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89-14-52: 89-14-52 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6291. Final copy of telegraphic AD issued July 7, 1989. Applicability: De Havilland Model DHC-8 series airplanes, Serial Numbers 3 and subsequent, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent asymmetric flap deployment, accomplish the following: A. Within the next 25 hours time-in-service after the effective date of this AD: 1. Visually inspect the flap drive primary torque tubes in the vicinity of station YW 170 of the left and right wing where it enters the outboard side of each nacelle for signs of damage/wear due to chafing. Torque tubes must be replaced prior to further flight if wear exceeds either 0.010 inch in depth or 180 degrees of the circumference of the shafts. 2. Inspect cooling ducts (Part Number DSC 287-12-70/60) in the vicinity of station YW 170 of the left and right wing where it enters the outboardside of each nacelle for possible interference with the primary flap drive torque tube. Reposition cooling duct as necessary to provide a minimum clearance of 0.3 inch with the primary flap drive torque tube. If reinforcement wires of the cooling duct are broken due to chafing, the cooling duct must be repaired prior to further flight and replaced within 30 days. 3. Perform an operational check of the torque sensor, and take any indicated corrective actions, in accordance with Maintenance Program Task 2750/11. Refer to "Maintenance Program, Supplementary Information, PSM 1-8-7/1-83-7, Volume 2, Procedures - 27, Page 15, dated 15 July 1988." B. Within 7 days after the completion of the inspections required by paragraph A., above, submit a report of findings, positive or negative, to the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York, 11581. Reports must include the airplane serial number. 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, New York Aircraft Certification Office, FAA, New England 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, New York Aircraft Certification Office. 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. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6291, AD 89-14-52) becomes effective on August 21, 1989, as to allpersons except those persons to whom it was made immediately effective by telegraphic AD T89- 14-52, issued on July 7, 1989, which contained this amendment.
2009-15-14: We are adopting a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) Model AB139 and AW139 helicopters. 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 aviation authority of Italy, with which we have a bilateral agreement, states in the MCAI that during the installation of a fire extinguisher bottle on a new helicopter, it was found that the electrical receptacle/connectors on the bottle which commands the firing of the extinguishing agent were swapped between engines No. 1 and No. 2. This condition could affect helicopters already in service and fire extinguisher bottles of the same part number in stock as spare parts. If not corrected, an improperly wired fire extinguishing bottle might cause the extinguishing agent to be discharged toward the unselected engine when the system is activated, rather than toward the engine with the fire. This AD requires determining if each engine has the proper outlet end on the electrical receptacle/connector that attaches the firing cartridge to the fire extinguisher bottle, and if not, replacing the fire extinguisher bottle. This AD is intended to prevent the fire extinguishing agent from not discharging toward the engine with the fire, which could result in loss of the helicopter due to an engine fire.
2009-16-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: This Airworthiness Directive (AD) is prompted due to reported corrosion on the bolts and in the bores of the attachment fittings for the engine mounting frame. The corrosion is caused by damaged cadmium plating of the bolts or damaged surface finish of the attachment fitting. Such a condition, if left uncorrected, could lead to crack initiation at the bolt and the fitting bore and subsequently to the failure of the engine attachment fitting. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-20-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that currently requires, among other things, repetitive inspections to ensure correct synchronization of the hydraulic control valves of the trimmable horizontal stabilizer (THS) actuator; replacement of the horizontal stabilizer actuator motors with new or serviceable motors and resynchronization of the valves, or adjustment of the synchronization, if necessary; and a functional test of the THS. This amendment adds a requirement to replace the hydraulic motor of the THS with an improved motor, which constitutes terminating action for the repetitive inspections. This amendment also expands the applicability to include additional 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 desynchronization of the hydraulic control valves, which could result in runaway of the horizontal stabilizer to its full up or down position, subsequent reduced maneuvering capability, and potential pitch upset.
98-24-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Burkhart GROB Luft-und Raumfahrt GmbH (Grob) Model G 109B gliders. This AD requires inspecting the elevator and trim tab for water, and assuring that the necessary drain holes are installed and existing drain holes are open. This AD also requires drilling any necessary drain holes and opening any existing drain holes that are closed; and, if a significant amount of water (more than 1/2 liter) is found in the elevator, assuring that the elevator ;s weight and residual momentum and the glider s center of gravity (C.G.) are within the limits specified in the flight manual, and adjusting the elevator s weight and residual momentum and the glider s C.G., as needed. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent water from penetrating the elevator and trim tab because of inadequate drainage, which could result in a delaminated elevator and trim tab structure with consequent elevator imbalance and flutter.
