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2011-09-51: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This emergency AD was sent previously to all known U.S. owners and operators of PIAGGIO AERO INDUSTRIES S.p.A (Piaggio) Model PIAGGIO P-180 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Prompted by reports of water accumulated in the lower part of the fuselage on a number of Piaggio Model P.180 aeroplanes, which resulted in jamming of the flight controls, on 17 December 2010, the Federal Aviation Administration (FAA), the authority of the State of Registry of the affected aeroplanes, issued Emergency AD 2011-01-51 to require an immediate functional test of the fuselage drain holes and a report of the results to the FAA. That AD was later superseded, on 20December 2010, by FAA Emergency AD 2011-01-53. This condition, if not detected and corrected, could, when the aeroplane reaches and holds an altitude where the temperature is below the freezing point, cause the flight controls to freeze and jam, possibly resulting in loss of control of the aeroplane. Since these AD actions were taken, Piaggio Aero Industries, the type design approval holder and manufacturer of these aeroplanes, have published Alert Service Bulletin (SB) 80-0324, which describes the same inspection, testing and correction instructions as contained in the FAA Emergency AD. EASA AD 2010-0269-E required the inspection and functional testing of the fuselage drain holes, corrective actions depending on findings, and reporting of the findings to Piaggio Aero Industries. Following issuance of EASA AD, another event of in-flight blockage of flight controls was reported by an operator. The aeroplane was already compliant with EASA AD 2010-0269-E, and during accomplishment of the AD required inspection no discrepancies had been noted, nor water or ice accumulation were reported. As a consequence, additional drain holes were not drilled. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
98-18-11: This amendment adopts a new airworthiness directive (AD), applicable to Schweizer Aircraft Corporation and Hughes Helicopters, Inc. Model 269A, 269A-1, 269B, 269C, 269D, and TH-55A helicopters, that requires a visual inspection of the bond line between the main rotor blade abrasion strip (abrasion strip) and the blade for voids, separation, or lifting of the abrasion strip; a visual inspection of the adhesive bead around the perimeter of the abrasion strip for erosion, cracks, or blisters; a tap (ring) test of the abrasion strip for evidence of debonding or hidden corrosion voids; and removal of any blade with an unairworthy abrasion strip and replacement with an airworthy blade. This amendment is prompted by four reports that indicate that debonding and corrosion have occurred on certain blades where the abrasion strip attaches to the blade skin. The actions specified by this AD are intended to prevent loss of the abrasion strip from the blade and subsequent loss of control of the helicopter.
98-18-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Britten-Norman Ltd. (PBN) BN-2, BN-2A, BN-2B, and BN-2A MK. 111 series airplanes that are equipped with a PBN Modification NB/M/256, 50A generator system. This AD requires inspecting the airplanes that are equipped with a 50A generator system for a 70A generator. If a 70A generator is installed, this AD requires replacing the 70A generator with a 50A generator, or (for the BN-2, BN-2A, and BN-2B series only) upgrading the airplane generator system to a 70A system to match the 70A generator. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect and correct damage to the components of the electrical system, which could result in electrical system failure during critical phases of flight.
79-13-07: 79-13-07 SWEARINGEN : Amendment 39-3503. Applies to Models SA226-T, S/N T201 through T291 except T276; Model SA226-T(B), S/N T276, and T292 through T302; Model SA226-AT, S/N AT001 through AT071; Model SA226-TC, S/N TC201 through TC286. Compliance is required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. In the event the aircraft is located where the modification cannot be accomplished within the required hours' time in service after the effective date of this AD, a special flight permit pursuant to FAR 21.197 may be issued to allow ferrying of the aircraft to a facility where the required modification can be accomplished. To prevent inside latches of nose baggage compartment door from becoming disengaged by shifting baggage, accomplish the following unless already accomplished: (a) Install striker plates on the nose baggage door frames and covers over the inside doorlatches in accordance with Swearingen Aviation Corporation Service Bulletin SB 52-007 revised May 29, 1979, or an FAA approved equivalent. (b) The manufacturer's instructions identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Director of Products Support, Swearingen Aviation Corporation, P.O. Box 32486, San Antonio, Texas 78284. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective June 28, 1979.
