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92-09-04: 92-09-04 BRITISH AEROSPACE: Amendment 39-8229. Docket No. 91-NM-283-AD. Applicability: All Viscount Model 744, 745D, and 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of one or more of the landing gears, accomplish the following: (a) Within 500 hours time in-service or within 6 months after the effective date of this AD, whichever occurs first, accomplish the following procedures in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 319 (for Model 744 and 745D series airplanes) or PTL 188 (for Model 810 series airplanes), both dated March 14, 1990, as applicable: (1) Remove the nose and main landing gear retraction jacks. Remove the shuttle valve elbow connections, part numbers 70050-69 and 74450-117, and the shuttle, part number A5133-7, from the jacks, in accordance with the service bulletin. (2) Ream the bore of each shuttle valve elbow connection, and chamfer the elbow bore aperture to 45 degrees. Remove the swarf and clean each shuttle valve elbow. If any residual obstructions or burrs are detected, prior to further flight, remove them in accordance with the service bulletin. (3) Visually inspect the "hard chrome" plating of the shuttle for damage. If any damaged or binding shuttles are detected, prior to further flight, replace them with new parts, in accordance with the service bulletin. (4) Visually inspect the bores in the retraction jack cylinder ends for obstructions. If any obstructions or damaged parts are detected, prior to further flight, remove or replace them in accordance with the service bulletin. (5) Reassemble the shuttles and shuttle valve elbow connections to their respective retraction jacks. Immediately subsequent to installation and reassembly, perform bench checks on the retraction jack assemblies, in accordance with the Viscount Maintenance Manual, to ensure proper operation of the shuttle valves. If any malfunctioning parts are detected, prior to further flight, repair or replace them in accordance with the Maintenance Manual. Reinstall the retraction jacks on the airplane, bleed the hydraulic system and perform landing gear functioning checks in accordance with the Viscount Maintenance Manual. If any malfunctioning parts are detected, prior to further flight, replace or repair them in accordance with the Maintenance Manual. (b) An alternative method 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, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 tooperate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and repairs shall be done in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 319 (for Model 744 and 745D series airplanes), dated March 14, 1990; or PTL 188 (for Model 810 series airplanes), dated March 14, 1990. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O Box 17414, Dulles International Airport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on June 2, 1992.
49-32-01: 49-32-01 FLEETWINGS: Applies to All Model F-5 and F-401 Aircraft. Compliance required as soon as possible but not later than September 1, 1949. Because of recent accident believed to be due to failure of the rear engine support strut or its attachments, conduct close inspection of all engine support members and their attachments. Cracked or damaged member should be replaced or repaired.
47-06-03: 47-06-03 GLOBE: (Was Mandatory Note 6 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 314 to 408 Inclusive; 1038 to 1350 Inclusive; and 2011 to 2350 Inclusive. Compliance required prior to April 1, 1947. Replace the present collars at the attachment of the elevator cables to the control wheel shafts with redesigned collars, Globe P/N 11-532-1818-2. This is necessary to prevent fouling of the elevator cable links with the control wheel shafts. (Globe Customer Service Maintenance Bulletin No. 8 covers this same subject.)
