Results
52-04-04: 52-04-04 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than July 1, 1952. Provide two separate and individually protected circuits for instrument panel lighting- each circuit to provide adequate panel illumination for necessary flight instruments. (G. L. Martin Co. Service Bulletin 118 and Trans World Airlines Engineering Order 5643 cover this same subject for the 202A).
87-04-14: 87-04-14 BRITISH AEROSPACE: Amendment 39-5540. Applies to British Aerospace (BAe) Model DH/HS/BH-125 series airplanes identified in BAe Service Bulletins 49-31-9286A and 49-32-9210A, both Revision 1, and both dated March 24, 1986, certificated in any category. Compliance is required within 6 months after the effective date of this AD. To reduce the possibility of APU fuel leakage in the rear equipment bay, and assure electrical bonding of the starter/generator to the airplane, accomplish the following, unless previously accomplished: A. Seal the APU plenum shroud at the turbine plenum drain outlet in accordance with BAe Service Bulletin 49-31-9286A, Revision 1, dated March 24, 1986, Modification No. 259286A. B. Install twin heavy duty bonding cables between the APU accessory case and ground terminal post 16 on the main engine beam in accordance with BAe Service Bulletin 49-32- 9210A, Revision 1, dated March 24, 1986, Modification No. 259210A. C. An alternate meansof 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. D. 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 the 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 British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 9, 1987.
2016-04-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires revising the maintenance or inspection program, as applicable, to include an airworthiness limitation for repetitive inspections of the web fastener holes in the overwing flex-tees. This AD was prompted by a report that certain web fastener holes in the overwing flex-tees at the wing-to- body interface might not have been deburred properly when manufactured. Fastener holes without the deburr chamfer applied can develop fatigue cracking. We are issuing this AD to detect and correct cracking in the web fastener holes in the overwing flex-tees, which can weaken the primary wing structure so it cannot sustain limit load.
2016-04-02: We are superseding Airworthiness Directive (AD) 2010-26-10, which applied to certain The Boeing Company Model 747-200C, -200F, - 400, -400D, and -400F series airplanes. AD 2010-26-10 required repetitive inspections for cracking of the lap joints, modification of certain lap joints, and certain post-repair inspections of the lap joints. This new AD adds new repetitive post-modification inspections for cracking in the lap joints, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) which indicated that certain lap joints are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking in certain lap joints, which could result in rapid depressurization and consequent reduced structural integrity of the airplane.
81-05-01: 81-05-01 CESSNA: Amendment 39-4049. Applies to Model 152, A152, 172N, 172P, R172K and 172RG airplanes certificated in all categories with the following serial numbers: \n\n\nModel\nSerial Numbers \n152\n15283592\t thru\t15284627 \nA152\nA1520879 thru\tA1520952\n172N\n17272885 thru\t17274009 \n172P\n17274010\t thru\t17274357 \nR172K\nR1723200 thru\tR1723403 \n172RG\n172RG0001 thru\t172RG0698\n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo reduce the possibility of fuel depletion due to incorrect fuel quantity markings within the next 25 hours time-in-service after the effective date of the AD, accomplish the following: \n\n\tA)\tVisually inspect the airplane fuel tank access cover using Figure 1 to identify the fuel tank capacity. \n\n\tB)\tWhen the actual fuel tank capacity has been determined: \n\n\t\t1)\tVisually inspect the placarding adjacent to the fuel filler openings, to verify that these markings agree with the actual fuel tank capacity;and \n\n\t\t2)\tVisually inspect the placarding adjacent to the fuel tank selector valve, and fuel gauge markings to verify that these markings agree with the usable fuel for the fuel tanks installed. \n\n\tC)\tParagraph A and B of this AD may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person provided the airplane is not used in air