2009-16-05: 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: During the walk around check on a Fokker 50 (F27 Mark 050) aeroplane, extensive damage was found on the left hand (LH) inner flap and nacelle. The damage had been caused by a broken fork of the inner flap outboard drive shaft. This resulted in asymmetric flap extension and interference between the flap and the nacelle. A metallurgical investigation showed that the fork end failed in a fatigue mode. Most probably the failure was caused by the "cyclic load'' as a result of regularly reaching the mechanical end stop position. * * * * * This condition, if not corrected, could lead to further cases of asymmetric flap extension, possibly resulting in lossof control of the aeroplane. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-16-06: We are adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires installing an automatic shutoff system for the auxiliary fuel tank override/jettison fuel pumps (also referred to as center tank fuel pumps in the airplane flight manual (AFM)), revising the AFM to advise the flightcrew of certain operating restrictions for airplanes equipped with an automatic auxiliary fuel tank pump shutoff control, and, for certain airplanes, installing a placard to alert the flightcrew of certain fuel usage restrictions. This AD provides optional terminating actions for certain requirements. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent an overheat condition outside the center tank fuel pump explosion-resistance area that is open to the pump inlet, which could cause an ignition source for the fuel vapors in the fuel tank and result in fuel tank explosions and consequent loss of the airplane. \n\n\nDATES:This AD is effective September 9, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of September 9, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD as of September 4, 2001 (66 FR 39417, July 31, 2001).
87-04-12: 87-04-12 AIRBUS INDUSTRIE: Amendment 39-5536. Applies to Model A300 B2 and B4 series airplanes, serial numbers as listed in each applicable service bulletin, certificated in any category. To prevent propagation of cracks in fuselage frame 47, accomplish the following within the time period specified in each of the following paragraphs after the effective date of this AD, or prior to reaching the threshold number of landings indicated in each paragraph below, whichever occurs later, unless previously accomplished: A. FOR B2 SERIES AIRPLANES: 1. Prior to the accumulation of 6,000 landings, or within the next 300 landings after the effective date of this AD, whichever occurs later, inspect fastener holes A and B of frame 47, lefthand and righthand, in accordance with the accomplishment instructions of Airbus Industrie (AI) Service Bulletin A300-53-194, Revision 2, dated July 8, 1985. Repair cracks in accordance with the service bulletin. If no cracks are found, cold work the holes and install interference fit fasteners in accordance with the service bulletin. 2. Reinspect in accordance with AI Service Bulletin A300-53-196, dated February 4, 1985, at intervals not to exceed 6,000 landings. 3. Accomplishment of the modifications described in AI Service Bulletin A300-53-198, Revision 1, dated November 12, 1985, constitutes terminating action for the inspection requirements of paragraphs A.1. and A.2., above. B. FOR B2 SERIES AIRPLANES: 1. Prior to the accumulation of 5,000 landings, or within the next 300 landings after the effective date of this AD, whichever occurs later, inspect frame 47, lefthand and righthand, in accordance with the accomplishment instructions of AI Service Bulletin A300-53- 193, dated March 14, 1984. 2. If cracks are found, repair in accordance with the service bulletin. 3. If no cracks are found, further inspections are not required. C. FOR B4 SERIES AIRPLANES: 1. Prior to the accumulation of 7,000 landings or within the next 1,000 landings after the effective date of this AD, whichever occurs later, inspect frame 47, lefthand and righthand, fastener holes in accordance with AI Service Bulletin A300-53-200, Revision 2, dated February 6, 1986. 2. If cracks are found, repair in accordance with the service bulletin. 3. If no cracks are found, reinspect at intervals not to exceed 2,000 landings. 4. Accomplishment of the inspection and modification described in AI Service Bulletin A300-53-199, Revision 2, dated February 6, 1986, constitutes terminating action for the inspection requirements of paragraphs C.1. and C.2., above. D. 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. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive, who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This Amendment becomes effective March 9, 1987.
2009-15-09: 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: During inspections in production and on in-service aircraft, a number of Overheat Detection System (OHDS) installation non- conformities have been identified along the bleed air ducting. Some installation issues which may lead to a degraded leak detection capability have been reported. In case of hot air leakage, the potential degradation of the OHDS would not allow preventing damages to structure or components * * *. * * * * * Nonconforming installation or a failure of the OHDS could allow undetected leakage of bleed air from the hot engine/auxiliary power unit causing damage to the airplane structure and various airplane components and systems. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
98-15-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacing the existing roll spoiler control rods with improved parts. 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 bending stress to the fork end of the roll spoiler, which could result in failure of the roll spoiler and consequent reduced controllability of the airplane.
99-19-28: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120RT and -120ER series airplanes, that requires repetitive detailed visual inspections to detect discrepancies of the brake assemblies on the main landing gear (MLG), and replacement of the brake assemblies with new or serviceable brake assemblies, if necessary. This amendment is prompted by reports of fatigue cracking or splitting of the brake stator disk at the thermal expansion slots. The actions specified by this AD are intended to prevent failure of the brake assemblies of the MLG due to cracking or splitting of the stator disk, which could result in loss of brake effectiveness and could cause the airplane to leave the runway surface.