98-17-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Textron Lycoming and Teledyne Continental Motors reciprocating engines that had crankshafts repaired by Nelson Balancing Service, Repair Station Certificate No. NB7R820J, Bedford, Massachusetts, that requires removal from service of affected crankshafts, or a visual inspection, magnetic particle inspection, and dimensional check of the crankshaft journals, and, if necessary, rework or removal from service of affected crankshafts and replacement with serviceable parts. This amendment is prompted by reports of crankshafts exhibiting heat check cracking of the nitrided bearing surfaces which led to crankshaft cracking and subsequent failure. The actions specified by this AD are intended to prevent crankshaft failure due to cracking, which could result in an inflight engine failure and possible forced landing.
2017-21-01: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. This AD was prompted by reports of defective fire extinguisher tubes. This AD requires replacement of the affected fire extinguisher tubes with improved fire extinguisher tubes. We are issuing this AD to address the unsafe condition on these products.
2000-22-20: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-10, -9-20, -9-30, -9-40, and -9-50 series airplanes and C-9 (military) airplanes. This action requires, among other actions, measuring the diameter of the hole counterbore of the outboard idler hinge fitting of the left and right wing flap; performing repetitive high frequency eddy current inspections (HFEC) to detect cracks at the flap idler hinge fitting, if necessary; and replacing the flap idler hinge fitting with a new like part, if any crack is detected. This action is necessary to prevent failure of the outboard flap idler hinge fitting due to fatigue cracking, which could result in a deflected flap that may cause an asymmetric lift and consequent reduced controllability and structural integrity of the airplane. This action is intended to address the identified unsafe condition.
86-10-02 R1: 86-10-02 R1 CANADAIR, LTD.: Amendment 39-5310 as revised by Amendment 39-6437. Docket No. 89-NM-127-AD. Applicability: Model CL-600-1A11 series airplanes, all serial numbers; Model CL-600- 2A12 series airplanes, all serial numbers; and Model CL-600-2B16 series airplanes, Serial Numbers 5001 through 5033; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure that flutter does not occur in the event of failure of two hydraulic systems, accomplish the following: A. Within 100 flight hours after June 2, 1986 (the effective date of Amendment 39- 5310), inspect the aileron and elevator flutter dampers, replenish the hydraulic fluid, or replace the damper, if necessary, in accordance with Canadair Alert Wire TA600-000-032/194, Revision 1, dated November 21, 1985. 1. Dampers, P/N 600-75135-5 and 600-75134-9, with more than .030 inch of green stripe showing, are serviceable and may remain in service until the next inspection required by this AD. 2. Dampers, P/N 600-75135-3 and 600-75134-7, with more than .040 inch of green stripe showing, are serviceable and may remain in service until the next inspection required by this AD. 3. Dampers having less green stripe showing than specified in paragraphs A.1. and A.2., above, must be replenished prior to further flight, in accordance with paragraph 3.3. of the Canadair Alert Wire. 4. Dampers having the green stripe entirely covered by the red cup must be replenished prior to further flight, in accordance with paragraph 3.4. of the Canadair Alert Wire, provided that no more than one flutter damper in this condition is fitted to the same control surface. If more than one flutter damper on any control surface is in this condition, prior to further flight, replace it with either a new flutter damper or one which is serviceable under the conditions specified in paragraph A.1., A.2., or A.3., above. B. Repeat the procedures requiredby paragraphs A., above, as follows: 1. At intervals not to exceed 200 flight hours or six months, whichever occurs first, for dampers, Part Numbers (P/N) 600-75134-7 and 600-75135-3, that indicated green at the last inspection. 2. At intervals not to exceed 100 flight hours or 3 months, whichever occurs first, for dampers, P/N 600-75134-7 and -9, and P/N 600-75135-3 and -5, that indicated completely red at the last inspection. 3. At intervals not to exceed 300 flight hours or 12 months, whichever occurs first, for dampers, P/N 600-75134-9 and 600-75135-5, that indicated green at the last inspection. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and thensend it to the Manager, New York Aircraft Certification Office, FAA, New England 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 Canadair, Ltd., P.O. Box 6087, Montreal, Quebec H3C 3G9, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This AD revises AD 86-10-02, Amendment 39-5310. This amendment (39-6437, AD 86-10-02 R1) becomes effective on February 9, 1990.