carrier service. An entry must be made in the Aircraft Maintenance Records indicating compliance with this AD. \n\n\tD)\tReplace any incorrect fuel gauges, fuel tank selector valve placards and/or fuel tank filler placards with those compatible with the fuel tank capacity. \n\n\tE)\tWithin forty-eight (48) hours after compliance with this AD notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect fuel gauges, fuel tank selector valve placards and/or fuel tank filler placards found during AD compliance. One acceptable means of making these reports is Malfunction or Defect Reports (FAA Form 8010). (Reporting approved by the Office of Management and Budget under 0MB No. 04- R0174.) \n\n\tF)\tThe airplane may be flown in accordance with FAR 21.197 to a location where paragraph D) of this AD may be accomplished. \n\n\tG)\tAny equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, FAA, Room 238, Mid-Continent Airport, Terminal Building No. 2299, Wichita, Kansas 67209; telephone (316) 942-4285. \n\n\tThis amendment becomes effective on March 2, 1981.\n\nFIGURE I\n\nFuel Tank \n\n\nLeft Side Shown \nRight Side Opposite
84-09-07: 84-09-07 MAULE AEROSPACE TECHNOLOGY (Formerly Maule Aircraft Corp.): Amendment 39-4860. Applies to Models M-4 and M-5 Series airplanes equipped with plug type drain fittings in the main and auxiliary fuel tanks certificated in any category. Compliance: Required within the next 50 hours time-in-service, unless already accomplished. To provide a convenient means to drain fuel system water contamination, accomplish the following: (a) Replace all plug type drain fittings in the main and auxiliary fuel tanks with quick drain valves in accordance with Maule Service Bulletin No. 5 and Maule Service Letter No. 32. NOTE: Some airplanes are not equipped with Auxiliary fuel tanks. (b) Install the following, or later FAA approved Flight Manual revisions or supplements as applicable in the airplane. M-4 AFM Rev. 2 M-5-180C Rev. D M-4-180C Rev. A M-5-210TC Rev. B M-4-220C Rev. 5 M-5-235C Rev. A (AFM dated 12 Aug. 81) M-5-210C Rev. B M-5-235C AFM(dated 6 April 1976) Supplement No. 13 M-5-220C Rev. A M-4-210 & M-4-210C AFM Supplement No. 10 (c) Airplanes may be flown in accordance with 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on May 12, 1984.
86-14-04: 86-14-04 FOKKER B.V.: Amendment 39-5343. Applies to Model F28 series airplanes as listed in Fokker Service Bulletin F28/27-161, dated May 6, 1985, certificated in any category. Compliance is required within 6 months after the effective date of this AD. To prevent uncontrolled movement of the horizontal stabilizer, accomplish the following, unless previously accomplished: A. Modify the horizontal stabilizer control unit in accordance with Fokker Service Bulletin F28/27-161, dated May 6, 1985. B. 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. C. 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 alreadyreceived the appropriate service document from the manufacturer, may obtain copies upon request to the Manager of Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 4, 1986.
2015-28-01: We are adopting a new airworthiness directive (AD) for certain Engine Alliance (EA) GP7270 turbofan engines. This AD was prompted by the manufacturer informing us that the inspection criteria and repair procedures in the maintenance manual for aft bolt holes of the high- pressure compressor (HPC) cone shaft on the affected engines is incorrect. This AD requires inspection of the HPC cone shaft and repair of affected parts, if needed. We are issuing this AD to prevent failure of the HPC cone shaft, which could lead to uncontained engine failure and damage to the airplane.
2016-02-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-113, A319-114, A320-211, and A320-212 airplanes. This AD was prompted by a report that the aft mount pylon bolts of the CFM56-5 engines may have been installed using the wrong torque values. This AD requires identification of engines that were installed using the wrong torque values and re-torque of the four aft mount pylon bolts of those engines. We are issuing this AD to detect and correct improper torque of the aft mount pylon bolts, which, if combined with any maintenance damage, could lead to aft engine mount failure, possibly resulting in engine detachment and consequent reduced control of the airplane.