80-07-05: 80-07-05 BEECH: Amendment 39-3728. Applies to the following airplanes regardless of the category or categories of airworthiness certification: BEECH MODEL SERIAL NUMBERS 99 U-40, U-55, U-67, U-73, U-87, U-90 99A U-96, U-126 B99 U-152, U-153 A100-1 (Military RU-21J) BB-3 through BB-5 200 (Military RU-21J) BB-2, BB-6 through BB-599 BB-601 through BB-606 BB-608 through BB-613 BB-620 A200 (Military C-12A, C-12C) BC-1 through BC-75 BD-1 through BD-30 A200C (Military UC-12B) BJ-1 through BJ-8 200C BL-1 through BL-5 200T BT-1 through BT-10 F90 LA-2 through LA-15, LA-22 LA-23, LA-25, LA-26, LA-28 H90 (Military T-44A) LL-1 through LL-61 T-34C GL-2 GL-4 through GL-163 T-34C-1 GM-1 through GM-13 GM-15 through GM-71 GM-78 34C GP-1 through GP-6 COMPLIANCE: Required as indicated. In order to assure integrity of attachments of the outer wing panels to the wing center section, accomplish the following for the left and for theright sides of each affected airplane: A) Prior to the next flight unless already accomplished for compliance with the corresponding emergency AD transmitted by letter dated February 11, 1980 (for Models 99 and 200 Series) or a communique or service instruction specified by Table 1, below, accomplish the following at the lower forward wing attachment: NOTE: Hereafter in this AD, the words, "barrel nut assembly", "washer assembly", and "bolt" mean the parts and part numbers for an airplane as specified by Table 1, below: TABLE 1 Airplane Model (Read downward) 99, 99A, B99 200, A200, A200C, F90, H90 T-34C-1 200C, 200T, A100-1 34C, T-34C Barrel Nut Assembly RMLH7940T-144 RMLH7940T-162 RMLH7940T-144 RMLH7940T-162 or 113LH7940T-144 or 113LH7940T-162 or 113LH7940T-144 or 113LH7940T-162 Washer Assembly 90-380019-1 73757-16-58.6 73757-14-43.5 73757-16-58.6 or 90-380019-1 Bolt LWB22-14-46 LWB22-16-44 LWB22-14-46 NAS636-40 or VEP220121-16V44 or VEP220121-14V46 or NAS636-H40 Torque, Foot-Pounds, per Paragraph A)11. below 280 300 280 50-100 on jacks then 375 on wheels Beechcraft Safety Communique or Service Instructions 200-51A 200-51A, 200-52 200-52 or 200-51A, or or 200-52 or C-12-0053 T-44A-0038 T-34C-0140, or T-34C-1-0074 Part Number or Applicable Beech Maintenance Manual or Drawing Drawing 99-4023 101-590010-19, (90-590012-13+ 104-590025-5, 92-37443-1, Suppl. 92-37056) 92-37867, or 92-37443-2 or 109-590010-19 or 98-37986 1. Remove the bolt, washer assembly and barrel nut assembly from the lower forward wing attachment. After turning the bolt out of the barrel nut assembly, remove the bolt by hand without using any tool. Reposition the wing as necessary for such removal. a. Throughout all action required by this AD, keep parts of each washer assembly together so that parts of one assembly arenot intermingled with parts of another assembly. b. Thoroughly clean all removed parts with naphtha or methyl ethyl ketone (MEK), using a bristle brush as necessary. Prior to each subsequently specified action (until lubricant is applied) ascertain that the parts are clean, repeating the cleaning process whenever this is necessary. 2. Disassemble the barrel nut assembly sufficiently to separate the cradle from the threaded body of the nut. NOTE: Hereafter in this AD, the word "nut" means the threaded body in the barrel nut assembly. 3. Visually inspect the bolt, nut and cradle for reddish rust. Do not classify copper residue over cadmium plating as rust. 4. Using a 10X magnifying glass, visually inspect each bolt and nut for a pit or a crack in steel (not plating) material. For the bolt, pay particular attention to the fillet and shank, including threads. For the nut, pay particular attention to the chamfer (that faces the bolt head when installed) and perceptible threads adjacent to this chamfer. NOTE: Refer to Paragraph A)7., below. 5. Bake the bolt and nut continuously for 23 hours at 350 degrees to 400 degrees Fahrenheit and cool in still air. 6. After accomplishment of Paragraph A)5., above, use a magnetic particle method of Advisory Circular AC43.13-1A to inspect the bolt and nut for a crack, paying particular attention to locations specified in Paragraph A)4., above. For the bolt, use a fluorescent particle method with approximately 6000 ampere-turns in a coil to produce longitudinal magnetization in the bolt. For the nut, use any magnetic particle method with 500 to 700 amperes through a central conductor of at least 0.6-inch diameter through two nuts to produce circular magnetization. Demagnetize the bolt and nut after the above inspection. 7. Replace each rusted, pitted and/or cracked nut and bolt and each rusted cradle with a new part of a P/N shown by Table 1. Obtain the new part(s) from Beech Aircraft Corporation. Reassemble the barrel nut assembly. (Baking and field inspection of these new parts are not necessary.) (Caution: Do not recadmium plate any of the wing attachment components.) 