks found in the fuselage skin and doubler at the corners of the forward service door doorjamb. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
2011-17-02: 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: * * * * * Results from a design review done by AIRBUS for documentation update have revealed that, on post-mod 38310 A320 aeroplanes only, in case of emergency electrical configuration combined with a Green and Yellow hydraulic system loss, during landing phase (nose landing gear extended), the roll control would only be provided by the left aileron. This condition, if not corrected, could lead to an asymmetrical landing configuration, resulting in reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-23-04: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, and L1 helicopters that requires replacing main rotor blades with modified main rotor blades. This amendment is prompted by reports of an investigation that found broken braids on main rotor blade de-icers. The actions specified by this AD are intended to prevent loss of deicing capabilities of the main rotor blades, adverse performance during flight in icing conditions, and subsequent loss of control of the helicopter.
82-24-05: 82-24-05 DETROIT DIESEL ALLISON: Amendment 39-4498. Applies to all Detroit Diesel Allison (DDA) Model 250 series engines equipped with Bendix fuel control assemblies and power turbine governor assemblies containing or suspected of containing P/N 2526146 bushing assemblies with a nylon ball bearing separator. NOTE: Assemblies listed in the appendix to this AD have steel ball bearing separators. Compliance required, as indicated, unless already accomplished. To prevent possible engine power loss, autoacceleration, overspeeding, or power turbine governor instability/malfunctioning caused by failure of P/N 2526146 bushing assemblies with a nylon ball bearing separator installed in Bendix fuel control assemblies and power turbine governor assemblies, accomplish the following: (a) Before further flight, remove from service affected Bendix fuel control assembly and power turbine governor assembly that exhibit one or more of the following symptoms that cannot be corrected by following the maintenance procedures in the appropriate DDA Operations and Maintenance Manual and, where applicable, install assemblies that have steel ball bearing separators: Fuel Control Assembly Symptoms N1 fluctuation Autoacceleration or overspeed Inability to obtain maximum power or N1 limiting Inability to adjust/set idle speed or excessive flight idle Power Turbine Governor Symptoms Governor instability Excessive droop which cannot be cured by correct control system rigging NOTE: Above symptoms manifested by fuel control assemblies or power turbine governor assemblies which incorporate steel ball bearing separators should be corrected using appropriate DDA Operations and Maintenance Manual procedures. (b) Inspect in accordance with Paragraph (c) affected Bendix fuel control assemblies and power turbine governor assemblies within the hours time in service specified in the following schedule or before October 16, 1983, whichever occurs first: Time in Service (Hours) of Fuel Control or Power Turbine Governor Since New or Last Overhaul Inspect Within The Following Time (Hours) In Service Less than 300 100 300 or more and less than 600 50 600 or more and less than 900 150 900 or more and less than 1200 200 More than 1200 250 (c) Inspect in accordance with the applicable DDA Commercial Engine Alert Bulletin, or later FAA- approved revision, listed below to determine whether the P/N 2526146 bushing assembly with a nylon ball bearing separator is installed: Engine Model Bulletin No., dated October 15, 1982 250-C18 CEB-A-229 250-C20, -C20B, -C20F, -C20J CEB-A-1206 250-B15G CEB-A-99 250-B17, -B17B, -B17C CEB-A-1166 250-C28B, -28C CEB-A-73-2026 250-C30, -C30P, -C30S CEB-A-73-3021 (d) If a bushing assembly containing a nylon ball bearing separator is identified during inspection required by Paragraph (c), replace the bushing assembly with a serviceable assembly having a steel ball bearing separator. Reidentify serviceable fuel control assemblies or power turbine governor assemblies, after inspection, in accordance with the applicable DDA service bulletin. (e) Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate aircraft to a base where compliance with this AD can be accomplished. (f) Upon request of an operator, the Manager, Chicago Aircraft Certification Office, FAA, Central Region, may adjust the compliance time specified in this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. (g) Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, Central Region. This amendment becomes effective November 26, 1982. AD 82-24-05 APPENDIX All Bendix fuel control assemblies andpower turbine governor assemblies installed in DDA Model 250 series engines are suspected of containing nylon ball bearing separators, except the following assemblies all of which have steel ball bearing separators: 1. Units identified by the letter "K" marked on the fuel control assemblies or power turbine governor assemblies identification plate in the "less issues" (LI) block. 