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2013-18-05: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (ECD) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters with certain fire extinguishing systems installed. This AD requires modifying the fire extinguishing system injection tubes. This AD is prompted by a report that the injection tubes are deforming due to heat. The actions required by this AD are intended to prevent deformation of the fire extinguishing system injection tubes during a fire, which could result in impaired distribution of the fire extinguishing agent, failure of the fire extinguishing system to contain an engine fire, and subsequent loss of control of the helicopter.
77-17-03: 77-17-03 BELL: Amendment 39-3009. Applies to Model 212 helicopters, S/N 30502 through 30804, 30806 through 30810, 30812, 30814, 30815, 30817, 30818, 30820 through 30825, 30827, 30828, 30829, and to Model 205A-1 helicopters, S/N 30001 through 30247, equipped with tail rotor blades, P/N 212-010-750, certificated in all categories. Compliance required within 25 hours' time in service after the effective date of this AD unless already accomplished and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. To detect possible cracks in each tail rotor blade pitch change horn, P/N 212-010-716-5 and -9, accomplish the following: (a) Remove the bolt and barrel nut of the control rod and clean the external surfaces of the pitch change horns. (b) Inspect the horns for cracks, particularly in the barrel nut and bushing area using a dye penetrant or equivalent inspection method. (c) If a crack is found, replace the affected pitch change horn before further flight in accordance with the Model 212 Overhaul Manual, paragraphs 65-58 and 65-63, or Models 205A/205A-1 Maintenance and Overhaul Instructions, paragraphs 3-41 and 3-43, as appropriate. (d) Install the blade's control rod bolt and barrel nut as specified in the instructions in paragraphs 65-57 Model 212 Maintenance Manual or 3-40 Models 205/205A-1 Maintenance and Overhaul Instructions, as appropriate. (e) After installation of pitch change horns, P/N 212-010-716-11, this AD is no longer applicable. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (g) The manufacturer's instructions 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 the Service Manager, Bell Helicopter Textron, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. (Bell Helicopter Textron Service Bulletin Nos. 212-77-7 and 205-77-5 dated March 11, 1977, pertain to this subject.) This amendment becomes effective August 19, 1977.
76-13-06: 76-13-06 DEHAVILLAND: Amendment 39-2654. Applies to DeHavilland Model DHC- 6 series Twin Otter aircraft serial nos. 1 thru 430 incorporating wing tip strobe lighting. Compliance required as indicated: To restore the aircraft lightning strike protection to its original status, as a result of excessive removal of lightning strike protection bonding strap material, during the installation of the wing tip strobe lights, accomplish the following: (a) Within the next 100 hours in service after the effective date of this AD, accomplish the alteration to the aircraft wing tips in accordance with "Accomplishment Instructions" in DeHavilland DHC-6 Service Bulletin No. 6/318, dated January 3, 1975, or later revision, or equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective July 6, 1976.
2013-16-24: We are superseding airworthiness directive (AD) 90-23-14 for certain The Boeing Company Model 747 series airplanes. AD 90-23-14 required inspections of the fuselage skin lap splice between body station (BS) 340 and BS 400 at stringers (S)-6L and S-6R, and repair if necessary. This new AD adds new repetitive inspections for cracking in the S-6 skin lap splice, which terminates the inspections required by AD 90-23-14; eventual modification of the lap splice, which terminates the repetitive inspections; post-modification inspections; and corrective actions if necessary. This AD also adds airplanes to the applicability. This AD was prompted by a report of cracks up to 18.5 inches that were found at S-6L and S-6R on several airplanes, and subsequent analysis results that indicated that the protruding head fastener modification and related post-modification inspections required by AD 90-23-14 are not adequate to prevent cracking at the upper row of fasteners in the S-6 lap joint before the cracks reach a critical length. We are issuing this AD to detect and correct cracking at the upper row of fasteners in the S-6 lap joint, which could result in a sudden loss of cabin pressurization and the inability of the fuselage to withstand failsafe loads.
77-15-15: 77-15-15 BRITISH AIRCRAFT CORPORATION: Amendment 39-2986. Applies to BAC 1- 11 200 and 400 series airplanes, certificated in all categories. Compliance is required within the next 200 hours time in service after the effective date of this AD, unless already accomplished. To prevent the inadvertent loss of cabin pressure due to failure of the light alloy stop on the cabin pressure discharge valve manual control, replace the light alloy stop, P/N AB55-2301, on the gear wheel and drum assembly of the air conditioning discharge valve manual control (P/N AB55A-2425 or ED55A779) with an improved strength stop, P/N AB55-3433, or an FAA-approved equivalent. (British Aircraft Corporation Service Bulletin No. 21-PM 5139, Revision 2, dated September 5, 1973, applies to this same subject.) This amendment becomes effective August 29, 1977.
