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2005-25-18: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Sabreliner Model NA-265-40, NA-265-50, NA-265-60, NA-265-70, and NA-265-80 series airplanes. That AD currently requires repetitive inspections for discrepancies in the front and rear spars of the wing in the area of the wing center section, and in the lugs on the rear spar and wing trailing edge panel rib, and corrective actions if necessary. This new AD expands the applicability of the existing AD and requires new repetitive inspections for fuel leaks of the front and rear spars of the wing, and for discrepancies in the front and rear spars of the wing in the area of the wing center section, and in the lugs on the rear spar and wing trailing edge panel rib. This AD also requires related investigative and corrective actions, if necessary. This AD results from reports of cracking in the upper and lower flanges of the front and rear spars of the wing near the wing center section, and in thelugs on the rear spar. We are issuing this AD to detect and correct cracking or other discrepancies in these areas, which could result in structural failure of the wing.
2018-20-03: We are adopting a new airworthiness directive (AD) for certain Hoffmann GmbH & Co. KG model HO-V 62 propellers. This AD was prompted by the failure of the propeller blade lag screws. This AD requires removal of the affected propeller blades and installation of modified propeller blades marked with change letter ``A'' or ``B.'' We are issuing this AD to address the unsafe condition on these products.
95-02-15: 95-02-15 BOEING: Amendment 39-9134. Docket 94-NM-27-AD. Supersedes AD 92-07-11, Amendment 39-8207.\n \n\tApplicability: Model 747-100 series airplanes; as listed in Boeing Service Bulletin 747-57A2266, Revision 4, dated November 3, 1994; certificated in any category. \n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (f) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent fuel leakage onto an engine and a resultant fire, accomplish the following: RESTATEMENT OF ACTIONS REQUIRED BY AD 92-07-11, AMENDMENT 39-8207: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 747-57A2266, dated June 6, 1991, on which the optional terminating action (fastener replacement) specified in the original issue, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; of the service bulletin has not been accomplished: Perform a visual inspection and an ultrasonic inspection to detect cracks of the wing front spar web between front spar station (FSS) 636 and FSS 675 in accordance with Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; Revision 2, dated June 10, 1993; or Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994; at the time specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles until the inspections required by paragraph (b) of this AD are accomplished. \n\n\t\t(1)\tFor airplanes that have accumulated more than 20,000 total flight cycles as of May 4, 1992 (the effective date of AD 92-07-11, amendment 39-8207): Inspect within 6 months after May 4, 1992.\n \n\t\t(2)\tFor airplanes that have accumulated between 15,000 and 20,000 total flight cycles as of May 4, 1992: Inspect within 15 months after May 4, 1992. \n\n\t\t(3)\tFor airplanes that have accumulated less than 15,000 total flight cycles as of May 4, 1992: Inspect within 15 months after accumulating 15,000 total flight cycles. \n\nNEW ACTIONS REQUIRED BY THIS AD: \n\t(b)\tFor airplanes on which the terminating action (fastener replacement) specified in Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; has not been accomplished: Prior to the accumulation of 13,000 total flight cycles, or within 9 months after the effective date of this AD, or within 2,000 flight cycles after the immediately preceding inspection accomplished in accordance with paragraph (a) of this AD, whichever occurs later, accomplish the inspections specified in paragraphs (b)(1), (b)(2), and (b)(3) of this AD in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles. Accomplishment of these inspections terminates the inspections required by paragraph (a) of this AD. After the effective date of this AD, the inspections required by this paragraph shall be accomplished only in accordance with Revision 3 or 4 of the service bulletin. \n\n\t\t(1)\tPerform a detailed visual inspection to detect cracking of the wing front spar chords, stiffeners, and rib posts between the fastener heads between FSS 570 and FSS 684; and \n\n\t\t(2)\tPerform an ultrasonic inspection of the web under the upper and lower chord footprints to detect cracking of the wing front spar web between FSS 570 and FSS 684; and \n\n\t\t(3)\tPerform an ultrasonic inspection of the fasteners in the web-to-chords, and of the fasteners in the top two and bottom two rows in the web-to-stiffeners and web-to-rib posts of the wing