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2014-21-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A11 airplanes. This AD was prompted by a report that certain lanyards for the passenger oxygen masks are longer than the specified length, possibly leading to inactive oxygen masks in an emergency. This AD requires replacement of certain oxygen mask lanyards. We are issuing this AD to detect and correct lanyards of incorrect length, which might not activate the flow of oxygen in an emergency, resulting in injury to passengers.
93-04-03: 93-04-03 GENERAL DYNAMICS: Amendment 39-8505. Docket 92-NM-202-AD. Applicability: Model 340, 440, and C-131B through C-131H (military) series airplanes, all serial numbers, certificated in any category, including those modified for turbo-propeller power. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the stabilizer attach fittings, and potential subsequent loss of a horizontal or vertical stabilizer, accomplish the following: (a) Within 12 months or 1,500 flight hours after the effective date of this AD, whichever occurs first, accomplish paragraphs (a)(1) and (a)(2) of this AD: (1) Inspect both horizontal stabilizers and vertical stabilizer attach fittings in accordance with General Dynamics, Convair Division, Service Bulletin 640(340D) S.B. No. 55-6, Paragraph 2.A, Accomplishment Instructions, Part 1, dated September 1, 1992. If the attach fittings are not within the tolerance limitations specified in the Convair 440 Structural Repair Manual, prior to further flight, bush the fittings in accordance with the repair manual. (2) Perform a hardness test of the horizontal and vertical stabilizer taper pins and split sleeve bushings in accordance with normal maintenance procedures. The equivalent strength values for the pins and bushings based on the hardness test must be between 160-180 ksi. Taper pins and split sleeve bushing received directly from Convair and bearing the Convair mark are excluded from this requirement. NOTE: The Convair mark is an etched mark: CV SD It is located on a flat side near the top of the taper pin, and on the top of the bushing. (i) If the pins or bushings have a lower strength value than 160 ksi, if they are worn into the parent metal, if they show signs of corrosion, or if they have been ground and replated, prior to further flight, remove the discrepant part(s) and replace it with a new FAA-approved part(s). Reworked parts are not acceptable for use as replacement parts. (ii) Prior to installing any FAA-approved new taper pin or split sleeve bushing on the airplane, perform a hardness test on the part(s) and ensure that the equivalent strength value is between 160 and 180 ksi. Parts having a strength value lower than 160 ksi shall not be installed. Taper pins and split sleeve bushing received directly from Convair and bearing the Convair mark are excluded from this requirement. (b) An 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection shall be done in accordance with General Dynamics, Convair Division, Service Bulletin 640(340D) S.B. No. 55-6, dated September 1, 1992. 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 General Dynamics, Convair Division, Lindberg Field Plant, P.O. Box 85377, San Diego, California 92138, Attention: L.J. Hayes. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on April 19, 1993.
99-27-14: This document corrects a typographical error that appeared in airworthiness directive (AD) 99-27-14 that was published in the Federal Register on January 6, 2000 (65 FR 697). The typographical error resulted in a reference to an incorrect AD number. This AD is applicable to all Airbus Model A340-211, -212, -213, -311, -312, and -313 series airplanes. This AD requires repetitive operational tests to ensure proper operation of the actuator of the secondary locks of the thrust reversers, and corrective actions, if necessary.
