Results
95-26-16 R1: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 95-26-16 R1, which was sent previously to all known U.S. owners and operators of certain Mooney Aircraft Corporation (Mooney) Model M20J airplanes. This AD requires repetitively inspecting the alternate air door assembly to ensure a cotter pin exists and is secure, and replacing the cotter pin if it does not exist or is not secure. It also provides the option of incorporating an alternate air door plate assembly of improved design as terminating action for the repetitive inspections. Priority letter AD 95-26-16 R1 was prompted by a fatal accident involving one of the affected airplanes where the alternate air door became lodged in the air intake of the fuel injector causing engine failure. The actions specified by this AD are intended to prevent the alternate air door from separating from the airplane and restricting air flow to the engine.
92-17-02: 92-17-02 EMBRAER: Amendment 39-8331. Docket No. 92-CE-11-AD. Applicability: EMB-110 Series airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent severe vibration or loss of control of the airplane caused by excessive free play and lack of rigidity of the rudder trim tab actuating system, accomplish the following: NOTE 1: The compliance times referenced in this AD take precedence over those cited in the referenced service information. (a) Within the next 500 hours time-in-service (TIS), modify the rudder trim tab actuating system and install reinforcements to the vertical stabilizer rear spar in accordance with the instructions in and Figures 1, 2, and 3 of EMBRAER Service Bulletin (SB) 110-027-0089, dated July 19, 1991. NOTE 2: EMBRAER SB 110-27-0089 specifies that the airplane should be modified in accordance with EMBRAER SB 110-27-0060 - "Replacement of Spherical Bearings of Aileron and Rudder Trim Tab Control Systems Rod Ends". This action is required for the affected airplanes by AD 87-01-05, Amendment 39-5490. (b) Within 300 hours TIS after accomplishing the modifications required by paragraph (a) of this AD, and thereafter at intervals not to exceed 300 hours TIS, inspect the rudder trim tab actuating system for excessive free play in accordance with the applicable maintenance manual. If free play exceeds 1.0 mm., prior to further flight, modify the rudder trim tab actuating system in accordance with the applicable maintenance manual. (c) If the parts required by paragraph (a) of this AD have been ordered, but are not available, within the initial 500 hours TIS required by paragraph (a) of this AD, accomplish the following: (1) Inspect the rudder trim tab actuating system for excessive free play in accordance with the applicable maintenance manual. (2) If free play exceeds 3.3 mm., prior to further flight, modify the rudder trim tab actuating system in accordance with the applicable maintenance manual. NOTE 3: The modification procedures in the maintenance manual for the rudder trim tab actuating system if excessive free play exists are the same whether the criteria is 1.0 mm or 3.3 mm. The only difference is the criteria for the magnitude of the free play. (3) Reinspect in accordance with paragraphs (c)(1) and (c)(2) of this AD at intervals not to exceed 100 hours TIS until the modifications required by paragraph (a) of this AD are accomplished, but not to exceed three 100-hour TIS repetitive inspection intervals. (4) When parts become available or 100 hours TIS after the third repetitive inspection required by paragraph (c)(3) of this AD, whichever occurs first, prior to further flight, accomplish the modification required by paragraph (a) of this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location wherethe requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (f) The inspections, reinforcement, and modifications required by this AD shall be done in accordance with EMBRAER Service Bulletin 110-027-0089, dated July 19, 1991. 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 EMBRAER, P.O. Box 343-CEP, 12.200 Sao Jose dos Campos, Sao Paulo, Brazil; or EMBRAER Aircraft Corporation, 276 SW 34th Street, Fort Lauderdale, Florida 33315. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, N.W.; 7th Floor, Suite 700; Washington, DC. (g) This amendment becomes effective on September 11, 1992.