8. Clean the bore and recessed washer/cradle seat area of the outboard and inboard wing fittings with naphtha or methyl ethyl ketone ("MEK"). Visually inspect these areas for burrs, gouges and coining. If any defect is found, contact Beech Aircraft Service Department, 9709 East Central, Wichita, Kansas 67201, telephone (316) 681-7261, 7278, 8365, or 7656, for rework disposition. 9. Treat the bore and recessed washer/cradle seat areas of the inboard and outboard wing fittings with Alodine 1200 or 1201. Allow the alodine coating to dry for 5 minutes. Wash the coating with water and blow dry with air without wiping. 10. Coat the Alodined areas of the wing fittings, the fillet, shank, and threaded portion of the bolt, the cradle, and all portions of the nut with eitherclean MIL-C-16173, Grade 2 compound or clean General Electric G322L Versilube. (General Electric Company, Silicone Products Department, Waterford, New York 12188, can help locate a source of G322L Versilube.) 11. Install the nut assembly along with the bolt and washer assembly. For this, except as noted below, use procedures in the Beech Maintenance Manual, or the Beech Drawing that is specified for an airplane by Table 1, above. a. Reuse of the washer assembly is authorized for compliance with this AD. b. Position the wing as necessary to allow the bolt to be inserted into the fittings by hand without the use of any tool. c. Use the standard procedure for tightening the bolt whenever a new washer assembly has been used. d. If a used washer assembly is being installed, tighten with measured torque as specified by Table 1, above, while the necessary correction for any adapter is made and while the socket does not bear against the fitting of the wingcenter section. Then, test the outer center ring of the washer assembly with a pin inserted in the test hole, and contact Beech Aircraft Service Department (See Paragraph A)8., above) if the ring rotates. e. Coat the entire portion of the bolt that projects beyond the nut assembly with material (MIL-C-16173 or Versilube) used for compliance with Paragraph A)10., above. B) Prior to approving the airplane for return to service, devise a procedure to assure that the MIL-C-16173 or Versilube used per Paragraph A), above, is not removed or destroyed while the airplane is in service or being washed. If necessary to accomplish this, fabricate and install appropriate markings and placarding. C) Between 90 and 110 hours time-in-service after accomplishment of action specified by Paragraph A) of this AD, check bolt tightness, using the same procedure that was used for accomplishment Paragraph A)11.c or A)11.d, above. D) Within 3 days after replacing a part in accordance with Paragraph A)7., above, submit a written report to the Federal Aviation Administration via an FAA M or D Report (FAA Form 8330-2) or a letter to the office specified in Paragraph F), below, and send the replaced part(s) to Beech Aircraft Corporation. E) A special flight permit in accordance with Federal Aviation Regulation 21.197 for a flight not exceeding a total of ten hours duration is permitted in order to accomplish this AD. The nearest FAA Flight Standards District Office may be contacted to obtain a telegraphic special flight permit. F) Any equivalent method of compliance with this AD must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. This amendment becomes effective on April 3, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA datedFebruary 11, 1980.
2009-11-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A310 series airplanes. That AD currently requires repetitive inspections of the fuselage skin to detect corrosion or fatigue cracking around and under the chafing plates of the wing root; repetitive inspections for fatigue cracking of frame 39, stringer 35; and corrective actions if necessary. The existing AD also provides for an optional terminating action for certain repetitive inspections, except for certain areas where corrosion was detected and reworked. This new AD reduces the intervals for accomplishing repetitive inspections in a certain area. This AD results from mandatory continuing airworthiness information originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to detect and correct fatigue cracks and corrosion around and under the chafing plates of the wing root, which couldresult in reduced structural integrity of the airplane. DATES: This AD becomes effective August 25, 2009. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of August 25, 2009. The Director of the Federal Register previously approved the incorporation by reference of Airbus Service Bulletin A310-53-2070, dated October 3, 1994, on June 3, 1998 (63 FR 23377, April 29, 1998).