70-07-01: 70-07-01 HAWKER SIDDELEY: Amdt. 39-960 as amended by Amendment 39-1416. Applies to Model DH 104 "Dove" airplanes. Compliance is required as indicated. (a) Within 25 hours' time in service after the effective date of this AD, visually inspect the tubular engine mounting structure, P/N 4EM.201A and 4EM.203A, for external evidence of internal corrosion (paint blistering, pin holes, etc.), cracks, or structural defects. (Particular attention should be given to the lower tubes and welded joints.) If any evidence of internal corrosion, cracks, or structural defects is found, before further flight comply with paragraph (c). If no evidence of internal corrosion, cracks, or structural defects is found, repeat the visual inspection within each 100 hours' time in service since the last inspection. (b) Conduct x-ray inspections of engine mounting frames in accordance with paragraph (c) as follows: (1) For engine mounting frames serial numbers DHB/1 and subsequent or prefixed by "DH/...", including those frames incorporating Modification PP.225, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last four years prior to the effective date of this AD, and thereafter at intervals not to exceed four years from the last inspection. (2) For engine mounting frames serial number prefix "S4/DHB/..." or "BGB/DHB/..." (manufactured to the standards of Modification PP.225), within 10 years after the date of manufacture and thereafter at intervals not to exceed four years from the last inspection. NOTE: See Hawker Siddeley Technical News Sheet Series: CT(104) No. 190, Issue 3, dated September 14, 1970, for dates of engine mount manufacture. (c) Conduct an x-ray inspection in accordance with Hawker Siddeley Technical News Sheet Series: CT (104) No. 190, Issue 1, dated August 24, 1964, or Issue 3, dated September 14, 1970, or FAA-approved equivalent. If internal corrosion, cracks,or structural defects are found, before further flight replace or repair the engine mounting frame in accordance with de Havilland Division Factory-approved instructions or an equivalent approved by the Chief, Aircraft Certification Staff, FAA European Region. If no internal corrosion, cracks, or structural defects are found, the frame may be returned to service. (d) Within 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 30 hours' time in service since the last inspection, visually inspect the engine mount pickup fittings for loose rivets and structural defects. If loose rivets or structural defects are found, before further flight replace or repair in accordance with de Havilland Division Factory-approved Instructions Technical News Sheet CT (104) No. 49, dated 2 February 1951, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA European Region. (e) Upon incorporation of Modification 524 (and repair R4W169), the 30-hour periodic inspection specified in paragraph (d) may be changed to inspections not to exceed 100- hour intervals. (f) It is requested that notification in writing of the results, positive and negative, of all of the above required inspections be given the Chief, Engineering and Manufacturing Branch, Aeronautical Center, AC-210. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174.) This supersedes AD 55-20-01, published in 21 F.R. 9538, and AD 65-20-02, Amendment 39-123. Amendment 39-960 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated February 3, 1970, which contained this amendment. This Amendment 39-1416 is effective April 24, 1972.
2010-14-12: This amendment adopts a new airworthiness directive (AD) for the Aeronautical Accessories, Inc. (AAI) Low Skid Landing Gear Forward Crosstube (crosstube) installed on the specified helicopters. This action requires replacing certain AAI serial-numbered crosstubes installed on these model helicopters. This amendment is prompted by the discovery of a defect in the raw material used in manufacturing certain crosstubes. The actions specified in this AD are intended to prevent failure of a crosstube and subsequent collapse of the landing gear.
86-24-05: 86-24-05 ROLLS-ROYCE plc (formerly Rolls-Royce Limited): Amendment 39-5458. Applies to Rolls-Royce (R-R) RB211-22B and -524 series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent intermediate pressure compressor (IPC) rotor and turbine (IPT) disc uncontained failure, remove and inspect or retire from service IPC rotors and IPT disks which were oversped prior to August 13, 1982, using the laboratory inspection referred to in R-R Mandatory Service Bulletin (SB) RB.211-72-5887, Revision 2, dated August 23, 1985, or FAA approved equivalent as follows: (a) For rotors and disks oversped in excess of 115 percent intermediate pressure rotor speed (N2) up to and including 120 percent N2: (1) Inspect for cracks at the first engine shop visit after the effective date of this AD, after having accumulated 4,000 or more cycles since overspeed. (2) Reinspect, thereafter, at intervals not to exceed 4,500 cycles in service.(3) Remove and retire cracked parts from service, prior to further flight, and replace with serviceable parts. (b) Remove and retire from service rotors and disks oversped in excess of 120 percent N2 at the first engine shop visit after the effective date of this AD, after having accumulated 3,000 or more cycles since overspeed. (c) Rotors and disks which have experienced multiple overspeeds are subject to the more stringent requirements of the applicable paragraphs (a) or (b) above for each of the overspeed events. (d) Rotors and disks that have experienced an overspeed that was read on a gauge calibrated only to 110 percent N2, and in the absence of substantiating data as to the magnitude of the overspeed, must be considered as having oversped beyond 120 percent N2 and are subject to the requirements of paragraph (b) above. NOTE: Shop visit is defined as the input of an engine into a repair shop where the subsequent engine maintenance entails one or more of the following: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "shop visit". (b) Removal of a disk, hub, or spool. (c) Removal of a main or angle gearbox. (d) Removal of fuel nozzles. 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. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. R-R Mandatory SB RB.211-72-5887, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Rolls-Royce plc, Technical Publications Department, P.O. Box 31, Derby DE2 8BJ, England. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 85-ANE-31, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on December 20, 1986.