86-13-04 R3: 86-13-04 R3 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5345, as amended by Amendment 39-5555, is further amended by Amendment 39-5850. Applies to cylinder assemblies (part number (P/N) stamped on flange of cylinder) with P/N's 643985, 646100, 646101, 646652, 646652CP, 646657, 646657CP, 649162, 649162CP, 649169, 649169CP including all these numbers with all "A" dash numbers as a suffix, and also any cylinder reworked from the above part numbers, either of which were manufactured on or after January 1, 1985, with 485 total hours or less installed on, but not limited to, the following Teledyne Continental Motors (TCM) Engines: NEW ENGINES SERIAL NUMBERS GTSIO-520-H 607068 thru 607070 -K 605164 -L 608669 thru 608673 -M 606979 thru 606997 -N 610450 thru 610462 TSIO-520-BE 528133 thru 528242, 528244 thru 528246, 528252 thru 528256, 528259, 528260, 528263, 528270 -CE 530045 thru 530127, 530131, 530132 -C 501603 thru 501610 -EB 510802 thru 510809 -G 507066 -H 506883 thru 506885 -M 520742 thru 520824, 520829 thru 520835, 520837, 520838 -NB 521585 thru 521615 -P 513908 thru 513910 -R 522588 thru 522602, 522604, 522605 -UB 527063 thru 527080 -VB 529014 thru 529060 -WB 518895 thru 518906 IO-520-BB 578073, 578084 thru 578151, 578155, 578156, 578166 -CB 576237 thru 576272 -D 575717, 575747 thru 575806 -E 556594 thru 556603 -F 574844 thru 574988 -K 557516 thru 557518 -L 577121 thru 577147, 577149 thru 577153 -MB 575043 thru 575046 IO-550-B 675125 thru 675237, 675239 thru 675244, 675246 thru 675256, 675258 thru 675266, 675273, 675274, 675277, 675278 -C 676156 thru 676231, 676233 thru 676248, 676250 thru 676271 REBUILT ENGINES GTSIO-520-C 155546 thru 155550 -D 219429 thru 219435 -H 235236 thru 235290, 235293 thru 235298, 267000 thru 267003 -K 226106 thru 226110 -L 245882 thru 245990, 245992 thru 246008, 246011 thru 246014, 246016 thru 246021, 246023, 246024 -M 243217 thru 243364, 243366, 243367, 243369 thru 243381 -N 241300, 265000 thru 265039, 265041 TSIO-520-AF 245205 -BB 236937 thru 236951 -B 176485 thru 176522 -C 178289 thru 178297 -EB 242984 thru 242999 -E 183816 thru 183939, 183941 thru 183943, 183947 -G 216022 thru 216025 -H 217173 thru 217187 -J 218907 thru 218924 -K 224583, 224584 -LB 237237 thru 237241, 237245, 237246 -L 241883 thru 241900 -M 230223, 230225, 248601 thru 248628, 248632 thru 248638, 248642 -NB 244933 thru 244999, 266500, 266501, 266503 thru 266511, 266513 thru 266517, 266521, 266525 -N 228481 thru 228505, 228509 thru 228516 -P 236453 thru 236467 -R 245645 thru 245696 -T 239316 thru 239321 -UB 240981 thru 241000, 248851 thru 248854, 248858 -VB 248288 thru 248499, 266600 thru 266681, 266683, thru 266685, 266687, 266689, 266691, 266699 thru 266702 -WB 248160 thru 248203, 248205 thru 248217 IO-520-A 112547 thru 112569 -BA 241763 thru 241800, 249251 thru 249425, 249427 thru 249429, 249433 thru 249443, 249445, 249446, 249448 thru 249453, 249457 -BB 236000, 236789, 248500 thru 248568, 248572, 248573, 248575 -B 234758 -CB 244047, 244067 thru 244110, 244112 thru 244123, 244126, 244127, 244130, 244131 -C 243728, 243766 thru 243999, 267500, 267505 thru 267510, 267513 thru 267516, 267527 IO-520-D 175381 thru 175531, 175534 thru 175536, 175540 thru 175556, 175559, 175560, 175563, 175565 thru 175567 -E 215674 thru 215690 -F 247574, 247577, 247607 thru 247727, 247731 thru 247742, 247744, 247746 thru 247750, 247752 thru 247756, 247762, 247766, 247767 -J 216515 -K 224045, 224046 -L 242834 thru 242896, 242899 -MB 236383 thru 236400, 266000 thru 266017, 266019 -M 235728 thru 235787, 235789 thru 235793 IO-550-B 249104 thru 249122 These engines are installed in, but are not limited to, the following airplanes: Aero Commander 200, 500, 685 AISI F, 20 Pegaso Ambrosini MF-15 Beagles B206S Beech 33, 35, 36, A36, A36TC,55, 58, 58P, 58TC Bellanca Viking 300 Cessna 185, 188, 206, 207, 210, 310, T310, 320, 335, 340, 401, 402, 404, 411, 414, 421 Fletcher FU-24A Janox Javilon Navion Model H Omnipal Cmelak Piper PA-46 Prinair DeHavilland Heron Procaer F-150 Picchio Transavia Airtruck Windecker Eagle Yeoman Cropmaster 285 Compliance required within the next 5 flight hours after the effective date of this AD, except as to those compliance requirements made effective previously as set forth in AD 86-13-04 dated June 20, 1986, priority letter AD 86-13-04 R1 dated September 5, 1986, AD 86-13-04 R2 dated February 19, 1987, and priority letter AD 86-13-04 R3 dated November 10, 1987, unless already accomplished. To prevent possible cylinder head to barrel separation, engine failure and/or engine compartment fire, accomplish the following: (a) For the above cylinder assembly part numbers installed on engines including those serial numbered engines listed above: (1) Determine the part number for each cylinder assembly (part number is stamped on flange of cylinder barrel) and the date of manufacture (month and year of manufacture are stamped underneath rocker cover on the face of the rocker shaft boss). (i) If the cylinder assembly part number and date of manufacture are as listed above, proceed with paragraphs (2), (3), (4), (5), and (6). (ii) If the cylinder assembly part number and date of manufacture are not as listed above, proceed to paragraph (6). No further inspections are required by this AD. (2) Visually inspect all cylinders for oil stains or leakage between the first and second barrel fins from the bottom of the head casting. The area of concern on direct drive engines is at the 12 o'clock position on the 1-3-5 cylinder side and the 6 o'clock position on the 2-4-6 side. On the GTSIO series engine, the area of concern is at the 6 o'clock position on the 1-3-5 cylinder side and the 12 o'clock position on the 2-4-6 cylinder side. (3) Pressure check all cylinder assemblies using a differential compression