62-19-04: 62-19-04 ROLLS-ROYCE: Amdt. 480 Part 507 Federal Register September 1, 1962. Applies to All Tyne 512 and 515 Engines With Pre-modification 750 Flame Tubes Installed. Compliance required as indicated. Investigation of an inflight failure of flame tubes on a Rolls-Royce Tyne engine reveals the need for the following corrective action. (a) Pre-modification 750 flame tubes shall be removed and replaced with new Pre-modification 750 or Modification 750 flame tubes as follows: (1) On engines not incorporating a clutch mounted tail bearing (Rolls-Royce Modification 549): (i) Pre-modification 750 flame tubes which have accumulated 325 or more hours' time service as of the effective date of this AD shall be replaced within the next 25 hours' time in service after the effective date of this AD. (ii) Pre-modification 750 flame tubes which have accumulated less than 325 hours' time in service as of the effective date of this AD shall be replaced prior to theaccumulation of 350 hours' time in service. (2) On engines incorporating a clutch mounted tail bearing (Rolls-Royce Modification 549): (i) Pre-modification 750 flame tubes which have accumulated 450 or more hours' time in service as of the effective date of the AD shall be replaced within the next 50 hours' time in service after the effective date of this AD. (ii) Pre-modification 750 flame tubes which have accumulated less than 450 hours' time in service as of the effective date of the AD shall be replaced prior to the accumulation of 500 hours' time in service. (b) If new Pre-modification 750 flame tubes are installed in accordance with paragraph (a), such flame tubes must be replaced with Modification 750 flame tubes prior to the accumulation of 350 hours' time in service. (Rolls-Royce Service Bulletin No. TY-72-375 concerns the same subject.) This directive effective October 2, 1962.
2016-02-01: We are superseding Airworthiness Directive (AD) 96-18-06 for certain Airbus Model A320-211 and -231 airplanes. AD 96-18-06 required visual inspections to detect cracks of the pressurized floor fittings at frame 36, and renewal of the zone protective finish or replacement of fittings with new fittings if necessary. Since we issued AD 96-18- 06, an extended service goal analysis by the manufacturer revealed that the compliance times and repetitive inspection intervals should be reduced to meet the design service goal. This AD retains the requirements of AD 96-18-06, with reduced compliance times and repetitive inspection intervals. This AD also adds Model A320-212 airplanes to the applicability. We are issuing this AD to detect and correct fatigue cracking in the pressurized floor fittings at frame 36, which could result in failure of a floor fitting and subsequent depressurization of the fuselage.
80-26-07 R1: 80-26-07 R1 GROUPEMENT d'INTERET ECONOMIQUE AIRBUS (AIRBUS INDUSTRIE): Amendment 39-3996 as amended by Amendment 39-4162. Applies to Model A300 series airplanes certified in all categories. Compliance required as indicated unless already accomplished. To detect improper installation of the APU generator feeder cable splices and to prevent a possible fire hazard, accomplish the following: A. Within one week after the effective date of this AD render the APU generator electrically inoperative and place an "APU GENERATOR INOP" placard in view of the flight crew in airplanes manufacturer serial numbers (MSN) 002 through 116 except 082, 089, 090, and 095, that have been modified in accordance with Airbus Industrie Modification No. 2676, until Paragraph E below is accomplished. B. Within the next 100 flights after the effective date of this AD, inspect the APU generator feeder cable splices at station 809VS of manufacturer serial numbers (MSN) 002 through 116 except 082, 089, 090, and 095, which have not been modified by Airbus Industrie Modification No. 2676, in accordance with paragraphs DD.2 and .3 of Airbus Industrie ALL OPERATORS TELEX (AOT) 24/80/102 dated October 30, 1980, or paragraph 2.B(1)(A) of Airbus Industrie Service Bulletin Number A300-24-048 dated January 6, 1981, or later FAA approved revisions. 1. If any indication of splice overheat is found or any crimped splices are not correct, replace all affected feeder cable splices in accordance with Paragraph E, below, prior to the next flight or render the APU generator electrically inoperative and place an "APU GENERATOR INOP" placard in view of the flight crew until Paragraph E, below, is accomplished. 2. If incorrect insulating heat shrink sleeves are discovered, but no indications of splice overheat or incorrectly crimped splices are found, flight operations may be continued with inspections every 100 flights, until the replacement required by Paragraph C, below, is accomplished. C. Replace all APU generator feeder crimped splices which have incorrect insulating heat shrink sleeves in accordance with Paragraph E, below, by July 1, 1981. D. Replace all APU generator feeder crimped splices covered by B(1), above, in accordance with Paragraph E, below, by July 1, 1981. E. Replace the splices and sleeves in accordance with Airbus Industrie AOT 24/80/102 dated October 30, 1980, or A300 Service Bulletin 24-048 dated January 6, 1981, or later FAA approved revisions. F. Within the next 250 flights from the effective date of this amendment, unless already accomplished, inspect the APU generator feeder cable splices at stations 808VS and 160VS of manufacturer serial numbers (MSN) 002 through 119, except 029, 090, 112, and 117, in accordance with paragraph 2.b of Airbus Industrie Service Bulletin A300-24-050, dated March 31, 1981, or later FAA approved revisions. 