51-03-01: 51-03-01 MOONEY: Applies to Model M-18 Series Aircraft, Serial Numbers 1 Through 82 and 201 Through 236. Compliance required not later than March 15, 1951. There have been reported failures of the fuel line due to vibration and relative motion between the fuel tank and the fuel shutoff valve. To preclude the possibility of recurrence of this type failure, cut the fuel line at a point approximately 4 inches from the fuel tank outlet and install a 4-inch length of 3/8-inch ID approved aromatic resistant flexible hose and hose clamps at this point. (Mooney Service Bulletin No. 6 covers this same subject.)
77-10-10: 77-10-10 ROCKWELL INTERNATIONAL: Amendment 39-2902. Applies to NA- 265-80 airplanes, serial numbers 380-1 through 380-4, 380-6 through 380-9, 380-11 through 380-13, 380-15, 380-17, 380-19, 380-21, 380-23, 380-25, 380-27, 380-30, 380-32, 380-34, 380- 36 and 380-38 through 380-54, with Relay K1066 installed (Cutler-Hammer P/N 6141H126), certificated in all categories. Compliance required on or before June 7, 1977, unless already accomplished. To provide electrical protection for the Instrument Inverter power input cable, and improve thermal isolation of the Instrument Inverter Remote Reset Circuit Breaker Relay (K1066), accomplish the following: (a) Modification specified in Rockwell International Sabreliner Service Bulletin No. 28, dated April 8, 1977, or later FAA approved revisions. (b) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. (c) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the modification required by this AD. This amendment becomes effective May 23, 1977.
2013-16-25: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of advance pneumatic detectors (APDs) for engine fire/ overheat detector assemblies failing to reset after activation due to permanent deformation of the detector switch diaphragm after being exposed to high temperatures. This AD requires replacing all three APDs with new detector assemblies. We are issuing this AD to prevent a continued engine fire indication in the cockpit after the actual fire has been extinguished, which is misleading and might influence the pilot to conduct a potentially hazardous ``off-airport'' landing.
90-06-03 R1: 90-06-03 R1 CESSNA: Amendment 39-6528 as revised by Amendment 39-6927, Docket No. 90-CE-10-AD. Applicability: Model 172 airplanes (serial numbers 36216 through 36769) that have not been modified with Cessna Service Kit SK-172-10 or SK-172-10A, certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent cracking of the exhaust heater/muffler that could result in dangerous carbon monoxide levels, accomplish the following: (a) Inspect the exhaust heater/muffler assembly for cracks in accordance with the procedures as outlined in the applicable Cessna Service Manuals, or the following: (1) Remove and disassemble the exhaust heater/muffler assembly by removing the shroud assembly. (2) Visually inspect the exhaust heater/muffler, Cessna Part Number 0550157-32, for cracks, or submerge the muffler in water and pressure test at 5 pounds p.s.i.NOTE 1: Particular attention should be given to the cylindrical surface that contains the heat transfer pins. (3) If cracks, breaks, or any leakage is found in the exhaust heater/muffler area, prior to further flight, replace the exhaust heater/muffler with an airworthy part. (b) Modify the airplane by the installation of Cessna Service Kit SK-172-10A. NOTE 2: Cessna Service Letter (SL) 170/172-11, dated February 3, 1958, and Cessna SL 170/172-13, dated April 7, 1958, contain information that pertains to the subject of this AD. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished provided that the cabin air control remains in the "OFF" position. (d) An alternate method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, Mid-Continent Airport, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (e) All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Corporation, P.O. Box 7704, Wichita, Kansas 67277; or may examine the service letters at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. Airworthiness Directive 90-06-03 R1 revises AD 90-06-03, Amendment 39-6528. {{Amendment 39-6528 supersedes AD 58-08-02.}} This amendment (39-6927, AD 90-06-03 R1) becomes effective on March 27, 1991.