tester. The piston should be as close to BDC (Bottom Dead Center) as possible to insure the piston and rings are below the inspection area specified in paragraph (2) but still keeping both valves closed and maintaining pressure in the cylinder. With 80 PSIG (pounds per square inch gauge) air pressure in the cylinder, check the area specified in paragraph (2) with a soap/water solution and inspect for any leakage. (4) If any leakage is noted from the above inspection and/or pressure check, the cylinder assembly must be changed before further flight. NOTE: TCM Service Bulletin M86-7, Revision 5, dated November 15, 1986, advises that extreme caution be used in the area of the propeller while performing this inspection. (5) This visual inspection and pressure check must be repeated at intervals not to exceed 50 flight hours until the last inspection and pressure check required by this ADhas been accomplished. The last inspection and pressure check required by this AD must occur between 440 hours and 490 hours of cylinder operation. (6) The repetitive inspections and pressure checks described above may be discontinued when one of the following has been accomplished: (i) Suspect cylinder assemblies have been replaced with assemblies having a date of manufacture prior to January 1985. (ii) Approved replacement cylinder assemblies having different part numbers are installed provided these replacement cylinder assemblies are not reworked from the assembly part numbers listed above. (iii) New design pistons (as shown below) are installed, and the affected cylinder assembly has the letter "P" stamped or vibro-etched on the face of the rocker shaft boss adjacent to the manufacture date, i.e. 5-85P. ENGINE SERIES NEW PISTON PART NUMBER IO-550 648046 IO-520 648045 TSIO-520 and GTSIO-520 648044 (7) Make appropriate Engine Logbook entry. (b) For the above cylinder assembly part numbers not installed on engines, confirm a manufacture date stamp of 1-85 (January 1985) or subsequent (month and year of manufacture are stamped underneath rocker cover on the face of the rocker shaft boss), then notify TCM for disposition and replacement. (c) Comply with the provisions of this AD for the above cylinder assembly part numbers which are reworked and/or reidentified with a different part number. NOTE: TCM Service Bulletin No.'s M86-7, Revision 5, dated November 15, 1986, and M87-19, dated September 17, 1987, address this subject. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (f) Upon submission of substantiatingdata by an owner or operator through an FAA maintenance inspector, the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349, may adjust the compliance time specified in this AD. AD 86-13-04, Amendment 39-5345, became effective July 11, 1986. Priority Letter AD 86-13-04 R1, issued September 5, 1986, became effective immediately upon receipt. Amendment 39-5555 (AD 86-13-04 R2) became effective February 19, 1987, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD No. 86-13-04 R2, issued December 24, 1986. This amendment, 39-5850, (AD 86-13-04 R3) becomes effective February 24, 1988, as to all persons except those persons to whom it was made immediately effective by priority letter AD 86-13-04 R3 issued November 10, 1987, which contained this amendment.
2010-07-04: 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: It has been determined that due to an intermittent communication between AMS [Air Management System] controller cards and both Secondary Power Distribution Assemblies (SPDAs) the message "RECIRC SMK DET FAIL'' is displayed in the Engine Indication and Crew Alerting System (EICAS). This communication failure could result in loss of automatic activation of engine inlet ice protection system when in ice condition. In this situation the caution messages "A-I Eng 1 Fail'' and "A-I Eng 2 Fail'' will be displayed and if the flight crews do not follow the associated procedures ice may accrete in the engines inlet and cause a dual engine shut down. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
84-15-03: 84-15-03 BOEING VERTOL COMPANY: Amendment 39-4892. Applies to Boeing Vertol Model 234 helicopters certified in all categories. Compliance is required as indicated, unless already accomplished. To prevent bypassing of the lower boost dual actuating cylinder(s) and to prevent fatigue failures of NAS 1351-3H10P cap screws on lower boost dual actuating cylinders in the flight control system, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished, revise Boeing Vertol Rotorcraft Model 234 Flight Manual by inserting Revision 13 dated May 9, 1984. (b) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished within the last 25 hours time in service, and thereafter at intervals not to exceed 300 hours time in service from the last inspection, inspect for water and total chlorine of the aircraft hydraulic system fluid in accordance with the contamination level test procedure specified in Boeing Process Specification BAC 5820, Revision A, as amended by Process Specification Department Number 8-2. An alternate inspection (including intervals between inspections) may be approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. For aircraft exceeding allowable contamination levels, flush the hydraulic system in accordance with the procedure specified in Boeing Vertol telex No. 8-1420-3-5459 dated May 25, 1984, or an equivalent approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. Sample to insure acceptability following flushing. Repeat the contamination level test procedure at intervals not to exceed 300 hours time in service, except that an alternate interval approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581, may besubstituted. (c) Within the next 200 hours time in service from the effective date of