1. If any indication of splice overheat is found, replace the defective splice(s) plus the corresponding splices of the same phase in accordance with paragraph G, prior to the next flight, or render the APU generator electrically inoperative and place an "APU GENERATOR INOP" placard in view of the flight crew until paragraph G below is accomplished. 2. If incorrectly crimped splices are found, replace the defective splices before December 31, 1981, in accordance with paragraph G below. 3. If no indications of overheating or incorrect crimping are found, no further action is required. G. Replace the defective splices at stations 808VS and 160VS in accordance with Airbus Industrie Service Bulletin A300-24-049, dated March 31, 1981, or later FAA approved revisions. H. Alternative methods of compliance with this AD which provide an equivalent level of safety may be utilized when they are approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Groupement d'Interet Economique, Airbus Industrie, Avenue Lucien, Servanty - B.P. No 33, 31700 Blagnac, France. These documents may also be examined at the FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. Amendment 39-3996 became effective on December 30, 1980. This amendment 39-4162 becomes effective July 22, 1981.
81-24-09: 81-24-09 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4267. Applies to Lockheed Model 188A and 188C Series airplanes, certificated in all categories. Compliance required within 30 days after the effective date of this AD, unless already accomplished. To prevent a reduction in performance which could result in a hazardous condition, incorporate in the Limitations Section of the FAA-Approved Airplane Flight Manual a revision which specifies that all takeoffs and approaches must be performed with the synchronization control in the following position: For Hamilton Standard Propellers - SYNC MASTER switch-OFF For Aeroproducts Propellers - Synchronizer switch-SYNCH OFF. This amendment becomes effective December 28, 1981.
2016-01-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A319-113 and A319-114 airplanes; and Model A320-211 and A320-212 airplanes. This AD requires identifying affected engines, and doing a torque check of the forward engine [[Page 3295]] bolts on affected engines. This AD would also require, for any bolt rotation that is found, torqueing the bolt and eventually replacing the forward engine mount bolts, nuts, and washers, doing a fluorescent penetrant inspection and dimensional check of the affected bolt holes for local deformation and cracks, and doing corrective actions if necessary. This AD was prompted by an incorrect torque unit for the CFM56-5A engine forward mount fasteners that was inadvertently introduced into a certain Airbus airplane maintenance manual. We are issuing this AD to prevent loose bolts, which, if combined with induced maintenance damage, could lead to forward engine mount failure. An engine mount failure can result in an enginedetachment and consequent reduced control of the airplane, damage to the airplane, and injury to persons on the ground.
85-22-51: 85-22-51 LOCKHEED CALIFORNIA COMPANY: Amendment 39-5199. Applies to Lockheed Model L-1011-385 series airplanes certificated in any category. To prevent fires which may be ignited by damaged electrical wires, accomplish the following, unless previously accomplished: A. Within ten (10) days after the effective date of this AD, using the procedure described in Lockheed Service Bulletin 093-24-A127 dated October 29, 1985, inspect the auxiliary power unit (APU) cables and the No. 2 engine generator feeder cables located on the left side, between the second frame forward of pressure bulkhead and the pressure bulkhead, at approximately Waterline (WL) 179, for a minimum clearance of one-half inch between the cables and the closest part of the bleed air duct insulated cover. If the clearance is less than one-half inch, before further flight, adjust the cables to provide adequate clearance in accordance with Lockheed Service Bulletin 093-24-A127, dated October 29, 1985.B. Within ten (10) days after the effective date of this AD, inspect the APU cables and No. 2 engine generator feeder cables located on left side between the second frame forward of pressure bulkhead and the pressure bulkhead at approximately WL 179, which are routed adjacent to the bleed air duct, for proper clamping and condition of insulation. If insulation damage is found, check closely for wire damage. If damage to insulation or wires is found, before further flight, repair in accordance with FAA-approved maintenance procedures. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received these documentsfrom the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective January 10, 1986, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T85-22-51, issued October 30, 1985.