61-03-06: 61-03-06 VICKERS: Amdt. 246 Part 507 Federal Register February 2, 1961. Applies to All Viscount Model 745D Aircraft With Dunlop "Inorganic" AH.50961/2 Main Wheel Brake Units. Compliance required as indicated, unless already accomplished. Due to failure of the main landing gear ram foot fitting brake attachment flange Pre-mod. .2781 standard, the following must be accomplished. (a) All brake, units P/N AH.50961/2 in service must be inspected at the next main wheel removal to ensure that shoulders of dowels) P/N AHO.36232) do not protrude above the surface of the torque plate, P/N AH.41181/2. Spare brake units must be inspected prior to installation.* Brake units on which the shoulders of the dowels are found to protrude above the surface of the torque plate are considered unairworthy until reworked in accordance with Vickers PTL No.225 or FAA approved equivalent. (b) When conducting the above inspection also inspect the ram foot fitting for cracks on the inside surface of the top portion of the brake attachment flange, with special attention to the blend radius at the base of the flange, using dye penetrant or FAA approved equivalent. If cracks are found in an area of the flange between the brake attachment holes and the blend radius itself, the ram foot fitting must be replaced or repaired prior to further flight. The defective part may be repaired in accordance with Vickers Mod. D.3000 or FAA approved equivalent provided only one flange is cracked. The ram foot fitting must be replaced if both flanges are cracked. (Vickers Preliminary Technical Leaflet No. 225 and Modification D.3000 cover this subject.) This directive effective March 3, 1961. *Whenever a brake unit is reassembled or initially installed on the ram foot, precautionary measures as detailed in Vickers PTL No. 225 should be observed.
82-26-51 R1: 82-26-51 R1 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4760. Applies to Bell Helicopter Textron, Inc., Model 412 helicopters certificated in all categories that are equipped with main rotor yokes P/N 412-010-101-109, -113, -117, and -121. (Airworthiness Docket No. 82-ASW-82.) Compliance is required as indicated (unless already accomplished.) To prevent failure of the main rotor yoke, accomplish the following: (a) Effective immediately, the retirement life of yoke assemblies P/N 412-010-101- 113, -117, and -121 is reduced to 700 hours. Yokes with more than 675 hours time in service on the effective date of this AD may be operated an additional 25 hours maximum. (b) Install flex indicator kit, Bell P/N 412-703-006-101, on yoke assemblies P/N 412-010-101-113, -117, and -121 within 25 hours time in service after the effective date of this AD. Before the first flight of each day perform an inspection of the flex indicators and perform corrective action when deflection is indicated in accordance with the instructions in Bell Alert Service Bulletin 412-82-9, dated 12/9/82, or an equivalent procedure approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Southwest Region. (c) Before the first flight of each day perform a visual inspection of yoke assemblies P/N 412-010-101-109, -113, -117, and -121 in the area of the flexure concentrating on the area from the mast to the damper bridges including the transition radii from the flexure to the damper bridge mounting area, on both upper and lower surfaces of the yoke. (d) In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. (e) Any equivalent means of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Southwest Region. NOTE: Refer to Bell Helicopter Textron, Inc., Service Bulletin 412-82-9, dated 12/9/82, or FAAapproved equivalent for flex indicator installation procedures. This amendment becomes effective December 2, 1983, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T82-26-51 issued December 8, 1982, which contained this amendment.
2009-15-13: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc., T5313 and T5317 series turboshaft engines. This AD requires initial and repetitive visual inspections and initial and repetitive ultrasonic inspections of combustion chamber housings (CCHs) for cracks. This AD results from eight instances of cracks in CCHs. Two of the instances resulted in an engine shutdown during flight. We are issuing this AD to detect cracks in the CCH, which could result in rupture of the CCH, leading to loss of engine power and damage to the helicopter.
2009-15-12: We are adopting a new airworthiness directive (AD) for certain Boeing Model 747-400 and -400D series airplanes. This AD requires installing new relays to allow the flightcrew to turn off electrical power to the in-flight entertainment (IFE) system and other non- essential passenger cabin systems through the left and right utility bus switches, and other specified actions. This AD results from an IFE systems review. We are issuing this AD to ensure that the flightcrew is able to turn off electrical power to the IFE system and other non- essential passenger cabin systems through utility bus switches in the flight compartment, in the event of smoke or fumes. The flightcrew's inability to turn off electrical power to the IFE system and other non- essential passenger cabin systems could result in the inability to control smoke or fumes in the airplane flight deck or passenger cabin during a non-normal or emergency situation.