98-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes. This action requires modification of the engine fire detection system. This amendment is prompted by a report of a combustor burn-through event that damaged the engine fire detection system such that no fire warning message was annunciated in the flight deck. The actions specified in this AD are intended to prevent failure of the engine fire detection system to annunciate a fire warning message to the flight crew following a severe engine failure, which could lead to delayed or improper flight crew response to the engine failure.
98-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A319, A320, A321, A330, and A340 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to require the flightcrew to discontinue use of any Instrument Landing System (ILS) receiver for which a certain caution message is displayed. This action also requires, for certain airplanes, replacing any faulty ILS receiver with a new, serviceable, or modified unit. This AD also provides for an optional terminating action for the AFM revisions. This amendment is prompted by a pilot's report of errors in the glide slope deviation provided by an ILS receiver. The actions specified in this AD are intended to detect and correct faulty ILS receivers and to ensure that the flightcrew is advised of the potential hazard of performing ILS approaches using a localizer deviation from a faulty ILS receiver, and advised of the procedures necessary to address that hazard.An erroneous localizer deviation could result in a landing outside the lateral boundary of the runway.
2017-17-02: We are superseding Airworthiness Directive (AD) 2014-20-09, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2014-20-09 required an inspection for missing clamps that are required to provide positive separation between the alternating current (AC) feeder cables and the hydraulic line of the landing gear alternate extension, and related investigative and corrective actions if necessary. This new AD requires removing airplanes from the AD applicability. This AD was prompted by reports of missing clamps that are required to provide positive separation between the AC feeder cables and the hydraulic line of the landing gear alternate extension. We are issuing this AD to address the unsafe condition on these products.
83-08-04 R3: 83-08-04 R3 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4712, as revised by letter issued September 23, 1983. Applies to Societe Nationale Industrielle Aerospatiale Model AS355 series helicopters certificated in all categories, equipped with epicyclic planet pinion cages, P/N's 350A32-3147-20 and 350A32-1081-20 or -21 installed. Compliance is required as indicated (unless already accomplished). To prevent loss of drive to the main rotor, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD, remove from service all helicopter transmission epicyclic planet pinion cages, P/N 350A32-3147-20, having 150 hours or m;ore total time in service and replace with a serviceable part. (b) For epicyclic planet pinion cages, P/N 350A32-3147-20, with less than 150 hours time in service, replace with a serviceable part prior to accumulation of 160 hours total time in service. (c) Within 10 hours time in service after receipt of this letter, remove from service all helicopter transmission epicyclic planet pinion cages, P/N 350A32-1081-20 or -21, having 350 hours or more total time in service and replace with a serviceable part. (d) For epicyclic planet pinion cages, P/N 350A32-1081-20 or -21, with less than 350 hours time in service, replace with a serviceable part prior to accumulation of 360 hours total time in service. Equivalent means of compliance must be approved by the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Beligum. Amendment 39-4712 became effective September 6, 1983, to all persons except those persons to whom it was made immediately effective by priority letter AD 83-08-04, issued April 21, 1983, revised July 21, 1983, which contained this amendment. This airworthiness directive becomes effective upon receipt.
62-14-05: 62-14-05 PRATT & WHITNEY: Amdt. 451 Part 507 Federal Register June 14, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1, JT3D-1-MC6, JT3D-1-MC7 and JT3D-3 Turbofan Engines equipped With Fourth Stage Turbine Rotor Blades P/N 395304 Change H or Earlier and P/N 434104 Change C or Earlier. Compliance required at first engine overhaul after the effective date of this AD unless already accomplished. As the result of fourth stage turbine rotor blade failures, the following is required. Rework all P/N 395304 Change H or earlier and P/N 434104 Change C or earlier, fourth stage turbine rotor blades as follows: (a) Rework these blades to incorporate a 55 degree tip shroud lock angle in accordance with P&WA telegraphic message dated August 17, 1961, to all JT3D operators. (b) Rework the first serration of the blade root at both rear corner radii and the entire trailing edge of the airfoil section in accordance with Pratt & Whitney Aircraft Service Bulletin No. 387together with P&WA telegraphic message dated March 15, 1962, to all JT3D operators. Each blade must be fluorescent penetrant inspected prior to and after rework. Blades exhibiting any indications must be rejected. (c) After completing of inspection, stress relieve all reworked blades at 1500 degrees F. plus or minus 25 degrees for four (4) hours. Glass bead peen the reworked area of the airfoil trailing edge in accordance with AMS-2430 to an intensity of 15N2. NOTE: This AD does not apply to engines equipped with blades P/N 395304 Change J or later, P/N 434104 Change D or later, or P/N 434104 which carry the inscription PL-5651 or PL-5670 on the blade root. (Pratt & Whitney Aircraft Service Bulletin No. 387 and P&WA telegraphic messages dated August 17, 1961, March 15, 1962, and March 21, 1962, to all JT3D operators, cover this same subject.) This directive effective July 16, 1962.