71-09-01: 71-09-01 CESSNA: Amdt. 39-1193. Applies to all Model 320 series Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent nacelle electrical failures and inflight electrical fires, 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 100 hours' time in service from the date of the last inspection, visually inspect the following: 1) The insulating material of the electrical wiring, grommet and clamps located in the engine nacelles between the canted bulkhead and the firewall for charred, burnt or heat hardened conditions; 2) The heat shields located in the engine nacelles between the canted bulkhead and the forewall for deterioration or improper installation and attachment that could contribute to excessive heat in this area. B) If any of the conditions described in Paragraph A are found during the required inspections, prior tofurther flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be performed, replace any defective parts with airworthy parts. The replacement of defective parts does not relieve the requirement for the repeated inspections specified in Paragraph A. C) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Central Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. D) On or before January 1, 1972 modify the engine nacelles in accordance with Cessna Service Letter ME71-6, dated April 9, 1971, and Cessna Service Kit SK320-53, dated March 5, 1971, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. E) When the engine nacelles are modified in accordance with Cessna Service Letter ME71-6, dated April 9, 1971, and Cessna Service Kit SK320-53, dated March 5, 1971, the inspections required by Paragraph A will no longer be required. This amendment becomes effective April 23, 1971.
2013-16-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, and Model CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by a report of corrosion of the components of the main landing gear (MLG) retraction actuator found in service; the corrosion was found at the interface of the rod end and the piston, and at the bracket and related pins. This AD requires inspection of the MLG retraction actuator components; corrective actions if necessary; and, for certain retraction actuators, installation of a new jam nut. We are issuing this AD to prevent disconnection of the MLG retraction actuator, which could result in extension of the MLG without damping, and consequent structural damage and collapse of the MLG during landing.
2013-16-07: We are adopting a new airworthiness directive (AD) for certain Eurocopter France (Eurocopter) Model AS332C, AS332L, AS332L1, AS332L2, and EC225LP helicopters to require inspecting for the presence of blind holes in the tail gearbox (TGB) attachment fittings, and, if they are missing, installing an additional washer under the head of the attachment bolt until the attachment fitting is replaced with an airworthy attachment fitting. This AD was prompted by the discovery of interference between the TGB aft attachment bolt and the structure fitting, caused by a manufacturing anomaly that omitted the blind hole required for proper fit of the attachment bolt. This condition, if not detected and corrected, could result in insufficient tightening of the TGB casing, damage to the TGB attachment, cracking under the attachment bolt, and loss of the TGB, resulting in loss of control of the helicopter.
75-22-18: 75-22-18 SIAI-MARCHETTI: Amendment 39-2408. Applies to Models S.205-18F and -20F airplanes, S/Ns 001 through 003; 102 through 399 (except S/N 109); 4-101 through 4-282 (except S/N 4-245); 4-285, and 5-303, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the nose landing gear, accomplish the following: (a) Comply with paragraph (b) of this AD - (1) Within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection; and (2) Prior to the next takeoff after each hard-landing, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where paragraph (b) can be complied with. (b) Inspect by visual and dye-penetrant methods the nose landing gear drag brace, P/N 205-9-135, and the area around the drag brace attachments, P/Ns 205-1-059-01, in accordance with paragraph a. of the "Instructions" section of SIAI Marchetti Service Bulletin, S.B. No. 205B33, dated January 8, 1972, or an FAA-approved equivalent. (c) Comply with paragraph (d) of this AD as follows: (1) If a crack is found during the inspection required by paragraphs (a) and (b) of this AD, comply with paragraph (d) of this AD before further flight, except that the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where paragraph (d) can be complied with. (2) If a crack is not found during an inspection required by paragraphs (a) and (b) of this AD, comply with paragraph (d) of this AD within the next 50 hours' time in service after the effective date of this AD or prior to the accumulation of 600 hours' total airplane time in service, whichever occurs later. (d) Replace the nose landing gear dray brace P/N 205-9-135, with a serviceable reinforced drag brace, P/N 205-9-135-03, and replace the two drag brace attachments, P/Ns 205- 1-059-01, with serviceable drag brace attachments, P/Ns 205-1-180-01 and -02, in accordance with paragraph b. of the "Instructions" section of SIAI Marchetti Service Bulletin S.B. No. 205B33 dated January 8, 1972, or an FAA-approved equivalent. (e) The inspections required by paragraphs (a) and (b) of this AD may be discontinued upon accomplishment of the replacements required by paragraphs (c) and (d) of this AD. This amendment becomes effective November 5, 1975.