92-12-02: 92-12-02 ISRAEL AIRCRAFT INDUSTRIES (IAI), LTD.: Amendment 39-8262. Docket No. 91-NM-272-AD. Supersedes AD 90-10-04, Amendment 39-6589. Applicability: Israel Aircraft Industries (IAI), Ltd., Model 1123, 1124, and 1124A Westwind series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, accomplish the following: (a) Within 20 hours time-in-service after May 18, 1990 (the effective date of AD 90-10-04, Amendment 39-6589), and thereafter at intervals not to exceed 150 hours time-in-service, perform a detailed visual inspection to detect evidence of corrosion, such as pits, and/or blisters under the paint, on the lower exterior surface of the aileron torque transfer tubes, in accordance with Astra Service Bulletin 1123-27-026 (for Model 1123 Westwind series airplanes), Revision 1, dated April 25, 1990; or Astra Service Bulletin 1124-27-100 (for Models 1124 and 1124A Westwind series airplanes), Revision 1, dated April 25, 1990. (b) If corrosion or cracks are found as a result of the inspections required by paragraph (a) of this AD, prior to further flight, remove and replace the aileron control rod assemblies with improved assemblies, P/N 513506-503 RD or RE, in accordance with Astra Service Bulletin 1123-27-026 (for Model 1123 Westwind series airplanes), Revision 1, dated April 25, 1990, or Revision 2, dated April 24, 1991; or Astra Service Bulletin 1124-27-100 (for Models 1124 and 1124A Westwind series airplanes), Revision 1, dated April 25, 1990, or Revision 2, dated April 24, 1991. (c) Within 150 hours time-in-service after the effective date of this AD, or within 6 months after the effective date of this AD, whichever occurs first, replace the left and right aileron rod assemblies with improved rod assemblies, P/N 513506-503 RD or RE, in accordance with Astra Service Bulletin 1123-27-026 (for Model 1123 Westwind series airplanes), Revision 2, dated April 24, 1991; or Astra Service Bulletin 1124-27-100 (for Models 1124 and 1124A Westwind series airplanes), Revision 2, dated April 24, 1991. (d) Replacement of the left and right aileron rod assemblies with improved rod assemblies, P/N 513506-503 RD or RE, in accordance with Astra Service Bulletin 1123-27-026 (for Model 1123 Westwind series airplanes), Revision 2, dated April 24, 1991; or Astra Service Bulletin 1124-27-100 (for Models 1124 and 1124A Westwind series airplanes), Revision 2, dated April 24, 1991; constitutes terminating action for the requirements of this AD. (e) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The inspections and replacement shall be done in accordance with Astra Service Bulletin 1123-27-026 (for Model 1123 Westwind series airplanes), Revision 1, dated April 25, 1990, or Revision 2, dated April 24, 1991; or Astra Service Bulletin 1124-27-100 (for Models 1124 and 1124A Westwind series airplanes), Revision 1, dated April 25, 1990, or Revision 2, dated April 24, 1991; as applicable. 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 Astra Jet Corporation, Technical Publications, 77 McCullough Drive, Suite 11, New Castle, Delaware 19720. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (h) This amendment becomes effective on July 31, 1992.
80-22-55 R4: 80-22-55 R4 SIKORSKY AIRCRAFT: Amendment 39-4018 as amended by Amendment 39-4043 is further amended by Amendment 39-4336. Applies to S-76A series helicopters certificated in all categories. To prevent operation with cracked or separated main rotor damper piston rods accomplish the following: 1. Within 25 hours time in service, after the effective date of this AD, and thereafter at intervals not to exceed 30 hours time in service, conduct dye penetrant inspections for cracks in the piston rods of P/N 76106-08000-042 and -043 main rotor dampers with more than 400 hours time in service or that have had a damper spherical bearing replaced. Accomplish these inspections in accordance with specification MIL-I-6866, Type II, Method C, and with at least a 3-power magnifying glass. Protect piston seals and rod end bearings from cleaning and inspection fluids. If a crack is found, replace the piston rod prior to further flight with a serviceable piston rod. 2. On sphericalbearings of P/N 76106-08000-042 and -043 main rotor dampers with more than 100 hours time in service: Within the next 25 hours time in service, after the effective date of this AD, and thereafter at intervals not to exceed 15 hours time in service, conduct a bearing wear inspection of the spherical bearings of P/N 76106-08000-042 and -043 main rotor dampers in accordance with Item 88 of Temporary Revision 5-27 (reference Paragraph 9 of Temporary Revision 5-23) of Sikorsky S-76 Maintenance Manual No. SA4047-76-2. When a damper spherical bearing fails to meet the wear criteria of this inspection, conduct a dye penetrant inspection in accordance with the specification in paragraph 1 of the damper piston rod for cracks. If a crack is found, replace the piston rod prior to further flight with a serviceable piston rod. Note: Mandatory requirements for wear inspections of the spherical bearings of P/N 76106-08000-044 dampers are contained in Airworthiness Limitations Section, Chapter 4, Sikorsky S-76A Maintenance Manual, 5A 4047-76-2-1. 