72-18-02 R1: 72-18-02 R1 ROLLS-ROYCE LTD: Amendment 39-1506 as amended by Amendment 39-4638. Applies to Rolls-Royce DART Mk.506, 510, 511, 514, 515, 525 through 532 and variants series turboprop engines not incorporating Rolls-Royce DART Modification 1625 or 1626 fuel burners. Compliance is required as indicated, unless already accomplished. 1. Compliance for all affected DART engines except the Mk.530 is based on an effective date of August 24, 1972. 2. Compliance for the DART Mk.530 engine is based on an effective date of May 12, 1983. To prevent stress, corrosion, cracking, and failure of fuel burner shroud nuts accomplish the following: (a) At the next disassembly of an engine for cause, after the effective date of this AD, unless already accomplished, comply with paragraph (c). (b) For engines that have been out of service for more than 6 months, that are not stored in a moisture vapor-proof bag for which the humidity indicator shows "SAFE," before returning such an engine to service after the effective date of this AD, unless already accomplished, comply with paragraph (c). (c) Inspect the fuel burner shroud nuts, P/N RK14285, on each fuel burner shroud assembly, P/N RK14283A, in accordance with the following, as applicable: (1) Visually inspect the fuel burner shroud nuts, P/N RK14285, for failure and cracks. If any fuel burner shroud nuts are found failed or cracked, before further flight (i) replace each affected fuel burner shroud assembly, P/N RK14283A, with a serviceable assembly of the same part number or with an equivalent fuel burner shroud assembly that is approved for use in the engine; and (ii) Visually inspect the turbine, combustion chamber, discharge nozzle, and H.P. nozzle guide vanes for evidence of overheating and foreign object damage. If overheating or damage is found that exceeds the limitations in the approved Rolls-Royce maintenance manual for the engine, before further flight repairthe engine in accordance with that manual. (2) Visually inspect the fuel burner shroud nuts, P/N RK14285, for the symbol "H" engraved on a serration that is adjacent to a serration on which the symbol "C" is engraved. If any fuel burner shroud nuts, P/N RK14285, are found that are not so engraved, before further flight comply with subparagraph (c)(3) for those nuts. (3) Inspect one serration of each subject fuel burner shroud nut, P/N RK14285, for hardness and comply with one of the following: (i) If any fuel burner shroud nuts, P/N RK14285, are found that have hardness of 321 Brinnel (10mm-3000KG) or more, before further flight replace each affected fuel burner shroud assembly, P/N RK14283A, with a serviceable assembly of the same part number or with an equivalent fuel burner shroud assembly that is approved for use in the engine. (ii) For fuel burner shroud nuts, P/N RK14285, that are found to have hardness of less than 321 Brinnel (10mm-3000KG), before further flight vibro engrave the symbol "H" on the serration that was inspected in accordance with this paragraph, unless already accomplished, and vibro engrave the symbol "C" on an adjacent serration. Fuel burner shroud assemblies, P/N RK14283A, containing fuel burner shroud nuts, P/N RK14285 so engraved, may be returned to service. (Rolls-Royce DART Service Bulletin No. Da 73-68, dated October 1, 1971, covers this same subject.) Amendment 39-1506 became effective August 24, 1972 This Amendment 39-4638 becomes effective May 12, 1983.