2013-15-15: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727 airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the frame-to- floor beam attachment is subject to widespread fatigue damage. This AD requires repetitive high frequency eddy current inspections for any crack of the frames at body station (STA) 188 through STA 344, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking at the frame-to-floor beam attachment, on both the left- and right-sides, which could result in reduced structural integrity of the airplane, and decompression of the cabin.
75-17-09: 75-17-09 FLUG-UND FAHRZEUGWERKE AG: Amendment 39-2311. Applies to HBV "Diamant" and Diamant 16.5 gliders, all serial numbers, certificated in all categories. Compliance is required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent structural failure of the lower harness attachments D1.201-0710, reinforce the attachments in accordance with the "REQUIRED ACTION" specified in Flug-und Fahrzeugwerke AG Service Bulletin No. 5, dated February 4, 1974, or an FAA-approved equivalent. This amendment becomes effective August 18, 1975.
70-18-04: 70-18-04 FAIRCHILD HILLER HELICOPTERS: Amdt. 39-1075. Applies to 1100 series helicopters certificated in all categories. Compliance required within the next 25 flight hours of the effective date of this A/D unless already accomplished. To prevent failure of transmission vertical struts and mounts: (1) Strip epoxy paint from weld areas of transmission vertical struts and mounts P/N 24-28030-1 and -2 with commercial paint stripper. (2) With dye penetrant inspect weld areas for cracks. (3) Replace any cracked part prior to further flight. (4) Refinish stripped areas with two coats of zinc chromate. (5) Repeat above procedure at each succeeding 100 flight hours. This amendment is effective September 15, 1970.
76-02-03: 76-02-03 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2496. Applies to Model SA341G "Gazelle" helicopters, certificated in all categories. Compliance is required as indicated. To prevent abnormal wear of main gear box oil pump hydraulic unit drive gear splines, accomplish the following: (a) Prior to the accumulation of 600 hours' total time in service or within the next 10 hours' time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the last 590 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, comply with paragraph (b) of this AD. (b) Inspect the main gear box (MGB) oil pump hydraulic unit drive gear splines in accordance with subparagraphs 1C(1) and 1C(2), and replace the drive gear, oil pump or both, as necessary, or return to service in accordance with the criteria set forth in subparagraph 1C(3), of Gazelle Service Bulletin No. 05.09a, dated March 10, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (c) Prior to the accumulation of 600 hours' time in service or within the next 10 hours' time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the last 190 hours' time in service, and thereafter at intervals not to exceed 200 hours' time in service from the last lubrication, comply with paragraph (d) of this AD. (d) Lubricate the splines in accordance with subparagraph 1C(4) of Gazelle Service Bulletin No. 05.09a, dated March 10, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. This amendment becomes effective January 30, 1976.
2013-13-06: We are adopting a new airworthiness directive (AD) for Arrow Falcon Exporters, Inc. (previously Utah State University); Firefly Aviation Helicopter Services (previously Erickson Air-Crane Co.); California Department of Forestry; Garlick Helicopters, Inc.; Global Helicopter Technology, Inc.; Hagglund Helicopters, LLC (previously Western International Aviation, Inc.); International Helicopters, Inc.; Precision Helicopters, LLC; Robinson Air Crane, Inc.; San Joaquin Helicopters (previously Hawkins and Powers Aviation, Inc.); S.M.&T. Aircraft (previously US Helicopters, Inc., UNC Helicopter, Inc., Southern Aero Corporation, and Wilco Aviation); Smith Helicopters; Southern Helicopter, Inc.; Southwest Florida Aviation International, Inc. (previously Jamie R. Hill and Southwest Florida Aviation); Tamarack Helicopters, Inc. (previously Ranger Helicopter Services, Inc.); US Helicopter, Inc. (previously UNC Helicopter, Inc.); West Coast Fabrication; and Williams Helicopter Corporation (previously Scott Paper Co.) Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P Helicopters; and Southwest Florida Aviation Model UH- [[Page 47532]] 1B (SW204 and SW204HP) and UH-1H (SW205) Helicopters. This AD requires creating a component history card or equivalent record for each main rotor grip (grip); determining and recording the total hours time-in- service (TIS) for each grip; visually inspecting the upper and lower tangs of the grip for a crack; inspecting the grip buffer pads for delamination and if delamination is present, inspecting the grip surface for corrosion or other damage; inspecting the grip for a crack using ultrasonic (UT) and fluorescent penetrant inspection methods; and establishing a retirement life for certain grips. This AD was prompted by three in-flight failures of grips installed on Bell Helicopter Textron (Bell) Model 212 helicopters, which resulted from cracks originating in the lower main rotor blade bolt lug. The actions are intended to prevent failure of the grip, separation of a main rotor blade, and subsequent loss of control of the helicopter.