this AD, unless already accomplished within the last 25 hours time in service, and subsequent to accomplishing the work of paragraph (b), remove all lower boost dual actuating cylinders Part Numbers (P/N) 234HS560-1 and -2 and inspect the shutoff valve spools for any visual signs of staining or pitting on the spool lands (shiny, lapped, interface surface). Replace the actuator with a serviceable part if staining or pitting is found, except for staining between lands in the machined clearance areas if no scaling rust or corrosive debris is present. A follow-on spool inspection is not required unless the repetitive fluid contamination level test cited in paragraph (b) shows an increase in chlorine contamination levels. Prior to returning the actuator to service, replace shutoff valve lap assembly P/N 1303-084, Rev. C, with shutoff valve lap assembly P/N 1303-084, Rev. D. (d) Within the next 25 hours time in service from the effective date of this AD, unless already accomplished within the last 575 hours time in service, and thereafter at intervals not to exceed 600 hours time in service, replace the six NAS 1351-3H1OP cap screws that attach the gland retainers, P/N 1303-044, to the actuator manifold assembly, P/N 1303-010, on all four lower boost dual actuating cylinders, P/N's 234HS560-1 and -2, with zero time screws. Torque the new screws to a value of 30- to 35-inch-pounds (wet). (e) Within the next 25 hours time in service from the effective date of this AD, unless already accomplished within the last 25 hours time in service, and thereafter at intervals not to exceed 25 hours time in service, conduct the inspections, jam indicator button checks, leakage checks, and safety wire replacement contained in paragraphs 3A, 3B, 3C, 3D, and 3E of Boeing Vertol telex No. 8-1420-3-5455 dated May 25, 1984, or an equivalent approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (f) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, New England Region, may adjust the compliance times specified in this AD. This amendment becomes effective August 3, 1984.
88-21-02: 88-21-02 BEECH: Amendment 39-6028. Applies to the Beech airplanes listed below, certificated in any category: TABLE 1 MODEL SERIAL NUMBER COMPLIANCE PARAGRAPH F33A CE-621 through CE-1024 (b) F33C CJ-112 through CJ-155 (b) V35B D-9830 through D-10403 (b) A36 E-632 through E-789 E-790 through E-1945 E-1947 through E-2103 E-2105 through E-2110 (a) (a)(b) (a)(b) (a)(b) A36TC, B36TC EA-2 through EA-319 EA-321 through EA-388 (a)(b) (a)(b) 95-B55, 95-B55A TC-1918 through TC-2456 (b) E-55, E-55A TE-1071 through TE-1201 (b) 58, 58A TH-579 through TH-702 TH-703 through TH-1388 TH-1390 through TH-1395 (a) (a)(b) (a)(b) 58P, 58PA TJ-12 through TJ-27 TJ-28 through TJ-435 TJ-437 through TJ-443 (a) (a)(b) (a)(b) 58TC, 58TCA TK-1, TK-2 TK-3 through TK-146 TK-148 through TK-150 (a) (a)(b) (a)(b) Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished.To prevent failure of the pilots and copilots seat attachment during an emergency landing condition, accomplish the following: (a) For the airplanes identified in Table 1 as requiring Compliance Paragraph (a): Fill the three aft seat positioning holes in the center seat tracks of the pilot and copilot seats in accordance with Beech Service Bulletin Number 2010, Revision 1, dated May 1988. The seat track reinforcement provided in Beech Service Bulletin Number 2233, dated April 1988, may be installed in lieu of filling these holes. (b) For the airplanes identified in Table 1 as requiring Compliance Paragraph (b): (1) Inspect the aft bolts on the two aft feet on both the pilot and copilot seat frame assemblies to insure that a AN960-10 washer has been installed under the nut. If a washer has been installed and the provisions of paragraph (a) have been completed, if applicable, the airplane may be returned to service. (2) If no washer is found per paragraph (b)(1) above, prior to further flight install an AN960-10 washer under the nut, on the lower aft bolt as shown in Service Bulletin No. 2010, Revision 1, dated May 1988. This applies to both the left and right hand sides of the pilot and copilot seat frame assemblies. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Rm 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Dept. 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine the documents referred to herein at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Thisamendment, 39-6028, becomes effective on October 31, 1988.
90-02-01: 90-02-01 BRITISH AEROSPACE: Amendment 39-6460. Docket No. 89-NM-255-AD. Applicability: Model BAe-146 series airplanes, Serial Numbers up to and including E3125, equipped with a rear left modular toilet (BAe Modifications HCM00344A and HCM30102C), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent damage to or jamming of the flight controls, accomplish the following: A. Within 14 days after the effective date of this AD, perform an inspection of the elevator control cables and the water pipe assembly in the vicinity of Frames 42 and 44, in accordance with British Aerospace Service Bulletin 27-A105, dated November 7, 1989. 1. If chafing or damage is found, repair and modify prior to further flight, in accordance with the service bulletin. 2. If the clearance between the water pipe assembly and the elevator control cable is not greater than 0.25 inch, modify within 60 days after the effective date of this AD, in accordance with the service bulletin. B. Repeat the procedures required by paragraph A., above, whenever a rear left-hand modular toilet is removed and reinstalled. 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 British Aerospace, PLC, Librarian for ServiceBulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6460, AD 90-02-01) becomes effective on January 22, 1990.