front spar to detect cracked or broken fasteners between FSS 570 and FSS 684. \n\n\t(c)\tFor airplanes on which the terminating action (fastener replacement) specified in Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; has been accomplished: Within 18 months after accomplishing the terminating action specified in the original issue, Revision 1, or Revision 2 of the service bulletin, or within 9 months after the effective date of this AD, whichever occurs later, accomplish the inspections specified in paragraphs (c)(1), (c)(2), and (c)(3) of this AD in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles. After the effective date of this AD, the inspections required by this paragraph shall be accomplished only in accordance with Revision 3 or 4 of the service bulletin. \n\n\t\t(1)\tPerform a detailed visual inspection of the wing front spar chords, stiffeners, and rib posts between the fastener heads between FSS 570 and FSS 684; and \n\n\t\t(2)\tPerform an ultrasonic inspection of the web under the upper and lower chord footprints to detect cracking of the wing front spar web between FSS 570 and FSS 636 and between FSS 675 and FSS 684; and \n\n\t\t(3)\tPerform an ultrasonic inspection of the fasteners in the web-to-chords, and of the fasteners in the top two rows and bottom two rows in the web-to-stiffeners and web-to- rib posts of the wing front spar to detect cracked or broken fasteners between FSS 570 and FSS 636 and between FSS 675 and 684. \n\n\t(d)\tIf any crack in the web or any cracked or broken fastener is found during any inspection required by this AD, prior to further flight, oversize the fastener hole, perform an eddy current inspection to detect cracks in the fastener hole, and replace the fastener with an oversized fastener, in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Thereafter, continue to inspect the remaining fasteners in accordance with paragraph (b) or (c) of this AD, as applicable, until the terminating action specified in paragraph (e) of this AD is accomplished. If any crack is found that cannot be removed by oversizing the fastener hole, prior to further flight, repair inaccordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(e)\tReplacement of the fasteners in the web-to-chords and of the fasteners in the web-to-stiffeners and web-to-rib posts, as specified in Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994; with oversized fasteners on each wing spar in accordance with the service bulletin constitutes terminating action for the repetitive inspections required by paragraph (b) and (c) of this AD. \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle ACO. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(g)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(h)\tCertain inspections shall be done in accordance with Boeing Service Bulletin 747-57A2266, dated June 6, 1991, as indicated. The incorporation by reference of this document was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51 as of May 4, 1992 (57 FR 10415, March 26, 1992). Other inspections and replacement actions, as indicated, shall be done in accordance with Boeing Service Bulletin 747-57A2266, Revision 1, dated May 21, 1992; Boeing Service Bulletin 747-57A2266, Revision 2, dated June 10, 1993; Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; and Boeing Service Bulletin 747-57A2266, Revision 4, dated November 3, 1994. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(i)\tThis amendment becomes effective on March 23, 1995.
85-02-07: 85-02-07 CESSNA: Amendment 39-4991. Applies to Models 205, 205A (S/Ns 205-0001 thru 205-0577); 206, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F and TU206G (S/Ns 206-0001 thru U20606827); P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D and TP206E (S/Ns P206-O001 thru P20600647); 207, 207A, T207, and T207A (S/Ns 20700001 thru 20700773); 210G, 210H, 210J, 210K, T210K, 210L, T210L, 2l0M, T2l0M, 210N and T210N (S/Ns 21058819 thru 21064535); T210G, T210H, T210J, (S/N T210-0198 thru T210-0454) and P210N (S/Ns P21000001 thru P21000760) airplanes certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To eliminate the possibility of loss of the fuel selector roll pin installation, accomplish the following: (a) Visually inspect the fuel selector for free play. If free play exceeds 15 degrees, replace any components that exhibit loose or worn conditions, as necessary, to reduce the free play to this limit. (b) Safety the fuel selector shaft to yoke roll pin installation by installing safety wire through the roll pin in accordance with Cessna Single Engine Customer Care Service Information Letter SE84-5. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished provided fuel tank selection during flight is not performed. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400. This amendment becomes effective on March 6, 1985.