2015-25-10: We are superseding Airworthiness Directive (AD) 2011-24-05 for certain Airbus Model A330-201, -202, -203, -223, -243, -301, -302, - 303, -321, -322, -323, -341, -342, and -343 airplanes, and Model A340- 200 and -300 series airplanes. AD 2011-24-05 required repetitive inspections for cracking of the hole(s) of the horizontal flange of the keel beam, and repair if necessary. This new AD requires changing the inspection compliance times, and, for certain airplanes, adding a one- time ultrasonic inspection for cracking at a certain fastener hole. This new AD also provides optional terminating action for the repetitive inspections. This AD was prompted by a determination that the rototest inspection and applicable corrective actions of a certain fastener hole were inadvertently omitted from the requirements in AD 2011-24-05. We are issuing this AD to detect and correct cracking of the fastener holes, which could result in rupture of the keel beam, and consequent reduced structuralintegrity of the airplane.
69-12-05: 69-12-05 CANADAIR: Amendment 39-777. Applies to CL-44 Type airplanes. To detect cracks in certain interspar ribs accomplish the following: (a) Inspect for cracks the corners of the access cutouts in the interspar ribs at wing stations in accordance with the "Inspection Procedure" outlined in Canadair Service Information Circular (SIC) No. 373 dated June 11, 1968, disregarding paragraph 3 and 4, or later FAA- approved revision, or an FAA-approved equivalent inspection. (b) Replace cracked parts before further flight with a part of the same part number or an FAA-approved equivalent part, or repair cracked parts before further flight in accordance with Canadair Service Bulletin No. 475, or an FAA-approved equivalent repair. (c) The repetitive inspection required by (a) need not be performed if each of the above ribs are reinforced in accordance with Canadair Service Bulletin No. 475, or an FAA- approved equivalent alteration. (d) Equivalent parts, inspections, alterations, repairs and SIC revisions must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data through an FAA maintenance inspector. This amendment is effective June 27, 1969.
82-27-10: 82-27-10 ROCKWELL INTERNATIONAL: Amendment 39-4532. Applies to Model NA 265-65, Serial Numbers 465-1 through 465-76 and 306-114, certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible failure of the horizontal stabilizer trim actuator and loss of longitudinal trim capabilities, accomplish the following: A. Within the next 25 flight hours, disconnect and remove the flexible shaft interconnect, S. S. White Part Number 16023Y3.12, between the horizontal stabilizer trim actuators, Hoover Electric Company Part 11450. Place a dust cover over the flexible shaft holes. Instructions for airplane operation with this condition are presented in Airplane Flight Manual SR77-006. B. Within the next 25 flight hours and every 25 flight hours thereafter, accomplish the following: 1. Visually inspect the actuator dust cover/non-rotational sleeve for indications of leaking grease and bulging or cracking of the sleeve. If anyof these conditions exists, replace the actuator. 2. Visually inspect the actuator, in the fully retracted position, for indications of contact of the sleeve with the actuator base. Replace the actuator if contact occurs. C. Within the next 200 flight hours, or six months, whichever occurs first, inspect and rework each horizontal stabilizer trim actuator in accordance with Rockwell International Sabreliner Service Bulletin 82-3 dated September 30, 1982. Incorporation of this Service Bulletin constitutes terminating action for this AD. D. Issuance of a Special Flight Permit in accordance with FAR 21.197 is permitted for the purpose of moving affected airplanes to a location where the inspections and modifications required by this AD can be accomplished. E. Alternative means of compliance with this AD which provide an equivalent level of safety may be used if they are approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269-7000. This amendment becomes effective January 19, 1983.