3. Other methods of compliance with this directive must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England-Region, 12 New England Executive Park, Burlington, Massachusetts 01803. NOTE: The following revisions to the Sikorsky S-76 Maintenance Manual No. 5A 4047-76-2 pertain to the subject matter of this directive. a. Item 28 of Temporary Revision No. 5-21, dated January 28, 1981. b. Item 88 of Temporary Revision No. 5-27, dated January 28, 1981 (reference Paragraph 9 of Temporary Revision 5-23). c. Temporary Revision No. 5-31, dated January 28, 1981. 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 Sikorsky Aircraft, Division of United Technologies Corporation, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.in., Washington, D.C. A historical file on this AD is maintained by the FAA at its Headquarters in Washington, D.C., and at the FAA, New England Region Headquarters, Burlington, Massachusetts. Amendment 39-4018 became effective upon publication in the FEDERAL REGISTER for all persons except those to whom it was made effective immediately by telegram dated October 24, 1980, and air mail letter dated November 21, 1980. Amendment 39-4043 became effective February 15, 1981. This amendment 39-4336 becomes effective March 10, 1982.
2014-21-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-10-10, DC-10-10F, DC-10-30, DC-10-30F (KC- 10A and KDC-10), DC-10-40, MD-10-10F, and MD-10-30F airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the forward cargo compartment frames are subject to widespread fatigue damage (WFD). This AD requires an inspection of the attachment holes at the forward cargo compartment frames and the cargo liner for cracking, and repair if necessary. This AD would also require installing new oversized fasteners in the forward cargo compartment frames. We are issuing this AD to prevent fatigue cracking of the forward cargo compartment frames, which could result in loss of the fail-safe structural integrity of the airplane.
2014-21-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes. This AD was prompted by reports of cracks emanating from the aft-most barrel nut holes of the left and right upper rear spar caps of the horizontal stabilizer. This AD requires repetitive high frequency eddy current (ETHF) inspections for cracks in the areas around the two aft-most barrel nut holes of the upper rear spar caps, and corrective actions if necessary; and repetitive ETHF inspections for cracks in the areas around the two aft- most barrel nut holes of any repaired or replaced upper rear spar cap, and corrective actions if necessary. We are issuing this AD to detect and correct cracks in the horizontal stabilizer, which could propagate until an upper rear spar cap severs, and result in failure of the horizontal stabilizer upper center or aft skin panel and adversely affect the structural integrityof the airplane.
2014-15-02 R1: We are adopting a new airworthiness directive (AD) for Fiberglas-Technik Rudolf Lindner GmbH & Co. KG (type certificates formerly held by GROB-WERKE GMBH & CO KG and BURKHART GROB LUFT- UND RAUMFAHRT GmbH & CO KG) Models G102 STANDARD ASTIR III, G102 CLUB ASTIR III, G102 CLUB ASTIR IIIb, G103 TWIN II, G103A TWIN II ACRO, G103C TWIN III ACRO, and G 103 C Twin III SL gliders. This AD revises AD 2014-15- 02, which required inspection of the rudder control unit for installation of plastic cable pulleys and replacement of plastic cable pulleys with aluminum cable pulleys. This AD retains the actions of AD 2014-15-02 but clarifies the suffixes of serial numbers (S/Ns) in paragraph (c) Applicability. This AD was prompted by reports of plastic control cable pulleys developing cracks due to aging, which could lead to breaking of the pulley and potentially jamming the rudder control unit, possibly resulting in loss of control. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-04-16: This amendment adopts a new airworthiness directive (AD) that applies to all Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Models ASH 25M and ASH 26E sailplanes. This AD requires that you accomplish the following: - check to see if the sailplane has a muffler marked with an X on the front plate; - accomplish pre-flight checks on the carbon reinforced plastic fairing for signs of overheat traces and/or perform boroscope inspections, depending on the number of sailplane hours accumulated; and - replace the muffler with an improved design muffler either at a certain time period or immediately if discrepancies are found during any inspection. 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 excessive radiation from causing the carbon fiber shroud on the engine muffler to delaminate. The carbon fiber shroud serves the same function as a firewall and delamination could cause a fire to spread throughout the sailplane.