88-17-08: 88-17-08 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-5987. Applies to Lockheed Model L-1011-385 series airplanes, Serial Numbers 1001 through 1250, certificated in any category. Compliance is required within six months after the effective date of this Airworthiness Directive (AD), unless previously accomplished. To prevent injury to flight attendants, resulting from the use of unairworthy seat belts and shoulder harnesses, accomplish the following: A. Visually inspect flight attendant seat belts and shoulder harnesses for any wear, fraying, or stretching of belt webbing. Thereafter, continue to inspect the seat belts and shoulder harnesses at intervals not to exceed 1,500 hour time-in-service. Replace, prior to further flight, any unit showing excessive wear and/or damage. B. Install two-end shroud, Heath-Techna Part Number H0161-1, to all MPD2-1100- ( ) seats, in accordance with Lockheed Service Bulletin 093-25-517, dated July 23, 1987. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment, 39-5987, becomes effective September 5, 1988.
67-25-06: 67-25-06 PIPER: Amdt. No. 39-469, Part 39, Federal Register September 1, 1967. Applies to Piper Type PA-31 Aircraft Serial Numbers 31-2 to 31-29 inclusive; 31-31 to 31-38 inclusive; 31-40 to 31-45 inclusive; 31-48, 31-54. Compliance required as indicated unless already accomplished. Prior to next flight and every five hours time in service thereafter, until Piper replacement kit P/N 757-167 is installed; inspect oil cooler hoses P/N 41230-09 and P/N 41230-12 on each engine as follows: (a) Remove the hoses. (b) Cut steel bands which hold fire sleeve on hoses. (c) Remove fire sleeve and inspect hoses for broken strands of metal braid, stiffness, or discoloration. If broken strands of metal braid, stiffness, or discoloration are noted replace with new part. If none of the aforementioned defects are noted reinstall fire sleeve on hose using stainless steel safety wire in place of bands and thoroughly clean interior of hoses before reinstalling. (d) Hoses must be routed and clamped to provide maximum clearance from all exhaust system parts. Piper Service Bulletin No. 254 dated August 17, 1967. Piper Aircraft telegram dated August 4, 1967 and Federal Aviation Administration telegram of August 7, 1967 referencing oil cooler hoses on PA-31 aircraft covers this same subject. This amendment effective September 1, 1967. Revised October 27, 1967.
2018-19-06: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by reports of rejected take-offs due to untimely inboard flap retraction. This AD requires modification of the slat/flap control wiring and replacement of the slat/flap control box with an improved box. We are issuing this AD to address the unsafe condition on these products.
2018-19-18: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4-605R Variant F airplanes; and Model A300 F4-605R airplanes. This AD was prompted by reports of cracking on a certain frame (FR) angle fitting. This AD requires, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
99-27-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200, -200PF, and -200CB series airplanes, that requires repetitive inspections of the engine thrust control cable system to detect discrepancies of the wire rope, fittings, and pulleys; and replacement, if necessary. This amendment also requires a one-time inspection to determine the part number of certain pulleys and replacement of existing pulleys with new pulleys, if necessary; and modification of the engine thrust control cable installation. This amendment is prompted by reports of failure of certain engine thrust control cables. The actions specified by this AD are intended to prevent failure of certain engine thrust control cables, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane.
2018-20-07: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model MYSTERE-FALCON 50 airplanes. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new and more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
67-27-05: 67-27-05 MCDONNELL DOUGLAS: Amdt. 39-486 Part 39 Federal Register September 26, 1967. Applies to Model DC-9 Series airplanes delivered prior to September 8, 1967. \n\n\tCompliance required prior to the next departure from a maintenance base where the inspection can be accomplished by the operator but not later than 5 hours' time in service after September 26, 1967, unless already accomplished in accordance with Douglas Alert Service Bulletin No. A54-15 dated September 12, 1967, or wire constituting said Service Bulletin dated September 11, 1967, or later FAA-approved revision. \n\n\tDue to a report of a missing bolt in the area where the engine aft mount attaches to the spar cap of the pylon rear spar (which was attributed to the absence of a bolt hole in the clip located on the aft side of the pylon rear spar), accomplish the following: \n\n\t1.\tInspect the outboard end of the upper and lower spar cap of each pylon rear spar in the vicinity of the first fastener inboard of the holesto which the rear engine mount attaches. \n\n\t2.\tReplace any missing bolt or nut before further flight with a bolt (P/N MS 21250-05010) and/or nut (P/N H16-5), except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be accomplished. \n\n\t3.\tReport in writing any instances of a missing bolt or nut to Chief, Aircraft Engineering Division, FAA Western Region, within three (3) days after discovery. \n\n\tThis amendment effective on September 26, 1967, for all persons except those to whom it was made effective immediately by telegram dated September 11, 1967.