2005-22-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Mitsubishi Model YS-11 airplanes, and Model YS- 11A-200, YS-11A-300, YS-11A-500, and YS-11A-600 series airplanes. This AD requires repetitive removal of the spinner; repetitive detailed inspections of the propeller hub to detect fatigue cracking; and replacement of a propeller hub with a new propeller hub, if necessary. This action is necessary to detect and correct fatigue cracking of the propeller hub, which could cause the loss of the propeller. This action is intended to address the identified unsafe condition.
98-17-03: This amendment adopts a new airworthiness directive (AD) that applies to all Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires replacing the propeller shaft, the bearings, and the front drive belt retaining rings with ones of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the propeller shaft caused by an ineffective design, which could result in loss of glider propulsion during critical phases of flight.
98-16-19: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747 series airplanes. This action requires, for certain airplanes, revising the Airplane Flight Manual (AFM) to advise the flightcrew of limitations on dry (no fuel) operation of the override/jettison pumps of the center wing fuel tank. This action also requires repetitive inspections for wear or damage of the inlet check valves and inlet adapters of the override/jettison pumps, and replacement of the check valves and pumps with new or serviceable parts, if necessary. Such replacement terminates the AFM revision. This amendment is prompted by a report that inlet adapters of override/jettison pumps were found to be worn excessively, which allowed contact to occur between the inlet check valve and the inducer. The actions specified in this AD are intended to ensure that the flightcrew is advised of the hazards of dry operation of the override/jettison pumps of the center wing fuel tank, and to detect and correct wear or damage to the inlet check valves and inlet adapters of the override/jettison pumps; such conditions, if not corrected, could result in a fire or explosion in the fuel tank during dry operation.
60-03-06: 60-03-06 NAVY: Amdt. 98 Part 507 Federal Register February 3, 1960. Applies to All N3N-3 Aircraft Including Those Certification in the Restricted Category. Compliance required within the next 10 hours' time in service. A fatal accident resulted when a control stick separated from the lower fitting. To preclude recurrence of this condition, the following shall be accomplished: (a) Replace the two rivets which attach the control stick to the bottom fitting with AN steel bolts, undrilled type, of the equivalent diameter of the rivets, AN 960 washers and AN 364 or AN 365 nuts. The bolt grip shall equal the diameter of the control stick plus the washer thickness. The bolt installation shall not interfere with the full range of control stick movement. This applies to the control sticks in both cockpits.
2005-22-01: This amendment adopts a new airworthiness directive (AD) for the Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters. This action requires certain inspections of the main rotor lower bifilar arm assembly in the attachment area around the lower bifilar lugs for a crack. If a crack is found on any bifilar lug, this AD requires replacing the bifilar arm assembly with an airworthy bifilar arm assembly. If no crack is found, this AD requires a one-time test for the required torque on the lug nuts and, if necessary, applying the required torque and conducting the torque stabilization tests. This amendment is prompted by four reports of cracked bifilars. The actions specified in this AD are intended to prevent failure of a bifilar lug, damage to the main rotor control system, and subsequent loss of control of the helicopter.
2017-20-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601 Variant), and CL-600-2B16 (CL-601-3A and CL-601-3R Variants) airplanes. This AD was prompted by a report of laminated shims that may have been improperly installed at a certain wing tie beam. This AD requires revising the maintenance or inspection program to incorporate certification maintenance requirement tasks that introduce revised checks of the tie beam. We are issuing this AD to address the unsafe condition on these products.