2000-04-21: This amendment adopts a new airworthiness directive (AD), applicable to MD Helicopters Inc. (MDHI) Model MD600N helicopters, that requires inspecting each internal fuel hose connection to verify proper installation. This amendment is prompted by the discovery that certain fuel hose connections between the fuel cells and the engine can be incorrectly installed. The actions specified by this AD are intended to prevent fuel starvation of the engine while the fuel gage indicates fuel remaining in the tank, engine flameout, and a subsequent forced landing.
2000-04-20: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron Canada (BHTC) Model 407 helicopters, that requires replacing a certain hydraulic relief valve (valve) with a different valve. This amendment is prompted by the discovery of a manufacturing defect in a valve. The actions specified by this AD are intended to prevent intermittent loss of hydraulic pressure to the flight controls and subsequent loss of control of the helicopter
46-46-01: 46-46-01 ERCO: (Was Mandatory Note 9 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 2623 to 2994, Inclusive. Compliance required prior to January 1, 1947. Install a new fuselage gas tank overflow line (Erco P/N 415-48162) and replace the imperial brass compression sleeve No. 60F with a rubber washer No. A549, Kohler Co. of A-64-3, Hayes Industries, Inc. (Erco Service Department Bulletin No. 15, dated August 24, 1946, covers this same subject.)
2014-20-13: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failure of the fin forward pickup due to possible fatigue cracks. We are issuing this AD to require actions to address the unsafe condition on these products.
2014-20-15: We are superseding airworthiness directive (AD) 2012-02-13 for certain Airbus Helicopters, Inc. (Airbus Helicopters) Model EC130B4 helicopters. AD 2012-02-13 required inspecting certain areas of the tailboom/Fenestron junction frame (junction frame) for a crack. This AD retains the requirements of AD 2012-02-13, expands the inspection area of the junction frame, and reduces the repetitive inspection interval. These actions are intended to detect a crack in the junction frame, which could result in detachment of the Fenestron and subsequent loss of control of the helicopter.
2000-04-17: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100, -200, and -300 series airplanes. This action requires repetitive inspections to detect fatigue cracking in the upper deck floor beams located at certain body stations, and repair, if necessary. This amendment is prompted by a report by the manufacturer that, during a fatigue test, the upper chord and web of the upper deck floor beams located at body stations (BS) 340 and 360 were found severed at approximately 34,000 total flight cycles. Another report by an operator indicated that a severed upper chord and web were found in the upper deck floor beam at BS 380 at approximately 33,000 total flight cycles. In addition, cracking was found at multiple fastener hole locations. The actions specified in this AD are intended to prevent failure of the upper deck floor beams at certain body stations due to fatigue cracking, which could result in rapid decompression and consequent reduced controllability of the airplane.
2000-04-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that requires replacement of transmission assemblies for the trailing edge flaps with modified transmission assemblies. This amendment is prompted by reports of broken bolts that attach the transmission assemblies for the trailing edge flaps. The actions specified by this AD are intended to prevent damage to the flap system, adjacent system, or structural components; and excessive skew of the trailing edge flap; which could result in reduced controllability of the airplane.