80-03-08: 80-03-08 DeHAVILLAND: Amendment 39-3682. Applies to all DHC-6 model airplanes, certificated in all categories. To prevent possible asymmetric failure of the flap system due to cracking in the flap control rod tubes, accomplish the following: 1. On aircraft Serial Numbers 1 thru 427, within the next 20 hours in service or 30 days, whichever occurs first, after the effective date of this AD, unless previously accomplished within the last 180 hours in service or 60 days, whichever occurred last, visually inspect the tube ends of the rod assemblies, P/N's C6CW 1029-1, C6CW 1051-1 or C6CW 1024-1, and C6CF 1085-1 or -3, with a dye penetrant method using at least a ten power glass. (See WARNING on page 4 of DeHavilland Service Bulletin 6/388, paragraph 4. and paragraphs 5. and 6. of ACCOMPLISHMENT INSTRUCTIONS.) 2. If cracks are found, the rod assembly must be replaced before further flight with rods of the same part number or equivalent inspected and found serviceable in accordance with paragraph 1; or with new rods with the same part number or equivalent; or with new Post-Mod 6/1487 rods, incorporating EO 66818; or Mod 6/1710 and 6/1714 whose part numbers are listed in DeHavilland Service Bullet in No. 6/388, Table I. 3. If cracks are not found, repeat inspection in paragraph 1. within 200 hours in service or 90 days, whichever occurs first, and install flap control rod sleeves in accordance with Service Bulletin 6/388, ACCOMPLISHMENT INSTRUCTIONS, or approved equivalent. Following the installation of sleeves visually inspect using at least a ten power glass, in accordance with Service Bulletin 6/388, Page 9, Figure 1, at intervals not to exceed 400 hours in service or 90 days, whichever occurs first. 4. On aircraft Serial Numbers 1 thru 427, within 1600 hours in service or two years, whichever occurs first, from the effective date of this AD, unless previously accomplished, replace flap control rods listed in column entitled "Pre-Mod 6/1487" with the appropriate rods from the columns entitled "Retrofit Post-Mod 6/1487 Incorp. Mod 6/1710 and 6/1714" or "Post- Mod 6/1710 and 6/1714, New Product Rods", in Service Bulletin 6/388, Table I. Following the replacement, inspect in accordance with requirements in paragraph 6. 5. On aircraft Serial Numbers 428 thru 656 and aircraft Serial Numbers 1 thru 427 incorporating Post-Mod 6/1487 control rods, inspect rod ends in accordance with method in paragraph 1. and accomplish Mod 6/1710 and 6/1714 in accordance with Service Bulletin 6/388 ACCOMPLISHMENT INSTRUCTIONS, or approved equivalent, no later than 800 hours in service or one year, whichever occurs first, from the last inspection. Following the modifications, inspect in accordance with requirements in paragraph 6. 6. On aircraft Serial Numbers 657 and subsequent, visually inspect control rods using at least a ten power glass, in accordance with Service Bulletin 6/388, Page 9, Figure 1, at intervals not to exceed 800 hours in service or one year, whichever occurs first. 7. Report positive findings, including crack length, from any of the above inspections, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within 10 days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) 8. Equivalent parts and procedures must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 9. Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. NOTE: DeHavilland Service Bulletin 6/388, can be referred to for Inspection and Replacement Instructions pertaining to this subject. This Directive supersedes Airworthiness Directive 79-10-07. This amendment is effective February 7, 1980.
2021-24-18: The FAA is adopting a new airworthiness directive (AD) for all Viking Air Limited Model DHC-3 airplanes. 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 identifies the unsafe condition as fatigue damage of the wing strut lug fitting components and the fuselage to wing strut attachment (tie-bar). This AD requires determining service life limits for the wing strut fitting on the main spar and for the tie-bar and following instructions for removal and replacement of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2021-25-10: The FAA is adopting a new airworthiness directive (AD) for certain Daher Aerospace (type certificate previously held by SOCATA) (Daher) Model TBM 700 airplanes. 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 unsafe condition that is the subject of the MCAI is ice accumulation on the oil cooler air inlet duct fin. This AD requires modifying the oil cooler air induction duct. The FAA is issuing this AD to address the unsafe condition on these products.