90-05-06 R1: 90-05-06 R1 FAIRCHILD (SWEARINGEN): Amendment 39-6519 as revised by Amendment 39-6668. Docket No. 89-CE-32-AD. Applicability: Models SA226-T (Serial Numbers (S/N) T201 through T275, and T277 through T291), SA226-T(B) (S/N T(B)276 and T(B)292 through T(B)417), SA226-AT (S/N AT001 through AT074), SA226-TC (S/N TC201 through TC419), SA227-TT (S/N TT421 through TT541), SA227-AT (S/N AT423 through and AT695), SA227-AC (S/N AC406, AC415, AC416, and AC420 through AC729) airplanes certificated in any category. Compliance: Required within the next 250 hours time-in-service after the effective date of this AD, unless already accomplished per AD 90-05-06. To prevent the main landing gear doors from jamming against the nacelle skin and preventing the extension of the landing gear, accomplish the following: (a) Visually inspect the gap between the main landing gear doors and the adjacent nacelle skins to insure a clearance of 0.38 plus/minus .03 inches in accordance withthe instructions specified in Fairchild Service Bulletin (S/B) SA226-32-055 and (S/B) SA227-32-027, both dated December 8, 1988, as applicable. If rework of the door(s) is required to obtain the specified clearance, prior to further flight, accomplish the task in accordance with the instructions in the above applicable S/B. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office, Federal Aviation Administration, Department of Transportation, Fort Worth, Texas 76193-0150. Note: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Fort Worth Airplane Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein uponrequest to the Fairchild Aircraft Corporation, P.O. Box 790490, San Antonio, Texas 78279-0490, or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th St., Kansas City, Missouri 64106. This AD amends AD 90-05-06, Amendment 39-6519. This amendment (39-6668, AD 90-05-06 R1) becomes effective on August 13, 1990.
97-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires repetitive checks to detect backlash in the elevator mechanical control system, and various follow-on actions. This amendment also provides for an optional terminating action for the repetitive check requirements. This amendment is prompted by a report indicating that corrosion was found on the pivot bolts and bushings of the backlash remover lever mechanism on the elevator booster control unit (BCU) of a Model F28 Mark 0100 series airplane. The actions specified by this AD are intended to prevent such corrosion, which could result in backlash in the elevator controls and reduced elevator control authority in the manual mode.
2011-03-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires an inspection to determine the serial numbers of the auxiliary power unit (APU) generator and the left and right engine direct current (DC) generators, and corrective actions if necessary. This AD also requires revising the airplane flight manual. This AD was prompted by a report of a DC generator overvoltage event which caused smoke in the cockpit and damage to numerous avionics and electrical components. We are issuing this AD to detect and correct an overvoltage condition on the DC electrical busses caused by exciter stator winding failures, and subsequent failure of the generator control unit (GCU) overvoltage protection circuitry, which could result in damage to critical electrical and avionics components.
96-08-04: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (ECD) (Eurocopter) Model BO-105, BO-105A, BO-105C, BO-105S, and BO-105LS A-1 helicopters, that requires a ground test and inspection of the tandem hydraulic switch-over system (switch-over system) for component wear and parts replacement, if necessary. This amendment is prompted by incidents involving Model BO-105 series helicopters in which, during the switch-over from Hydraulic System 1 to Hydraulic System 2, a 3-inch drop in the collective occurred, caused by component wear in the switch-over system. The actions specified by this AD are intended to detect switch-over system component wear, which could result in a sudden drop in the collective and a sudden loss of altitude.
96-07-13: This amendment supersedes an existing airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that currently requires inspections to detect cracking of certain areas of the rear spar caps, web, skin, and certain fastener holes; and repair or modification, if necessary. That AD was prompted by reports of fatigue cracks in the caps, web, and skin of the wing rear spar inboard of inner wing station 346. The actions specified by that AD are intended to prevent rupture of the rear spar, which could result in extensive damage to the wing and fuel spillage. This amendment adds various improved inspections and follow-on actions, and requires that the initial inspections be accomplished at reduced thresholds.