93-05-12: 93-05-12 AIRBUS INDUSTRIE: Amendment 39-8516. Docket 92-NM-214-AD. Applicability: Model A320 series airplanes; serial numbers 002 through 071, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wing, accomplish the following: (a) Prior to the accumulation of 13,000 total landings, or within 1,000 landings after the effective date of this AD, whichever occurs later: Perform a detailed visual inspection to detect cracks in the left- and right-hand sides of the wing rear spar between ribs 1 and 2, in accordance with Airbus Industrie Service Bulletin A320-57-1020, dated September 5, 1991. (1) If any crack is found, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) If no cracks are found, repeat the inspection required by paragraph (a) of this AD thereafter at intervals not to exceed 3,000 landings. (b) Within 3 years after the effective date of this AD, modify the outer wing rear spar forward face between ribs 1 and 2, in accordance with Airbus Industrie Service Bulletin A320-57-1021, dated September 5, 1991. (c) Accomplishment of the modification required by paragraph (b) of this AD constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. (d) An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspection shall be done in accordance with Airbus Industrie Service Bulletin A320-57-1020, dated September 5, 1991. The modification shall be done in accordance with Airbus Industrie Service Bulletin A320-57-1021, dated September 5, 1991. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. 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. (g) This amendment becomes effective on May5, 1993.
2014-20-10: We are superseding Airworthiness Directive (AD) 2013-11-14 for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2013-11-14 required repetitive general visual inspections of the strut forward dry bay for the presence of hydraulic fluid, and related investigative and corrective actions (including checking drain lines for blockage due to hydraulic fluid coking, and cleaning or replacing drain lines to allow drainage) if necessary. This AD adds airplanes to the applicability. This AD was prompted by reports of hydraulic fluid contamination (including contamination caused by hydraulic fluid in its liquid, vapor, and/or solid (coked) form) found in the strut forward dry bay. We are issuing this AD to detect and correct hydraulic fluid contamination of the strut forward dry bay, which could result in hydrogen embrittlement of the titanium forward engine mount bulkhead fittings, and consequent inability of the fittings to carry engine loads, resulting in engine separation. Hydrogen embrittlement also could cause a through-crack formation across the fittings through which an engine fire could breach into the strut, resulting in an uncontained strut fire.
2000-04-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires initial and repetitive inspections to detect fatigue cracking in certain areas of the fuselage, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of the fuselage and the passenger and service doors, which could result in reduced structural integrity of the airplane.
70-13-02: 70-13-02 GENERAL DYNAMICS: Amdt. 39-1016. Applies to all Model 340 and 440 Series airplanes including those modified in accordance with STC SA4-1100 or STC SA1096WE. Compliance required as indicated. To detect cracks in the main windshield lower longeron splice channel, and prevent possible failure of the windshield support structure and loss of pressurization, accomplish the following: (a) Within the next 150 hours' time in service after the effective date of this AD or before the accumulation of 10,000 hours' time in service, whichever occurs later, unless already accomplished within the last 1850 hours' time in service, inspect the longeron splice channel P/N 340-3110113-15 for cracks in accordance with General Dynamics 640(340D) Service Bulletin No. 53-3, dated April 24, 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) If no cracks are found, repeat the inspection of paragraph (a) above at intervals not to exceed 2000 hours' time in service. (c) If cracks are found, either: (1) Replace the longeron splice channel P/N 340-3110113-15 before further flight, and perform the inspection per (d) below, or (2) (i) Install on the instrument panel in full view of both the pilot and copilot, a placard limiting operation to a maximum of 18,000 feet above sea level. (ii) Change the cabin pressure relief valve nominal setting to 3 psi. (iii) Visually inspect the adjacent areas per S.B. 53-3 at intervals not to exceed 150 hours' time in service, until the channel can be replaced. A cracked channel must be replaced with a new channel within 1000 hours' time in service from the initial discovery of the crack. Channel P/N 340-3110113-15 must be replaced before further flight if any cracking of the adjacent structure is found during these 150 hour interval inspections. (iv) The cabin pressure relief valve setting may be returned to normal and the placard removed from the instrument panel when the cracked channel is replaced. Compliance with the inspection intervals of (d) below is required after replacing the channel. (d) Normal inspection intervals may be resumed for a period of 10,000 hours' time in service when a cracked channel P/N 340-3110113-15 is replaced with a new channel. Before the accumulation of 10,000 hours' time in service after replacement of the channel and thereafter at intervals not to exceed 2000 hours' time in service, inspect the channel for cracks in accordance with General Dynamics 640(340D) Service Bulletin No. 53-3, dated April 24, 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found, comply with Paragraph (c) above. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, FAA Western 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. This amendment becomes effective July 28, 1970.