2015-26-08: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-44-180 and PA-44-180T airplanes. This AD requires an inspection and, if necessary, modification of the emergency gear extension cable. This AD was prompted by a report of a misrouted emergency gear extension cable. We are issuing this AD to correct the unsafe condition on these products.
83-03-03: 83-03-03 GARLICK HELICOPTERS, HAWKINS & POWERS AVIATION, INC., WILCO AVIATION (BELL): Amendment 39-4556. Applies to Model UH-1 series helicopters certificated in restricted category. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo detect cracks and to prevent possible failure of the tail boom and fin, accomplish the following: \n\n\tWithin the next 30 hours' time in service after the effective date of this AD: \n\n\ta.\tConduct the following inspections: \n\n\t\t(1)\tVisually inspect the tail boom skin joint at tail boom Station 194 for fretting or cracking (inspect 10 inches forward and 10 inches aft of Station 194). \n\n\t\t(2)\tVisually inspect the vertical fin front spar cap at its intersection with the tail rotor gear box support fitting for cracks. \n\n\t\t(3)\tThe areas to be inspected are shown in Figure 1. \n\n\tb.\tFor aircraft found to have fretting or cracks by the inspections of paragraph a. above and for aircraft with more than 1,000 hours' time inservice, conduct a radiographic inspection of the tail boom Station 194 splice joint in accordance with Advisory Circulars 43-3 (Chapter 2) and 43-13-1A (paragraph 298) to MIL-STD-453 requirements, or FAA approved equivalent. \n\n\tc.\tAfter the initial inspections - \n\n\t\t(1)\tVisually inspect the tail boom skin and fin spar cap area in accordance with paragraph a. above, at intervals not to exceed 100 hours' time in service from the last radiographic inspection. \n\n\t\t(2)\tRadiographically inspect the tail boom skin in accordance with paragraph b. above at intervals not to exceed 500 hours' time in service from the last radiographic inspection. \n\n\td.\tReplace cracked skin panels with serviceable panels. \n\n\te.\tReplace cracked fin spar caps with serviceable parts. \n\n\tf.\tAny equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. \n\n\tg.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Manager, Aircraft Certification Division, 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. \n\n\th.\tIn accordance with FAR 21.197, flight is permitted to a base where the inspections required by this AD may be accomplished. \n\n\tThis amendment becomes effective March 14, 1983.
86-08-06 R1: 86-08-06 R1 GARRETT TURBINE ENGINE COMPANY (GTEC): Amendment 39-5275 as amended by amendment 39-5726. Applies to GTEC Model TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, -55B, and -61A turboprop engines. Compliance is required as indicated unless already accomplished. To prevent uncontained failure of the second stage turbine rotor assembly, accomplish the following: (a) Radiographically inspect Part Number 865037-10 through -70 second stage turbine stator seal plate assemblies installed in TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, and -55B turboprop engines within the next 200 engine hours time in service after April 18, 1986, or prior to the next 500 engine hours time in service since the last engine overhaul, whichever comes later, and at intervals not to exceed 300 engine hours thereafter in accordance with the accomplishment instructions of Garrett Alert Service Bulletin TPE331-A72-0522, Revision 2, dated July 1, 1987, except that useof prior issues of this service bulletin are acceptable for inspections conducted before the effective date of this amendment. (b) Radiographically inspect Part Number 865037-80 second stage turbine stator seal plate assemblies installed in TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, and -55B turboprop engines and Part Number 865037-10 through -80 stator assemblies installed in TPE331-61A turboprop engines within the next 200 engine hours time in service after the effective date of this amendment, or prior to the next 500 engine hours time in service since the last engine overhaul, whichever comes later, and at intervals not to exceed 300 engine hours thereafter in accordance with the accomplishment instructions of Garrett Alert Service Bulletin TPE331-A72-0522, Revision 2, dated July 1, 1987. (c) Radiographically inspect Part Number 865037-10 through -80 second stage turbine stator seal plate assemblies installed in TPE331-25AA, -25AB, -25DA, -25DB, -25FA, -43A, -43BL, -47A, -55B, and -61A turboprop engines within the next 200 engine hours time in service after the effective date of this amendment, to determine cooling jet orientation in