55-24-01: 55-24-01 LUSCOMBE: Published in 21 FR 9540 on December 4, 1956, and as amended in 22 FR 2416 on April 11, 1957, is further amended by Amendment 39-1565 and 39-1640. Applies to All 8 Series Aircraft Except Model 8-F with Serial Numbers S-1 and Up. To be accomplished by March 1, 1956, and thereafter at intervals not to exceed 12 calendar months from last inspection. Extreme surface corrosion has been found to exist inside the fuselage spar carry through structures P/N 28018 and 28019 of Luscombe Series 8 aircraft, particularly in those airplanes which are located near coastal areas. If allowed to progress, such corrosion could deteriorate the spar carry through members until a structural failure occurred. This corrosion is internal and cannot be detected by an external inspection. Therefore, the inside surfaces of the spar carry through members must be inspected. This may be accomplished by either of the two following acceptable methods: (1) Remove wings from the airplane and also the wing attachment fittings. The ends of both the front and rear spar superstructures will then be open so that an internal inspection of these hat-section members can be made. (2) Use of this method of inspection will not require the removal of the wings from the airplane. One-half inch holes may be drilled through the top wing skin directly over each spar carry through member so that a visual inspection can be made directly into the bottom of the hat sections. The airframe structure had adequate margins of safety in this area so that the existence of the 1/2-inch inspection holes will not impair the structural integrity of the airplane. Five of these 1/2-inch holes should be drilled over each of the spar carry through hat sections, one hole at the middle of each spar carry through, one hole 5 inches from each outboard end of the wing attachment fittings and one hole approximately centrally located between this latter hole and the middle hole. Thiswill provide a distance of approximately 7 1/2 inches between holes and should render it possible to inspect all of the internal surface of the hat-section spar carry through members. After the inspection has been made, the 1/2-inch holes must be covered with a small patch of aircraft fabric doped to the surface of the wing skin or by the insertion of a rubber or neoprene seal plug, or equivalent. This method will also provide a ready means of rechecking the spar carry through members for corrosion during the time of subsequent inspections. If any evidence of corrosion is found to exist, the affected spar carry through member should be removed and replaced with an identical new part. The above inspections may be discontinued if both spar carry through structures are replaced with new parts that are identical to the original and properly anodized and painted to prevent corrosion, or if an equivalent modification is approved by the Chief, Engineering and Manufacturing Branch,FAA Southern Region. Amendment 39-1565 became effective December 2, 1972. This Amendment 39-1640 becomes effective May 22, 1973.
2008-22-07: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required * * * a design review against explosion risks. * * * * * The unsafe condition is the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-08-03: This amendment adopts a new airworthiness directive (AD), applicable to Flight Trails Helicopters, Inc. hardpoint assemblies, installed in accordance with Supplemental Type Certificate (STC) No. SH6080NM, or in accordance with Federal Aviation Administration (FAA) Form 337, "Major Repair and Alteration," approved on McDonnell Douglas Helicopter Systems (MDHS) Model 369D, 369E, 369F, 369FF, and 500N helicopters, that requires removing any Flight Trails Helicopters, Inc. hardpoint assembly not identified by part number (P/N) and serial number (S/N). This amendment is prompted by two incidents in which the hardpoint assembly used to support a search light or night vision system reportedly failed. The actions specified by this AD are intended to prevent failure of the hardpoint assembly, separation of the hardpoint assembly from the helicopter, and subsequent contact between the hardpoint assembly and the fuselage or rotor system of the helicopter.
2011-01-53: We are adopting a new airworthiness directive (AD) for the products listed above. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD supersedes Emergency AD 2011-01-51, requires an immediate functional test of the fuselage drain holes, and requires sending a report of the results to the FAA. This AD also allows, with noted exceptions, for the return/ position of the airplane to a home base, hangar, maintenance facility, etc. This AD was prompted by reports of water accumulation in the belly of the fuselage that froze and caused the flight controls to jam. We are issuing this AD to prevent water or fluid from accumulating in the belly of the fuselage and freezing when the aircraft reaches and holds altitudes where the temperature is below the freezing point. This condition could cause the flight controls to jam with consequent loss of control.
2010-06-18: The FAA is adopting a new airworthiness directive (AD) for IAE V2500-A1, V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, and V2533-A5 turbofan engines. This AD requires a onetime fluorescent penetrant inspection of certain vortex reducers for cracks. This AD results from reports of fractured vortex reducers found at shop visits. We are issuing this AD to inspect for cracks in the vortex reducer. Cracks in the vortex reducer could result in an uncontained failure of the high-pressure (HP) compressor stage 3-8 drum and subsequent damage to the airplane.
96-07-11: This amendment adopts a new airworthiness directive (AD), applicable to all Beech Model BAe 125-1000A and Hawker 1000 series airplanes, that requires a detailed visual inspection to detect chafing damage to the hydraulic pipes adjacent to the hydraulic module, and various follow-on actions. This amendment is prompted by reports of chafing damage between hydraulic pipes at three locations in the rear equipment bay adjacent to the hydraulic module. The actions specified by this AD are intended to prevent such chafing damage to the hydraulic pipe and subsequent hydraulic fluid leakage, which could lead to failure of essential airplane systems.