77-15-12: 77-15-12 DETROIT DIESEL ALLISON: Amendment 39-2977 as amended by Amendment 39-3037. Applies to 250-B15 and B17 and 250-C18 and C20 series engines equipped with power turbine outer coupling nuts Part Number (P/N) 6846278 as installed in aircraft certificated in all categories. NOTE THAT THIS AMENDED VERSION OF AD 77-15-12 REQUIRES THAT ALL POWER TURBINE COUPLING NUTS, BOTH COATED AND UNCOATED, BE INSPECTED ON A REPETITIVE BASIS. Compliance schedule - Compliance required as follows unless previously accomplished. (a) For engines with turbine sections having more than 400 hours or one calendar year time in service since installation in an aircraft, initial compliance must be accomplished within the next 100 hours or 90 days, whichever occurs first, from the effective date of the original amendment of July 27, 1977. (b) For engines with turbine sections having less than 400 hours and less than one calendar year time in service since installation in an aircraft, initial compliance must be accomplished within 500 hours or one year time in service since installation in an aircraft, whichever occurs first. (c) For each turbine section incorporating an acceptable uncoated or coated coupling nut, as defined by the below referenced service letters, repetitive compliance is required at intervals not to exceed 500 hours or one calendar year time since last inspection, whichever occurs first. To preclude possible engine failure resulting from power turbine coupling nut failure: Inspect the power turbine outer coupling nut P/N 6846278 in accordance with Detroit Diesel Allison Commercial Service Letter Numbers 88 for the C18 series, 1060 for the C20 series, 25 for the B15 series, and 1030 for the B17 series engines. All Service Letters are Revision 3 or later FAA approved revisions. If an unacceptable extent of corrosion, as defined by the Service Letter, is found, the nut shall be replaced before further flight except that the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed. Amendment 39-2977 was effective July 27, 1977. This amendment 39-3037 is effective September 23, 1977, and was effective immediately for all recipients of airmail letters dated August 19, 1977 which contained this amendment.
2014-20-14: We are superseding Airworthiness Directive (AD) 2014-04-03 for all Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as broken control column attachment bolts failing in service. We are issuing this AD to require actions to address the unsafe condition on these products.