83-04-03 R1: 83-04-03 R1 EMBRAER: Amendment 39-4632. Applies to Models EMB-110P1 and EMB- 110P2 airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of airplane control in the event of a control wheel failure, accomplish the following: a) Effective immediately, operate the airplane with a minimum flight crew of two. b) Within the next 10 hours time-in-service after the effective date of this AD, insert a temporary revision in the Airplane Flight Manual (AFM), Limitations Section, paragraph 2-19, Minimum Flight Crew, which substitutes the following for the flight crew requirements. "Minimum flight crew for all operations - two pilots" NOTE: Insertion of a copy of this AD at the above location in the AFM satisfies the requirements of paragraph b). c) Incorporation of the temporary AFM revision required by this AD may be accomplished by the owner/operator of the airplane. This person must make the prescribed entry in the aircraft maintenance records, indicating compliance with paragraph b) of this AD. d) If an inspection of the control wheel installation in accordance with EMBRAER Alert Service Bulletin No. 110-027-A070, dated February 10, 1983, verifies that the aircraft has Control Wheel Spindle P/N 111A-500-10-01-10-01 or P/N 110-500-10-01-10-04 installed at both crew stations, or upon installation of either of the above part numbers, the requirements of paragraphs a) and b) of this AD are no longer applicable. e) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-110A, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on April 25, 1983, to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 16, 1983, and is identified as AD 83-04-03.
98-16-15: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Model B.121 Series 1, 2, and 3 airplanes. This AD requires installing an inspection opening in the area of the main spar web, repetitively inspecting the area at the main spar web for cracks, and repairing or replacing any cracked part. This AD also requires installing nuts of improved design at the wing to fuselage main-spar attachment fittings. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent structural failure of the main spar web area caused by fatigue cracking or separation of the wing caused by loose nuts at the wing to fuselage main-spar attachment fittings, which could result in loss of control of the airplane.
98-16-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 series airplanes. This action requires a one-time inspection for missing fasteners of the splice fitting of the forward inner chord of the Body Station (BS) 2598 bulkhead; and corrective actions, if necessary. This amendment is prompted by a report that fasteners were missing from the splice fitting of the forward inner chord. The actions specified in this AD are intended to prevent accelerated fatigue cracking of the inner chords of the BS 2598 bulkhead, which could result in inability of the structure to carry horizontal stabilizer flight loads, and consequent reduced controllability of the airplane.
98-16-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires repetitive inspections to measure for free play (wear on nut assembly) of the horizontal stabilizer actuator assembly, and corrective actions, if necessary. This amendment is prompted by reports of wear of the horizontal stabilizer actuator assembly due to a jackscrew surface finish that was manufactured incorrectly. The actions specified in this AD are intended to prevent excessive free play and wear of the horizontal stabilizer actuator assembly, which could result in a free-floating horizontal stabilizer, and consequent loss of aircraft pitch control.
89-16-07: 89-16-07 BOEING: Amendment 39-6278. \n\tApplicability: Model 747 series airplanes equipped with General Electric CF6-80C2 engines, as listed in Boeing Alert Service Bulletin 747-54A2129 dated June 8, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for a fire due to an inadequately sealed firewall in the outboard struts, accomplish the following: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, modify the existing seal configuration in the aft outboard strut trailing edge fairing door/inconel pan area in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-54A2129, dated June 8, 1989. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6278, AD 89-16-07) becomes effective on August 11, 1989.
60-11-08: 60-11-08 SENSENICH: Amdt. 166 Part 507 Federal Register May 28, 1960. Applies to M74DM Propellers Installed On Lycoming O-320-B Series Engines Except Propellers With An "A" or "K" prefix to the Serial Number. Compliance required within the next 100 hours of flight time or by August 1, 1960, whichever comes first, and at each periodic inspection thereafter. As a result of three incidents of cracked hubs, the following shall be accomplished: (a) Remove the propeller and visually inspect for cracks originating in the pilot bore. In case of doubt, any of the approved methods for aluminum alloy inspections should be used. If cracks are found, the propeller shall be retired immediately from service. (b) If no cracks are found, polish out any scratches in the bore and break and polish any sharp edges at the front and rear chamfer of the pilot bore. (c) When the propeller is reinstalled, torque retaining bolts to 300 inch-pounds. (Sensenich Service Bulletin No. R-8-1 covers the same subject.) Revised November 14, 1961.