82-01-07: 82-01-07 SIKORSKY AIRCRAFT: Amendment 39-4293. Applies to Models S-58/S-58T series helicopters certificated in all categories, including Military Type HSS-1, HSS-1F, HSS-1N, HUS-1, HUS-1A, HUS-1AN, HUS-1G, HUS-1Z, H-34A, H-34C, H-34J, CH-34A, CH-34C, HH-34F, HH-34J, SH-34G, SH-34H, SH-34J, UH-34D, UH-34E, UH-34G, UH-34J, VH34C, and VH-34D. To prevent possible fatigue failure of the horizontal hinge pins, replace main rotor head horizontal hinge pins, P/Ns S1610-23020-2, -3, and -4 with a serviceable part prior to the accumulation of 1,000 hours time in service or within 100 hours time in service after the effective date of this AD, whichever occurs later. Thereafter, replace horizontal hinge pin with a serviceable part at intervals not to exceed 1,000 hours time in service. All horizontal hinge pins whose hours time in service cannot be established are to be replaced with a serviceable part within 100 hours time in service from the effective date of this AD. Otheractions which provide an equivalent level of safety with this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. This amendment becomes effective February 1, 1982.
80-22-03: 80-22-03 BRITISH AEROSPACE, AIRCRAFT GROUP (formerly British Aircraft Corporation): Amendment 39-3945. Applies to Model BAC 1-11 series airplanes, certificated in all categories. Compliance is required as indicated. To prevent incompatibility between the bayonet connection of Fixed Sockets and Flow Selectors and the hose connection of oxygen masks which could preclude access to oxygen in the passenger cabin or the flight deck, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, unless already accomplished, check each Fixed Socket and Flow Selector, Normalair P/N's OP4730, 1205X000, 1930W000, or 1931W000 in accordance with either subparagraph (a) or (b) of paragraph 2.1.1 of British Aerospace, Aircraft Group, Alert Service Bulletin 35-A-PM5723, Issue No. 1, dated September 20, 1979, or an FAA-approved equivalent. (b) If it is found during the check required by paragraph (a) of this AD that a plug gauge or hose connector cannot be inserted fully into one or more Fixed Socket and Flow Selector - (1) Rework any defective Fixed Socket and Flow Selectors in accordance with paragraph 2B of Normalair Garrett Alert Service Bulletin 35-A23, Revision 1, dated November 26, 1979, or an FAA-approved equivalent; or (2) Label each such Selector "INOPERATIVE" in accordance with paragraph 2.1.2 of British Aerospace, Aircraft Group, Alert Service Bulletin 35-A-PM5723, Issue No. 1, dated September 20, 1979, or an FAA-approved equivalent. (3) Pending the accomplishment of paragraph (b)(1) or (b)(2) of this AD, either - (i) Install a portable oxygen breathing set at each "INOPERATIVE" Selector; or (ii) Restrict the operating altitude for the airplane to 8,000 feet or less; or (iii) Limit the number of passengers to no more than the number of operative selectors. (c) If any Normalair P/N OP4730, 1205X000, 1930W000, or 1931W000 Fixed Socket and Flow Selector is installed in an airplane after accomplishment of the check required by paragraph (a) of this AD, comply with paragraph 2.1.1 of British Aerospace, Aircraft Group, Alert Service Bulletin 35-A-PM5723, Issue No. 1, dated September 20, 1979, or an FAA- approved equivalent, on the newly installed Selector at the time of installation. (d) If an oxygen mask is installed in an airplane after accomplishment of the check required by paragraph (a) of this AD and the method used was that specified in paragraph 2.1.1(b) of British Aerospace, Aircraft Group, Alert Service Bulletin 35-A-PM5723, Issue No. 1, dated September 20, 1979, or an FAA-approved equivalent, comply with paragraph 2.1.1(b) with newly installed mask. (e) Within the next 1,200 hours time in service after the effective date of this AD, unless already accomplished, comply with paragraph 2.1.1(a) of British Aerospace, Aircraft Group, Alert Service Bulletin 35-A-PM5723, Issue No. 1, dated September 20, 1979, or an FAA- approved equivalent, and rework any defective Fixed Socket and Flow Selector in accordance with paragraph 2B of Normalair Garrett Alert Service Bulletin 35-A23, Revision 1, dated November 26, 1979, or an FAA-approved equivalent. After rework has been completed, remove the "INOPERATIVE" marking from reworked selectors. (f) If any Normalair P/N OP4730, 1205X000, 193W000, or 1931W000 Fixed Socket and Flow Selector is installed in an airplane after accomplishment of paragraph (e) of this AD, comply with paragraph 2.1.1(a) of British Aerospace, Aircraft Group, Alert Service Bulletin 35-A-PM5723, Issue No. 1, dated September 20, 1979, or an FAA-approved equivalent, and rework, if necessary, any defective Fixed Socket and Flow Selector in accordance with paragraph 2B of Normalair Garrett Alert Service Bulletin 35-A23, Revision 1, dated November 26, 1979, or an FAA-approved equivalent, at the time of installation. (g) If an equivalent means of compliance is used in complying with paragraph (a),(b), (c), (d), (e) or (f) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective October 28, 1980.