accordance with the accomplishment instructions of Garrett Alert Service Bulletin TPE331-A72-0560, dated July 1, 1987. This is a one-time requirement. NOTE: The radiographic film obtained from a previously inspected engine can be used to determine compliance with paragraph (c) of this amendment. (d) Remove the engine from service prior to further flight if the second stage turbine stator seal plate assembly fails to meet the above service bulletin radiographic inspection standards for misassembly or warpage. Repair the engine per the accomplishment instructions of the applicable service bulletin before return to service. NOTE: GTEC has also provided instructions for accomplishing an interim rotational check of the engine in paragraph 2.A. in Garrett Alert Service Bulletin TPE331-A72-0522,dated July 1, 1987. The FAA has approved and encourages operators to perform this inspection at 25 hour intervals until the radiographic inspection is accomplished; however, the rotational check is not mandatory. Aircraft may be ferried in accordance with the provisions of FAR's 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, Los Angeles Aircraft Certification Office, Federal Aviation Administration, Northwest Mountain Region, 4344 Donald Douglas Drive, Long Beach, California 90808. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Los Angeles Aircraft Certification Office, may adjust the compliance time specified in this AD. Garrett Alert Service Bulletins TPE331-A72-0522, Revision 2, dated July 1, 1987, "Engine - Turbine Section - Inspect Second Stage Stator Assembly" andTPE331-A72-0560, dated July 1, 1987, "Engine - Turbine Section - Inspect Second Stage Stator Assembly" identified and described in this document, 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 Garrett Airline Service Division, Technical Publications Department 65-70, P.O. Box 29003, Phoenix, Arizona 85072; telephone (602) 225-2969/2973. These documents 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, Room 311, Rules Docket No. 86-ANE-10, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment 39-5726 amends Amendment 39-5275 (51 FR 12989; April 17, 1986), AD 86-08-06. This amendment 39-5726 becomes effective on December 21,1987.
86-05-09: 86-05-09 FAIRCHILD: Amendment 39-5252. Applies to all Model F27 and FH227 series airplanes certificated in any category. Compliance required as indicated. To detect cracks in the FH227 and F27 main landing gear drag strut assemblies due to the bores of some tubes having surface break-up generated during the drawing process, accomplish the following, unless previously accomplished: A. For airplanes which have accumulated 20,000 landings or more prior to the effective date of this AD, within 400 hours time-in-service after the effective date of this AD, using eddy current or ultrasonic inspection equipment and procedures, inspect the left and right upper main undercarriage drag stay for flaws, in accordance with the Accomplishment Instructions and sketches outlined in Dowty Rotol Service Bulletin 32-45N (for Model FH227 airplanes) or Service Bulletin 32-81C (for Model F27 airplanes), dated October 16, 1981. B. For airplanes which have accumulated more than 10,000landings but less than 20,000 landings prior to the effective date of this AD, within 800 hours time-in-service after the effective date of this AD, using eddy current or ultrasonic inspection equipment and procedures, inspect the left and right upper main undercarriage drag stay for flaws in accordance with the Accomplishment Instructions and sketches outlined in Dowty Rotol Service Bulletin 32-45N (for Model FH227 airplanes) or Service Bulletin 32-81C (for Model F27 airplanes), dated October 16, 1981. C. Within 2,000 hours time-in-service after the effective date of this AD, visually inspect the left and right upper main undercarriage stay in accordance with Dowty Rotol Service Bulletin 32-45N (for Model FH227 airplanes) or Service Bulletin 32-81C (for Model F27 airplanes), Item 2B(1)(2)(3)(4), dated October 16, 1981. D. If, as a result of the inspections referred to in paragraphs A. and B., above, flaws are detected, replace damaged part with a serviceable part prior tonext flight. E. Upon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. F. 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 inspection requirements of this AD. G. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this proposal who have not already received these documents from the manufacturer may obtain copies upon request to Fairchild Industries, Inc., Fairchild Republic Division, Hagerstown, Maryland21740. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective April 13, 1986.