75-12-07: 75-12-07 McCAULEY PROPELLER GOVERNORS: Amendment 39-2226. Applies to the following McCauley Governors installed on but not limited to Cessna 310P and 310Q aircraft models: Governor Models and Serial Numbers DCF290D1A/T2 721466 730108 721481 730113 721482 730115 thru 730121 721484 730208 thru 730219 721486 730223 thru 730227 721489 thru 721494 730268 thru 730272 721572 730274 thru 730279 721576 730423 thru 730430 721577 730432 thru 730437 721579 730439 thru 730458 721581 730460 thru 730466 730106 730482 thru 730490 DCFS290D1A/T2 730041 thru 730050 730331 730052 thru 730054 730390 thru 730394 730159 thru 730165 730635 thru 730643 730244 thru 730252 DCFU290D1A/T2 730150 thru 730152 730361 thru 730378 730155 730402 730236 thru 730243 730654 thru 730656 730350 thru 730359 730671 thru 730681 DCFUS290D1A/T2 730058 thru 730061 730304 thru 730311 730122 thru 730129 730505 thru 730508 730131 Compliance required as indicated, unless already accomplished. To prevent the possibility of loss of propeller pitch control including the inability to feather, and propeller-engine overspeeding inflight, accomplish the following: Within the next 100 hours' time in service after the effective date of this Airworthiness Directive, remove and replace the affected propeller governors in accordance with McCauley Service Bulletin No. 108 dated May 12, 1975, or later Federal Aviation Administration approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. (Cessna Multi-Engine Service Letter No. ME 75-12, dated May 16, 1975 also pertains to this subject.) The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Company, Box 7, Roosevelt Station, Dayton, Ohio 45417, and the Cessna Aircraft Company, Wallace Division, Box 1977, Wichita, Kansas 67201. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file of this AD which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Great Lakes Region. This amendment becomes effective June 6, 1975.
2013-14-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 airplanes. This AD was prompted by reports of spanwise cracks and corrosion in the wing center box upper skin and rear spar upper chord between left buttock line (LBL) 70.50 and right buttock line (RBL) 70.50 at body station (STA) 870. This AD requires repetitive inspections of the wing center box for cracking around certain fastener rows on the rear spar upper chord horizontal flange; for certain airplanes, repetitive inspections for cracking of the rear spar upper chord radius; for certain other airplanes, repetitive inspections for damage, cracking, and corrosion of the pressure \n\n((Page 43767)) \n\nseal; and repair if necessary. We are issuing this AD to detect and correct cracking and corrosion of the upper skin and rear spar upper chord of the wing center box, which could result in loss of the airplane wing and consequent loss of control of the airplane.
75-26-07: 75-26-07 De Havilland: Amendment 39-2455. Applies to all DeHavilland Model DHC-6 Series Twin Otter aircraft certificated in all categories. Compliance required as indicated to preclude the hazards of an electrical fire due to contact welding of the reverse current relay(s), Hartman part number A700AP or A700AAP. 1. For aircraft containing reverse current relays which have between 1000 to 2400 hours time in service since new or overhauled, or aircraft having reverse current relays which have less than 1000 hours time in service which have been used for cross generator engine starts, accomplish the following: (A) Within the next 25 hours time in service, after the effective date of this AD, unless already accomplished, (i) Remove the reverse current relays from the aircraft. (ii) Examine relay for indications of overheat. (iii) Inspect relay contact points under ten-power glass for signs of pitting, corrosion or other surface damage. If anyof the above conditions in 1(A) (ii) or 1(A) (iii) are present, replace relay with a serviceable unit before further flight. 2. This applies to aircraft containing reverse current relays with more than 2400 hours' time in service since new or overhauled. (A) Unless already accomplished, inspect relays in accordance with Paragraph 1(A) of this AD (B) Unless accomplished, within the previous 2400 hours' time in service after the effective date of this AD, conduct bench tests of reverse current relays within the next 100 hours' time in service after the effective date of this AD, in accordance with DeHavilland of Canada LTD. PSM 1-6-2 Part 7 or PSM 1-63-2 Chapter 24-30-00. 3. Within the next 10 flight hours, install the following placard in full view of the pilot: "CROSS GENERATOR ENGINE STARTING IS PROHIBITED, EXCEPT IN AN EMERGENCY." 4. Following a flight for which an emergency cross generator engine start was made, within the next 25 hours' time in service, accomplish the inspection required by paragraph 1(A) of this AD. 5. If any inspection required by this AD is not accomplished within specified time above, airplane may be flown in accordance with FAR 21.197 to a base where inspections can be made. This amendment is effective December 17, 1975.