2009-14-13: 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 (two different MCAI) describes the unsafe condition as: FOCA AD HB 2002-271 was issued because the Nose Landing Gear (NLG) Right Hand (RH) upper drag link, Part Number (P/N) 532.20.12.140 was found broken on some aircraft due to fatigue cracking, and therefore a life limit of 4,000 landings was introduced. Recent investigation of a new occurrence revealed that the replacement part NLG RH upper drag link P/N 532.20.12.289 also suffered fatigue cracking, however on a different location. Complete failure of the NLG RH upper drag link could result in NLG collapse during landing. and This Airworthiness Directive (AD) is prompted by reports of several in-service cracked torque tubes. A reduced wall thickness produced during the manufacturing process has been determined to be the initial cause. Additionally, all the involved torque tubes have been found to show fatigue cracking problems. Such a condition, if left uncorrected, could lead to failure of the torque tube and result in loss of the steering control on ground and consequent unsafe condition. We are issuing this AD to require actions to correct the unsafe condition on these products.
83-02-10: 83-02-10 BOEING: Amendment 39-4550. Applies to Boeing Model 747 series aircraft certificated in all categories. Serial numbers as indicated in the following service bulletins. \n\n\tWithin the next 3000 hours time in service after the effective date of this AD, unless previously accomplished, modify the affected aircraft as noted below in accordance with the following service bulletins or later FAA approved revisions: \n\n\t1.\tApplies to aircraft listed in Boeing 747 Service Bulletin 27-2065 dated February 22, 1971. To prevent icing of the aileron control cables in the right wing gear wheel well, modify the aircraft in accordance with the Accomplishment Instructions of Boeing 747 Service Bulletin 27- 2065 dated February 22, 1971. \n\n\t2.\tApplies to aircraft listed in Boeing 747 Service Bulletin 27-2095 dated June 5, 1972. To prevent icing of the aileron control cables in the left wing gear wheel well, modify the aircraft in accordance with the Accomplishment Instructions of Boeing747 Service Bulletin 27-2095 dated June 5, 1972. \n\n\t3.\tApplies to aircraft listed in Boeing 747 Service Bulletin 27-2161 dated March 4, 1977. To prevent icing of the aileron control cables in the left wing gear wheel well, modify the aircraft in accordance with the Accomplishment Instructions of Boeing 747 Service Bulletin 27- 2161 dated March 4, 1977. \n\n\t4.\tApplies to aircraft listed in Boeing 747 Service Bulletin 51-2032 dated November 20, 1981. To prevent icing of the aileron control cables in the left wing gear wheel well, modify the aircraft by installation of an MS28778-8 "O" ring or replace the knurled nut with an AN818L- 10 nut in accordance with Boeing 747 Service Bulletin 51-2032 dated November 20, 1981. \n\n\t5.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region. \n\n\t6.\tAircraft may be ferried to a base for maintenance in accordance with Section 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tThe 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 31, 1983.
80-02-13: 80-02-13 AVCO LYCOMING: Amendment 39-3671. Applies to TO-360-C1A6D series engines serial numbers L-101-69A through L-264-69A except L-200-69A, L-246-69A and L-254-69A and all TO-360-C1A6D series engines overhauled (also known as remanufactured) by Lycoming prior to May 4, 1977. Compliance required within the next 50 hours in service after the effective date of this AD, unless already accomplished. To prevent possible loss of engine oil due to the failure of turbocharger oil drain flange P/N LW-14391, replace the turbocharger oil drain flange with oil drain flange P/N LW-16036 in accordance with AVCO Lycoming Service Bulletin No. 426 or FAA-approved 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. This amendment is effective January 22, 1980.