81-07-01 R1: 81-07-01 R1 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-4068 as amended by Amendment 39-4388. Applies to Nomad Model N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24A-42 and up) airplanes, certificated in all categories. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent loss of structural rigidity which could result in hazardous tail flutter and subsequent loss of airplane control, accomplish the following (a) Modify the horizontal stabilizer to incorporate mass balance weights, improved riveting, addition of access panels, and structural reinforcements to the horizontal stabilizer in accordance with Part 2, "ACCOMPLISHMENT INSTRUCTIONS," of Government Aircraft Factories Nomad Service Bulletin NMD-55-10, Revision 1, dated May 2, 1980, or an FAA- approved equivalent. All AGS pop rivets removed as a result of this modification must be replaced with MS20470AD rivets.NOTE: AGS 2048-420-BS 1/8 inch pop rivets are acceptable in the access panel door as specified in Service Bulletin NMD-55-10, Rev. 1. (b) Install high strength steel trim tab control brackets, self-aligning control rod ends, and longer control rods in accordance with Part 2, "ACCOMPLISHMENT INSTRUCTIONS," of Government Aircraft Factories Nomad Service Bulletin NMD-55-8, Revision 3, dated September 1, 1980, or an FAA-approved equivalent. (c) Modify the horizontal stabilizer pivot bracket attachments in accordance with Part 2, "ACCOMPLISHMENT INSTRUCTIONS," of Government Aircraft Factories Nomad Alert Service Bulletin ANMD-55-13, Revision 1, dated August 22, 1980, or an FAA-approved equivalent. (d) In accordance with FAR 21.197 and 21.199 the airplane may be flown to a location where these modifications can be accomplished. (e) If an equivalent means of compliance is used in complying with paragraphs (a) through (c) of this AD, that equivalent means must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. 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 Government Aircraft Factories, 226 Lorimer Street, Port Melbourne 3207 Vic., Australia. These documents may be examined at FAA, Pacific-Asia Region, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii, and at FAA Headquarters, Room 916, 800 Independence Avenue, S.W., Washington, DC. Amendment 39-4068 became effective April 2, 1981. This amendment 39-4388 becomes effective on June 10, 1982.
82-23-03 R1: 82-23-03 R1 GARRETT TURBINE ENGINE COMPANY: Amendment 39-4488 as amended by Amendment 39-4761. Applies to all Garrett TFE731-2, -3, -3R, -3A, -3AR, -3B and -3BR series turbofan engines. Compliance required as indicated unless already accomplished. (a) To prevent failure of high pressure compressor impellers due to cracks originating from a double radius in the seal relief region or a manufacturing notch in the forward balance ring, inspect and rework compressor impeller, Part Number 3070274-1 or 3072639-1, in accordance with the procedures contained in the accomplishment instructions section of Garrett Service Bulletin Number TFE731-72-3239RWK, dated September 13, 1982, or equivalent means approved by the Manager, Western Aircraft Certification Field Office, ANM- 170W, Northwest Mountain Aircraft Certification Division. Inspect in accordance with the following schedule: (1) Impellers which have been operated in TFE731-3, -3R, -3A, -3AR, -3B, or -3BR engines during any portion of their service lives must be inspected prior to exceeding 5,100 cycles in service. NOTE: The engine life limited parts log card for each impeller is located with the impeller or in the engine log book. This card lists the engine serial number of each engine in which the impeller has operated. The 5 digit serial numbers of the TFE731-3 series engines begin with the 2 digits 75, 76, 77, 78, 80, 82, 83, 84, 85, 87, 90, or 94. (2) Impellers which have been operated in TFE731-2 engines, only, must be inspected prior to exceeding 6,200 cycles in service. NOTE: The 5 digit serial numbers of the TFE731-2 series engines begin with the 2 digits 73, 74, 81, 86, 88, or 89. Impellers found to have crack indications are to be removed from, and not returned to, service. Impellers not found to have crack indications may be returned to service after having the seal relief region and notch in the forward balance ring recontoured in accordance with the procedures contained in the accomplishment instructions section of Garrett Service Bulletin Number TFE731-72-3239 RWK, dated September 13, 1982, or equivalent means approved by the Manager, Western Aircraft Certification Field Office, ANM-170W, Northwest Mountain Aircraft Certification Division. (b) To prevent cracking and possible failure of the following listed fan and compressor rotor discs, used in TFE 731-2 series engines, the life limits on these parts have been reduced. Unless already accomplished, remove rotor discs from service prior to reaching the life limits shown below or, before accumulation of an additional 30 cycles in service after March 7, 1975, whichever occurs later: Component Part Number Life Limit in Cycles Fan Disc 3072162 10,000 First Stage Compressor 3072190 3,000 Second Stage Compressor 3072191 3,700 Third Stage Compressor 3072192 1,200 Fourth Stage Compressor 3072193 1,200 NOTE: For the purpose of this AD, a cycle is considered as any engine operating sequence involving an engine start, at least one acceleration to 80 percent low pressure rotor speed or above, and shutdown. NOTE: Garrett FAA approved Service Bulletin TFE731-72-3001, Revision 15, dated June 30, 1983, provides the cyclic life limits for all life limited components not covered by this AD. This bulletin may be revised in the future, with the approval of the FAA, in order to provide life limit increases if appropriate. (c) Service life limits have been assigned to the following specific parts used in the TFE731-2 series engines: (1) Replace the High Pressure Turbine Blades, Part Number 3072111-1, (used in high pressure turbine rotor assembly, part number 3070098), with serviceable turbine blades before exceeding 1,000 hours total time in service, or before exceeding 200 additional hours time in service after March 7, 1975, whichever occurs later. (2) Model TFE731-2 engines Serial Numbers P-74101 through P-74113 and Serial Numbers P- 73106 through P-73184 not modified by incorporation of Power Section Change Number 22: Replace the Pinion Gear Assembly, Part Number 3071626-1, and Sun Gear, Part Number 3071598-1, with a serviceable Pinion Gear Assembly and Sun Gear before exceeding 500 hours total time in service, or before exceeding an additional 50 hours time in service after March 7, 1975, whichever occurs later. (3) Model TFE731-2 engines Serial Numbers P-74101 through P-74138 and Serial Numbers P- 73106 through P-73209 not modified by incorporation of Power Section Change Number 41 or 44: Replace the Third Stage Compressor Stator Assembly, Part Number 3070279-7, -8, or -10, with a serviceable Third Stage Compressor Stator Assembly before exceeding 500 hours total time in service, or before exceeding an additional 50 hours time in service after March 7, 1975, whichever occurs later. NOTE: Power Section Change Numbers are annotated on the Engine Data Plate affixed to the engine. 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). 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. These documents also may be examined at FAA New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts. This Amendment 39-4761 amends Amendment 39-4488 (47 FR 50462), AD 82-23-03, and supersedes Amendment 39-2116 (40 FR 8939), AD 75-05-12. Amendment 39-4488 became effective November 15, 1982. This Amendment 39-4761 becomes effective December 9, 1983.