72-06-02: 72-06-02 GRUMMAN-AMERICAN AVIATION CORPORATION: Formerly American Aviation. Amendment 39-1400 as amended by Amendment 39-1467 and 39-1887 is further amended by Amendment 39-1934. Applies to American Aviation (presently Grumman- American Aviation Corporation) all Models AA-1 and AA-1A, only Models AA-1B S/N's 0001 thru 0049, and only Models AA-5 S/N's 0001 thru 0209 certified in all categories. To detect worn and broken rudder aileron and elevator control cables and pulleys control cables, accomplish the following prior to the next flight after the effective date of this A.D. unless already accomplished within the last 75 hours and thereafter at intervals not to exceed 100 hours in service from the last inspection. a. Thoroughly clean and inspect all rudder aileron and elevator control pulleys and cables where the cables pass under the pulley grouping forward of the wing center spar. Worn control cables or cables with more than four (4) internal or external broken wires orpulleys indicating wear must be replaced with an unused part of the same part number or an equivalent part prior to next flight. b. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region, may adjust the repetitive inspection interval specified in this Airworthiness Directive. Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. Amendment 39-1400 was effective March 14, 1972, or was effective for all recipients of the airmail dispatches of February 2 and February 10, 1972 which contained this amendment. Amendment 39-1467 was effective June 27, 1972. Amendment 39-1887 became effective July 7, 1974. This Amendment 39-1934 becomes effective August 29, 1974.
2013-13-14: We are adopting a new airworthiness directive (AD) for various restricted category Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH- 1F, UH-1H, UH-1L, and UH-1P helicopters with certain main rotor hub inboard strap fittings (fittings) installed. This AD requires a magnetic particle inspection (MPI) of the fittings for a crack, and if there is a crack, replacing the fitting with an airworthy fitting. This AD is prompted by reports of cracked fittings on Bell model helicopters and the determination that these same part-numbered fittings may be installed on various restricted category helicopters. These actions are intended to detect a crack in a fitting, which may lead to failure of a fitting, loss of a main rotor blade, and subsequent loss of helicopter control.
74-23-01: 74-23-01 GATES LEARJET: Amendment 39-2000. Applies to Model 23 (Serial Numbers 23-003, 23-005, 23-006, and 23-008 through 23-099) and Model 24 (Serial Numbers 24-100 through 24-134) airplanes. Compliance: Required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible shorting of the external power receptacle terminals and battery positive terminal to adjacent structure, control cables and equipment, accomplish the following: A) On Model 23 (Serial Numbers 23-003, 23-005, 23-006, 23-008 and 23-009) airplanes, check to determine if the battery quick disconnects are installed and visually inspect the external power receptacle terminals for sealing and if not installed and/or properly sealed, prior to further flight, comply with Gates Learjet Service Bulletin No. SB-23/24-258, or later approved revisions. B) On Model 23 (Serial Numbers 23-010 thru 23-099) and Model 24 (Special Numbers 24-100thru 24-134) airplanes, visually inspect the external power receptacle terminals for sealing and if not properly sealed, prior to further flight, insulate the terminals in accordance with Gates Learjet Service Bulletin SB-23/24-258 or later approved revisions. C) 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 5, 1974.
2013-13-02: We are adopting a new airworthiness directive (AD) for all B-N Group Ltd. Models BN-2, BN-2A, BN2A MK. III, BN2A MK. III-2, BN2A MK. III-3, BN-2A-2, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A-27, BN-2A-3, BN-2A- 6, BN-2A-8, BN-2A-9, BN-2B-20, BN-2B-21, BN-2B-26, BN-2B-27, BN-2T, and BN-2T-4R airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as inadequate sealing of the fuel filler cap (fuel tank cap) and the fuel filler receptacle (fuel tank opening), which could lead to contaminated fuel and result in in-flight shutdown of the engine. We are issuing this AD to require actions to address the unsafe condition on these products.