61-15-02: 61-15-02 FAIRCHILD: Amdt. 308 Part 507 Federal Register July 13, 1961. Applies to Type F-27 aircraft, all serial numbers (including FH-227 serial numbers). Compliance required as indicated. Because of cases of failure of the gimbal nuts in the wing flap actuating screwjacks which render the gimbal nuts unsafe for further use, the following shall be accomplished: (a) Until such time as the wing flap gimbal support installation is modified and new gimbal nuts are installed in accordance with Fairchild Service Bulletin No. 27-28 or equivalent, the following inspections shall be made within 100 hours' time in service since last inspected per Amendment 66, AD 59-26-4 and every 100 hours' time in service thereafter. (1) Check flaps for proper rigging in accordance with F-27 Maintenance Manual, Chapter 27, Subject 5, making sure that no preload exists between the inboard and outboard screwjack of each inboard and outboard flap. Lower flaps to approximately 16 1/2 degreesposition. Move flap up and down at the trailing edge and measure or sense with fingers for radial or linear play between screwjack and gimbal nut. If relative movement between the screwjack and gimbal nut exceeds 0.010 inch radially or linearly, the gimbal nut must be removed from the screwjack and the threads visually inspected for damage. Any indication of thread extrusion or roll calls for immediate replacement. If relative motion between the screwjack and the gimbal nut exceeds 0.030 inch linear or 0.045 inch radial, the gimbal nut must be replaced. (2) Conduct visual inspection for freedom of movement and lubricate all inboard and outboard wing flap gimbal nuts P/N's 27-165012-3, -4, -5, -6; P/N's 27-175023-3, -4; bushings P/N 27-165013-3, and spindles P/N's 27175017-21, 27-175022-3, 27-165011-21, 27- 165023-21. (b) When the wing flap gimbal support installation is modified and new gimbal nuts are installed in accordance with Fairchild Service Bulletin 27-28 or equivalent, the inspections specified in paragraphs (c) and (d) shall be accomplished. (c) Either the (c) (1) or (c) (2) inspection and lubrication procedures must be accomplished. The specified time period for compliance shall commence either at the time the modifications specified in paragraph (b) are incorporated or at the time of the last inspection per paragraph (a). (1) Every 125 hours' time in service, conduct an inspection per (c)(3) and lubricate all inboard and outboard wing flap gimbal nuts and screwjacks with grease, ANDEROL L-736 or equivalent, and lubricate universal joints and spindle gimbal nut bushings with oil, Spec. MIL-L-15016. (2) Every 150 hours' time in service, conduct an inspection per (c)(3). Every 75 hours' time in service, lubricate all inboard and outboard wing flap gimbal nut and screwjacks with grease, ANDEROL L-736 or equivalent, and lubricate universal joints and spindle gimbal nut bushings with oil, Spec. MIL-L-15016. (3) Lower flaps to 16.5degrees position and move flaps up and down at the trailing edge and check for axial and radial play between the screwjacks and gimbal nuts. If the relative motion between the screwjacks and gimbal nut exceeds the values listed below, the gimbal nut must be replaced prior to further flight except ferry flight in accordance with the provisions of CAR 1.76. Also, visually check the gimbal nuts in place on the aircraft for indications of thread extrusion or roll. If thread extrusion or roll is found, the gimbal nut must be replaced prior to further flight except ferry flight in accordance with the provisions of CAR 1.76. Gimbal Nut Axial Inch Radial Inch P/N's 27-165012-9, -10, -13, -14 0.035 0.030 P/N's 27-165012-17, -18 .050 .045 P/N's 27-175023-5, -6 .035 .030 (d) Every 600 hours' time in service after the modifications specified in paragraph (b) have been accomplished, the gimbal nuts must be removed from the screwjacks and visually inspected for damage. Ifthread extrusion or roll is found, the gimbal nut must be replaced prior to further flight except ferry flight in accordance with the provisions of CAR 1.76. (e) On all F-27 type (including FH-227 models) aircraft, the repetitive inspection and lubrication intervals required by (c) may be increased as specified in Fairchild Hiller Service Bulletin 27-46 (F-27), dated April 4, 1967, and 27-3 (FH-227), dated April 4, 1967, or later revisions approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, when the improved flap gimbal nut and actuating shaft are incorporated in accordance with these service bulletins, or equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. If wear is found exceeding the limits specified in these Service Bulletins, or if thread extrusion or roll is found, the gimbal nut must be replaced before further flight with an unused part of the same part number, or an equivalent part approvedby the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be made. (f) Upon request of the operator, an FAA maintenance inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Fairchild Service Bulletin 27-18A dated October 27, 1959, partially covers the subject of paragraph (a).) This supersedes AD 59-26-4. This directive effective July 13, 1961. Revised August 19, 1961. Revised September 6, 1961. Revised October 20, 1966. Revised August 17, 1967.
2009-15-01: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation (Type Certificate previously held by Raytheon Aircraft Company) Model G36 airplanes. This AD requires you to inspect for any improper installation and/or chafing of the P60/J60 electrical connector, associated wiring, and fuel line and, if found, correct the installation and replace damaged parts. This AD results from reports of chafing between the wire harness/connector(s) and fuel line. We are issuing this AD to detect and correct chafing between the wire harness/connector(s) and fuel line. This chafing could lead to fuel leaking into the cockpit and fire in the cockpit if wiring arcs through the fuel line.
83-15-02: 83-15-02 AVIONS MARCEL DASSAULT - BREGUET AVIATION: Amendment 39-4689. Applies to Falcon 10 aircraft serial numbers 1 through 153 inclusive. Compliance required within sixty days after the effective date of this AD. To prevent possible malfunction of the passenger door mobile latches and the door opening in flight, accomplish the following, unless already accomplished: 1. Install the stops for the passenger door mobile latches in accordance with paragraph 2, Accomplishment Instructions, of Avions Marcel Dassault-Breguet Aviation Service Bulletin F10 0190 dated October 24, 1979. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective August 1, 1983.