2. The following fuel control assemblies and power turbine governor assemblies which have acceptable New Hampshire Ball Bearing (NHBB) bushing assemblies and are NOT marked with letter "K." Model Bendix Part No. DDA Part No. DDA Model Unit Serial No. Fuel Control Assemblies: DP-N2 2524644-18 23001794 250-C20B/F/J 336103 and subsequent DP-P2 2524654-15 23001796 250-B17B/C 336036 and subsequent DP-T3 2524738-20 23001797 250-C28B/C 334078 and subsequent DP-V1 2524854-1 23004537 250-C30P 336051 and subsequent DP-V1 2524745-17 23001798 250-C30/S 334132 and subsequent Power Turbine Governor Assemblies: AL-AA1 2524667-8 23005492 250-C20/B/F 29288 and subsequent AL-AA1 2524769-7 23005493 250-C20B/J 29367 and subsequent AL-AC1 2524677-6 23005494 250-C28B/C 27511 and subsequent AL-AD1 2524692-5 23006268 250-C30/P/S 28914 and subsequent 3. Fuel control assemblies and power turbine governor assemblies manufactured prior to November 7, 1979, provided that they have NOT been overhauled or have NOT had P/N 2526146 bushing assembly replaced since that date. The following listed fuel control assemblies and power turbine governor assemblies were manufactured prior to November 7, 1979: Model Bendix Part No. Engine Model All Serial Numbers Including and Prior To Fuel Control Assemblies: DP-D3 2524463 250-C18 323884 DP-D3 2524527 250-C18 326174 DP-M1 2524384 250-B15G 319258 DP-N1 2524552 250-C20 320894 DP-N2 2524644 250-C20B, C20F, C20J 327936 DP-P1 2524558 250-B17 319575 DP-P2 2524654 250-B17B 327892 DP-P2 2524661 250-B17B, B17C 317461 DP-T3 2524738 250-C28B, C28C 328100 DP-V1 2524745 250-C30, C30S 326387 Power Turbine Governor Assemblies: AL-AA1 2524553 250-C20/B/F 18010 AL-AA1 2524667 250-C20/B/F 22797 AL-AA1 2524706 250-C20/B/J 20218 AL-AA1 2524769 250-C20/B/J 22921 AL-AC1 2524677 250-C28B, C28C 23097 AL-AD1 2524692 250-C30, C30P, C30S 21897
79-04-05: 79-04-05 AVCO LYCOMING: Amendment 39-3418 as amended by Amendment 39-3570. Applies to all fuel injected Lycoming series engines equipped with the following Bendix Injector Models and Parts List Numbers: Model Parts List and Issue Serial Numbers RSA-5AB1 2524254-4 2524712-1 63758 thru 65862 63503 thru 66027 RSA-5AD1 2524054-4 62999 thru 66249 2524147-6 65988 thru 65997 2524171-4 64961 thru 65060 2524213-4 61032 thru 66290 2524291-4 63678 thru 65867 2524297-3 64428 thru 64432 2524307-3 64828 thru 66854 2524335-3 65721 thru 66920 2524359-3 62401 thru 65412 2524450-2 61392 thru 65987 2524550-1 64635 thru 65887 2524673-1 63643 thru 64265 2524682-1 65071 thru 65499 2524723-1 61928 thru 65231 2524469(B) 64915 thru 65338 RSA-10AD1 2524163-7 63742 thru 65720 2524175-3 63399 thru 66941 and to all Lycoming fuel injected engines irrespective of parts list number or serial number whose Bendix Injector Models RSA-5AD1, RSA-5AB1, and RSA-10AD1 have been overhauled by a Bendix Authorized Warrant Repair Station or by AVCO Lycoming between April 1, 1977, and August 14, 1978, and to all Lycoming fuel injected engines irrespective of parts list number or serial number, whose Bendix Models RSA-5AB1, RSA- 5AD1, and RSA-10AD1 fuel injectors have been overhauled after March 31, 1977, by repair stations other than the above in which the fuel diaphragm has been replaced with a new P/N 2529471 diaphragm assembly. Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent an in-flight power loss due to the separation of the P/N 2529192 regulator diaphragm stem assembly, the P/N 2529471 regulator diaphragm assembly must be removed, inspected, and replaced if necessary, in accordance with the Accomplishment Instructions listed in Bendix Energy Controls Division Service Bulletin No. RS-57 Rev. 1 or FAAapproved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time specified in this AD. NOTE: AVCO Lycoming Service Bulletin No. 433A also pertains to this subject. Amendment 39-3418 was effective February 26, 1979. This Amendment 39-3570 is effective September 26, 1979.