2018-17-14: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CF34-8E turbofan engines. This AD was prompted by a report from GE regarding a quality escape of nonconforming thrust reverser fire seals. This AD requires a one-time inspection of the gap between the core cowl seal and the pylon seal of the thrust reverser for correct gap width, and replacement of the seals, if needed. We are issuing this AD to address the unsafe condition on these products.
67-25-05: 67-25-05 MCDONNELL DOUGLAS: Amdt. 39-470, Part 39, Federal Register September 6, 1967. Applies to Model DC-8 Series Airplanes listed in Douglas Aircraft Division Service Bulletin No. 76-26, Revision No. 2, dated October 12, 1967, and Model DC-9 Series Airplanes listed in Douglas Aircraft Division Service Bulletin No. 76-15 dated July 28, 1967. \n\n\tCompliance required as indicated. \n\n\tTo ensure proper stowage of the thrust reverser (piggy-back) levers, and to prevent possible deployment of the thrust reversers in the event of an electrical malfunction in the autothrottle computer that causes inadvertent movement of the throttles to the mechanical stop position, accomplish the following: \n\n\t1.\tUnless electrical deactivation of the autothrottle system has already been accomplished in accordance with Paragraph (1) of AD 67-20-03, before further flight, deactivate the autothrottle system by pulling the autothrottle computer/amplifier circuit breaker and securing the circuit breaker in the open position. \n\n\t2.\tUnless already accomplished in accordance with Paragraph (2) of AD 67-20-03, before further flight, install a placard on the throttle pedestal in clear view of the pilot stating "autothrottle inoperative". \n\n\t3.\tReactivation of the autothrottle system and removal of the placard specified in Paragraph 2 of this AD may be accomplished immediately following the installation of a spring on each throttle lever assembly in accordance with Douglas Aircraft Division Service Bulletin No. 76-26 dated July 31, 1967, or later FAA-approved revision (in the case of Model DC-8 Series Airplanes) or Douglas Aircraft Division Service Bulletin No. 76-15 dated July 28, 1967, or later FAA-approved revision (in the case of Model DC-9 Series Airplanes). \n\n\tThis supersedes Amendment 39-436 (issued telegraphically on June 10, 1967, and later published in 32 F.R. 8890), AD 67-20-03. \n\n\tThis Amendment effective September 6, 1967.
94-03-01: This amendment supersedes an existing airworthiness directive (AD), applicable to McDonnell Douglas Model DC-9 series airplanes and C-9 (military) airplanes, that currently requires the implementation of a program of structural inspections to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This amendment requires, among other things, revision of the existing program to require visual inspections of additional structure. This amendment is prompted by new data submitted by the manufacturer indicating that certain revisions to the program are necessary in order to increase the confidence level of the statistical program to ensure timely detection of cracks in various airplane structures. The actions specified by this AD are intended to prevent fatigue cracking that could compromise the structural integrity of these airplanes.
67-24-01: 67-24-01 BELL: Amdt. No. 39-468, Part 39, Federal Register August 25, 1967. Applies to Model 204B Helicopters, Serial Numbers 2001 through 2064, with Slider, P/N 204-010-720-3, installed and to all Spare Sliders, P/N 204-010-720-3. Compliance required as indicated. To prevent failure of the Slider, accomplish the following one-time inspection for proper hardness: Remove the Slider in accordance with Section VI of the Model 204B Maintenance Manual. Determine the hardness of the Slider using hardness tester. Reading should be taken on the side of the flat plate. Reinstall only Sliders with a tensile hardness reading of 125,000 P.S.I. to 145,000 P.S.I. in accordance with Section VI of the Model 204B Maintenance Manual. For Sliders on tail rotor assemblies with less than 300 hours time in service, conduct the above inspection before further flight unless already accomplished. For sliders on tail rotor assemblies with 300 hours or more time in service, conduct the above inspection within the next 125 hours' time in service unless already accomplished. For spare Sliders, conduct the inspection before installation, unless already accomplished. (Bell Service Bulletin No. 204B-3 dated August 15, 1967, also pertains to this subject.) This amendment effective on August 16, 1967, for all persons except those to whom it was made effective immediately by telegram dated August 16, 1967.