60-08-04: 60-08-04 LOCKHEED: Amdt. 132 Federal Register April 14, 1960. Applies to All Models 1049 Series and 1649A Aircraft. Compliance required as indicated. As a result of several cases of rudder torque tube failure (P/N 306525-2 and P/N 306525- 3), attributed to stress corrosion, the following inspection must be accomplished: Within the next 300 hours' time in service on all aircraft which have accumulated 5,000 hours' time in service, visually inspect for cracks, using a 10-power magnifying glass, the lower attachment portion of the upper rudder torque tube and the upper attachment portion of the lower rudder torque tube. If cracks or crack indications are found, reinspect the above area using dye penetrant or equivalent. (The cracks progress along the longitudinal direction from the edge of the tube to the first row of bolt holes and beyond. The cracks may also emanate from the second row of bolt holes.) Replace the torque tube prior to further flight if the tube is cracked beyond the first 3/8- inch bolt attachment hole or if the tube is cracked at the second row of 5/16-inch bolt attachment holes. If the tube is cracked from the edge to the first 3/8-inch bolt hole a repair may be used provided the repaired tube is reinspected in the above manner every 300 hours until replaced. The repair must be made prior to further flight and consists of the addition of two 1/4-inch blind lockbolts or Jobolts, located one on each side of the crack, spaced halfway between the existing 3/8-inch bolt holes and in line with these bolts. The maximum number of cracks permitted is two. If the crack progresses beyond the 3/8-inch bolt attachment hole, with the repair installed, replace the torque tube prior to further flight. If no cracks are found, reinspect visually every 1,300 hours' time in service. If torque tubes are replaced with new parts (P/N 306525-5 or P/N 306525-7), no further special inspections are required. (Lockheed Service Letter FS/237201 coversthis same subject.) Revised August 19, 1960.
2015-26-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C1, AS332L1, AS332L2, EC225LP, AS-365N2, AS 365 N3, EC 155B, and EC155B1 helicopters with an energy absorbing seat (seat). This AD requires inspecting for the presence of labels that prohibit stowing anything under the seat. If a label is missing or not clearly visible to each occupant, we require installing a label. This AD was prompted by the discovery that required labels had not been systematically installed. The actions of this AD are intended to prevent objects from being stowed under the seat as these objects could reduce the energy-absorbing function of the seat, resulting in injury to the seat occupants during an accident.
64-28-01: 64-28-01 HARTZELL: Amdt. 39-14 Part 39 Federal Register December 16, 1964. Applies to Models HC-12X20-1, -2, -3, -5, and -7B Propellers Equipped with C-49-2B and C-49-2C Hub Spiders Having Serial Numbers 4220 through 5400 Installed on Downer (Republic) RC-3; Navion, Navion A; and Grumman G-44 Series Aircraft. Compliance required as indicated. As a result of loss of propeller blade due to failure of a hub spider, accomplish the following: (a) Visually inspect propeller hub spiders for cracks in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, within 10 hours' time in service after the effective date of this AD, and at intervals thereafter not to exceed 25 hours' time in service from the last inspection until modification in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, is accomplished. Replace cracked parts before further flight (b) Replace propeller hub spiders having accumulated less than 400 hours' time in service since new or last overhaul in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, prior to the accumulation of 500 hours' total time in service since new or last overhaul. (c) Replace propeller hub spiders having accumulated 400 or more hours' time in service since new or last overhaul in accordance with Hartzell Service Bulletin No. 32 amended August 11, 1964, prior to the accumulation of 100 hours' time in service after the effective date of this AD. (Hartzell Service Bulletin No. 32 dated March 9, 1955, amended August 11, 1964, covers this subject.) This directive effective January 15, 1965 Revised April 8, 1965. Revised June 18, 1965.