98-01-14: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-01-14, which was sent previously to all known U.S. owners and operators of Cessna Aircraft Company (Cessna) Model 182S airplanes. This AD requires replacing the left and right Aeroquip engine exhaust mufflers (P/N 71379-1254017-8) with an FAA-approved equivalent part. Reports of carbon monoxide gas entering the cabin heating system and the cabin of the Cessna Model 182S airplanes prompted this action. This condition, if not corrected, could result in passenger and pilot injury with consequent loss of control of the airplane.
2019-07-01: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FAN JET FALCON and FAN JET FALCON SERIES C, D, E, F, and G airplanes. This AD was prompted by a determination of the need for a revision to the airplane airworthiness limitations to introduce changes to the maintenance requirements and airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations and maintenance requirements. We are issuing this AD to address the unsafe condition on these products.
2019-07-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the inner skin of the lap splices, at the lower fastener row, is subject to scratch cracks that may interact with widespread fatigue damage (WFD). This AD requires a general visual inspection (GVI) of certain lap splice inspection areas for any repair common to the fuselage skin lap splice dual frequency eddy current (DFEC) inspection areas, repetitive DFEC inspections of certain lap splice inner skins for any crack, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
59-06-04: 59-06-04 NAVION: Tusco Corporation (Navion) Applies to All Models. Several failures of hydraulic actuating cylinders have occurred causing the loss of the use of the flaps and the landing gear to collapse. To prevent further difficulties of this nature, the following items must be accomplished by May 1, 1959, and at each periodic inspection thereafter. (1) Inspect the flap and landing gear actuating cylinders for cracks. If any cracks appear, the cylinder must be replaced. (2) Determine, by means of a hydraulic gage, that the hydraulic system pressure relief valve is adjusted to 1125+25, -0 p.s.i. Excessive pressures could cause damage to the components of the system. (3) Hydraulic fluid restrictors are required in the nose gear lines, Serial Numbers 1271 and subsequent, main gear lines, Serial Numbers 1790 and subsequent, and flap lines, all serial numbers. (4) Inspect the linkage adjustments of the landing gear bungee springs and the flap stops anddetermine that they have been properly adjusted in accordance with appropriate service manuals. (Tusco Corporation Service Letter No. 79 dated December 23, 1958, covers this same subject.)
2019-06-09: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by reports that baby bassinet inserts installed on airplane stowages and partitions were found loose because a self-securing fixation device (Loctite) had not been applied. This AD requires repetitive tightness checks of the baby bassinet inserts installed on stowages and partitions and, depending on findings, accomplishment of applicable corrective actions, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
2005-25-20: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330-300, A340-200, and 340-300 series airplanes. The existing AD requires repetitive inspections to detect cracking of the fuselage skin in the area of the VHF2 antenna, and repair if necessary. The existing AD also provides for optional terminating action for the repetitive inspections. This new AD requires accomplishment of the previously optional terminating action, and revises the applicability by removing certain airplanes. This AD is prompted by the need to change the applicability of the existing AD and to mandate the formerly optional terminating action. We are issuing this AD to prevent cracking of the fuselage skin in the area of the VHF2 antenna, which could result in depressurization of the airplane. DATES: Effective December 29, 2005. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of December 29, 2005. The incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of April 12, 2000 (65 FR 12075, March 8, 2000). We must receive comments on this AD by February 13, 2006.