96-07-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, and -300 series airplanes, that requires an inspection to determine if hinge bolts and nuts are installed in the overhead stowage bins, and the installation of hinge bolts and nuts, if necessary. This amendment is prompted by reports that overhead stowage bins in the passenger compartment have fallen out of position due to missing hinge bolts. The actions specified by this AD are intended to ensure that hinge bolts are installed in the overhead stowage bins. Missing hinge bolts could result in the overhead stowage bins falling out of position and injuring airplane occupants.
2011-03-05: We are superseding an existing 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 TC Holder received from operators, whose fleets are operated in demanding operating-conditions and with very frequent Short Take- Off and Landing (STOL) operations, reports of cracks located in the web of fuselage frame 19. On 05 February 2007, EASA issued Airworthiness Directive (AD) 2007-0028 which mandated Alert Service Bulletin (ASB) 228-266 and required an inspection of the frame 19 on all Dornier 228 aeroplanes. In addition, the TC Holder also initiated a flight-test campaign including strain measurements as well as finite element modelling and fatigue analyses to better understand the stress distribution onto the frame 19 and the associated structural components. The results of these investigations confirmed that STOL operations diminish extensively the fatigue life of the frame 19. Fuselage frame 19 supports the rear attachment of the Main Landing Gear (MLG). This condition, if not corrected, could cause rupture of frame 19, leading to subsequent collapse of a MLG. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-06-07: We are adopting a new airworthiness directive (AD) for the specified model helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that the AD is issued following a manufacturing nonconformity found on one batch of the servo-control caps. With a defective servo-control, rotation of the distributor might not be stopped mechanically since only friction of inner seals holds the distributor sleeve in its position. The AD actions are intended to address the unsafe condition created by a manufacturing nonconformity found on one batch of servo-control caps. If not corrected this condition could cause untimely movements of servo-controls, which are used on main and anti-torque rotors, and lead to the loss of control of the helicopter.
2011-03-04: We are superseding an existing airworthiness directive (AD) for the products listed above. AD 2009-09-09 currently requires repetitive inspections of the rudder hinges and the rudder hinge brackets for damage, i.e., cracking, deformation, and discoloration. If damage is found during any inspection, AD 2009-09-09 also requires replacing the damaged rudder hinge and/or rudder hinge bracket. This new AD retains the inspection requirements of AD 2009-09-09, adds airplanes to the Applicability section, and adds a terminating action for the repetitive inspection requirements. This AD resulted from the manufacturer developing a modification that terminates the repetitive inspections and from the manufacture adding airplane serial numbers into the Applicability section. We are issuing this AD to detect and correct damage in the rudder hinges and the rudder hinge brackets, which could result in failure of the rudder. This failure could lead to loss of control.
2011-02-07: We are superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines with certain low-pressure turbine (LPT) rotor stage 3 disks installed. That AD currently requires initial and repetitive borescope inspections of the high-pressure turbine (HPT) rotor stage 1 and stage 2 blades for wear and damage, including excessive airfoil material loss. That AD also requires fluorescent-penetrant inspection (FPI) of the LPT rotor stage 3 disk under certain conditions and removal of the disk from service before further flight if found cracked. That AD also requires repetitive exhaust gas temperature (EGT) system checks (inspections). This AD requires HPT rotor stage 1 and stage 2 blade inspections and EGT system inspections. This AD also requires FPI of the LPT rotor stage 3 disk under certain conditions, removal of the disk from service before further flight if found cracked, and an ultrasonic inspection (UI) of the LPT rotor stage 3 disk forward spacer arm. This AD also requires initial and repetitive engine core vibration surveys and reporting to the FAA any crack findings, disks that fail the UI, and engines that fail the engine core vibration survey. This AD was prompted by reports received of additional causes of HPT rotor imbalance not addressed in AD 2010-12-10, and two additional LPT rotor stage 3 disk events. 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.