2000-14-18: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires an inspection of the powered drive unit power wires within three feet of each affected powered drive unit termination for mechanical damage; and repair, if necessary. This action also requires revising the wire harnesses; splicing any additional length wire; routing and installing parts; and replacing the floor panels with new and retained floor panels. This action is necessary to ensure that the powered roller pans are positioned properly. Improperly positioned powered roller pans could pierce a powered roller wire harness and cause sparking that could ignite adjacent insulation material, which could result in smoke and fire in the center cargo compartment of the airplane. This action is intended to address the identified unsafe condition.\n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of August 11, 2000.Comments for inclusion in the Rules Docket must be received on or before September 25, 2000.
67-22-02: 67-22-02 BELL: Amdt. No. 39-452. Part 39, Federal Register July 29, 1967. Applies to Model 206A Helicopters, Serial Numbers 4 through 20, 22 through 48, 50 through 56, 59, 61, and 63. Compliance required as indicated below after the effective date of this airworthiness directive, unless already accomplished. To assure proper grounding of both fuel boost pumps and prevent a potentially explosive condition in the fuel tank due to improperly wired electric fuel boost pumps, accomplish the following inspection and modification: (a) Before further flight, determine by either of the following methods that the white wire from each fuel boost pump is connected to the aircraft system ground wire: (1) If the wire identification is legible, by reference to the Master Electrical Wiring Diagram in the Model 206A Maintenance and Overhaul Manual, confirm that helicopter system wires numbered Q2A18N (to the Forward Boost Pump), and Q4A18N (to the Aft Boost Pump) are connectedto the white wire from the corresponding boost pump. (2) If the wire identification is not legible, turn all switches off and disconnect each fuel boost pump white wire from the aircraft system wire. Check each aircraft system wire thus exposed for proper grounding using an ohmmeter or continuity checking device. If the grounding is confirmed by either of the above methods, disconnected wires may be reconnected and the helicopter returned to service for not more than 25 hours before the modification required by subparagraph 2 below is accomplished. If grounding is not confirmed by either of the above methods, the fuel pump leads may have been reversed. Use the Master Electrical Diagram in the Maintenance and Overhaul Manual to determine correct connections, and connect the pumps to the aircraft system accordingly. The helicopter may then be returned to service for not more than 25 hours' operation before the modification required by subparagraph 2 below is accomplished. (b) Within the next 25 hours' time in service, modify the fuel boost pump wiring in accordance with Part B, Bell Helicopter Company Service Letter, Model 206A-No. 21, Revision A, dated July 18, 1967, or an equivalent method approved by the Director, Southwest Region, Federal Aviation Administration. This amendment effective on July 29, 1967.
64-20-01: 64-20-01 HARTZELL: Amdt. 803 Part 507 Federal Register August 28, 1964. Applies to Models HC-C2YK-1/7666-2 Serial Numbers AW-1 to AW-603 and HC-E2YL-2B/7663-4 Propellers Serial Numbers BG-1 to BG-777. Compliance required as indicated. There have been incidents of failure of the plastic pitch change blocks in Hartzell HC- E2YL-2B and HC-C2YK-1 propellers which resulted in severe roughness or vibration in flight. To correct this condition, accomplish the following: (a) Inspect propeller blades for pitch change movement and replace plastic pitch change blocks as necessary in accordance with Hartzell Service Bulletin No. 86 revised June 17, 1964, within 10 hours' time in service after the effective date of this AD unless already accomplished within the last 10 hours' time in service, and thereafter within every 10 hours' time in service from the last inspection. (b) When the modification specified in Hartzell Service Bulletin No. 86, revised June 17, 1964, has beenaccomplished, the repetitive inspections specified in paragraph (a) may be discontinued. (Hartzell Service Bulletin No. 86, revised June 17, 1964, covers this same subject.) This directive effective August 28, 1964.
2018-20-09: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2 and MBB-BK 117 D-2 helicopters. This AD requires altering and re- identifying the overhead panel shock mount assembly (shock mount). This AD was prompted by the manufacturer's stress recalculations. The actions of this AD are intended to correct an unsafe condition on these products.
75-18-04: 75-18-04 LOCKHEED: Amendment 39-2343 as amended by Amendment 39-2514 is further amended by Amendment 39-3156. Applies to all Model 382 series airplanes, serial numbers 3946 and 4101 through 4541. On airplane serial numbers 3946 and 4101 through 4298 with 6300 hours or more total time in service, and on airplane serial numbers 4299 through 4541 with 9450 hours or more total time in service on the effective date of Amendment 39-3156, within the next 100 hours in service, unless already accomplished, ultrasonically inspect the outer wing lower panels at OWS 35 in accordance with Hercules Airfreighter Inspection Procedures SMP 515-A Card No. SP-61, revised August 5, 1975. Reinspect at the following intervals: (A) Airplane serial numbers 3946 and 4101 through 4298, at intervals not to exceed 3400 hours time in service from the last inspection until 20,000 hours, (without ECP 954) or 24,000 hours, (with ECP 954), at which time the interval is not to exceed 1700 hours from the lastinspection, and (B) Airplane serial numbers 4299 through 4541 at intervals not to exceed 6300 hours time in service from the last inspection. If a crack or cracks are found, before further flight, contact the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. Before the accumulation of more than 30,000 flight hours, preventive modification shall be installed in accordance with Lockheed Service Bulletin 382-57-43, or later FAA-Approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. The inspections required by this AD may be discontinued for those airplanes modified in accordance with the above paragraph. Amendment 39-2343 was effective August 22, 1975, and was effective August 6, 1975, for all recipients of the telegrams dated August 6, 1975, and August 8, 1975, which contained this amendment. Amendment 39-2514 became effective February 13, 1976. This Amendment 39-3156 becomes effective March 20, 1978.
2018-20-08: We are superseding Airworthiness Directive (AD) 2018-02-18, which applied to certain Airbus SAS Model A318, A319, and A320 series airplanes and Model A321-111, -112, -131, -211, -212, -213, -231, and - 232 airplanes. AD 2018-02-18 required revising the airplane flight manual (AFM) to provide guidance to the flightcrew for certain emergency procedures. This new AD requires revising the AFM, and for certain airplanes, removing a certain AFM revision. This AD also adds airplanes to the applicability. This AD was prompted by a determination that, when two angle of attack (AoA) sensors are adversely affected by icing conditions at the same time, data displayed on the back up speed scale (BUSS) could be erroneous. This AD was also prompted by a determination that the AFM needs to be revised for certain additional airplanes, and that the AFM may have been erroneously revised on certain airplanes not equipped with a BUSS function. We are issuing this AD to address the unsafe conditionon these products.
2005-24-05: This amendment adopts a new airworthiness directive (AD) for Boeing Vertol (Boeing) Model 107-II helicopters. This action requires a visual and magnetic particle inspection of the quill shaft. This amendment is prompted by the discovery of cracks in a quill shaft during a routine inspection. The actions specified in this AD are intended to detect a fatigue crack in a quill shaft and prevent separation of the quill shaft between the aft transmission and the mix box assembly, loss of rotor synchronization, and subsequent loss of control of the helicopter.
2005-22-02: The FAA is adopting a new airworthiness directive (AD) for all Gippsland Aeronautics Pty. Ltd. (Gippsland) Model GA8 airplanes. This AD requires you to repetitively inspect the upper and lower grooves of the forward cargo door slide for cracks, excessive wear, and excessive width. This AD also requires you to replace the forward cargo door slide if any of the above conditions are found during any inspection. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. We are issuing this AD to prevent failure of the forward cargo door slide caused by cracks, excessive wear, or excessive width. This failure could result in the cargo door detaching from the airplane in flight, potentially causing damage by hitting the back end of the airplane.
2005-18-02: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life-limited parts at each piece-part opportunity. This AD requires modifying the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2018-18-01: The FAA is superseding Airworthiness Directive (AD) 2018-10-11 for all CFM International S.A. (CFM) Model CFM56-7B engines. AD 2018- 10-11 required initial and repetitive inspections of certain fan blades and, if they fail the inspection, their replacement with parts eligible for installation. This superseding AD requires the same initial and repetitive inspections but revises the compliance time for the repetitive inspections. This AD was prompted by further analysis by the manufacturer that indicated a need to reduce the repetitive fan blade inspection interval based on ongoing root cause investigation of an April 2018 engine failure. The agency is issuing this AD to address the unsafe condition on these products.