75-11-09: 75-11-09 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2219. Applies to Model L-1011-385-1 Series Airplanes, certificated in all categories, incorporating Lockheed counterbalances, P/N 671827-107, -109, -113. To prevent possible failure of Belleville springs resulting in inoperative counterbalances of the Type I. emergency door actuation system, which could cause the most rearward Type I. left and right doors to be inoperative in the emergency mode, accomplish the following: Compliance required as indicated. (a) For airplanes incorporating P/N 671827-113 counterbalances: (1) Within 300 additional flight hours after the effective date of this AD, unless already accomplished, reduce the spring prewind per accomplishment instructions of Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. (2) Within 300 additional flight hours after the effective date of this AD, unless previously accomplishedwithin the last l,300 flight hours prior to the effective date of this AD, and at intervals not to exceed 1,600 hours thereafter, until (3), below is accomplished, perform the operational checks on the door emergency mode for proper functioning of the counterbalance for the most rearward Type I. left and right doors, per the accomplishment instructions of Lockheed-California Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. (i) If the operational checks are not satisfactory, replace the defective counterbalances, P/N 671827-113, with either a P/N 671827-107, or -109 counterbalance per Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions, or a counterbalance P/N 671827-115 or -117 per Lockheed-California Service Bulletin 093-52-076, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. Prior to further flight perform the operational checks toensure that the operation of the doors with the new counterbalances is satisfactory. (ii) Mark the defective P/N 671827-113 counterbalances in a conspicuous manner to prevent inadvertent return to service. (3) Within 8000 hours additional flight time after the effective date of this AD, unless already accomplished, replace all counterbalances P/N 671827-113 with either counterbalances P/N 671827-115 or -117, per Service Bulletin 093-52-076, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions or with counterbalances P/N 671827-107 or - 109 per Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. Prior to further flight perform the operational checks to ensure that the operation of the doors with the new counterbalances is satisfactory. If satisfactory operation of the doors exist no further inspections are required per this AD. (b) For airplanes incorporating counterbalances P/N671827-107 and -109: (1) Within 300 additional flight hours after the effective date of this AD, unless already accomplished, perform the operational checks of the door emergency mode for the most rearward Type I. left and right doors, per the accomplishment instructions of the Lockheed- California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. (i) If the operational checks are satisfactory then no further checks are required per this AD. (ii) If the operational checks are not satisfactory, replace the defective counterbalances, P/N 671827-107 or -109, with either a new counterbalance, P/N 671827-107 or - 109, per Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975 or later FAA-approved revisions, or with counterbalances, P/N 671827-115 or -117, per Lockheed-California Company Service Bulletin 093-52-076, Revision Number 1, dated May 8, 1975 or later FAA-approved revisions. Perform the doors operational checks to ensure that the operation of the doors with the new counterbalance is satisfactory. If satisfactory operation of the doors exist no further inspections are required per this AD. (iii) Mark the defective P/N 671827-107 or -109 counterbalances in a conspicuous manner to prevent inadvertent return to service. (c) Equivalent inspections may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Airplanes may be flown to a base where the inspections and modifications can be performed per FAR's 21.197 and 21.199. This amendment becomes effective May 30, 1975.
48-13-06: 48-13-06 BELLANCA: Applies to Models 14-13, 14-13-2 Serial Numbers 1060 Through 1310. Compliance required after each 25 hours of operation. To prevent failure of the four engine-cowl-support brackets, Bellanca P/N 9892-13, mounted on the firewall and possible cowl loss in flight, the brackets should be closely examined for cracks. If cracks are noted, heavier brackets available from the factory should be installed, in which case inspection is no longer required. (Bellanca Service Bulletin No. 16 dated December 8, 1947, covers this same subject.)
68-20-08: 68-20-08 SIKORSKY: Amdt. 39-633 as amended by Amendment 39-665 is further amended by Amendment 39-1141. Applies to S-61A, S-61L and S-61N Type Helicopters. To assure proper adjustment of the Automatic Flight Control System (AFCS) accomplish the following: A. Prior to next AFCS flight inspect all AFCS electrical connectors for electrical integrity, pin alignment and perform a functional test of the AFCS system including amplifier and amplifier rack connectors Cannon Part No. DPJ-98-33S-B or DPJM-98-33S-B and box mating connectors Part No. DPJ-98-34P-A. B. Prior to the first AFCS flight each day accomplish the following checks: 1. A pitch stick sensor check on the ground with electrical and hydraulic power "ON" as follows (a) engage the AFCS (b) place C.G. trim knob to center of its travel (c) select "P" on null indicator switch (d) move pitch cyclic stick to center the null indicator (e) verify that forward stick motion deflects the needle to the right. 2. A roll stick sensor check on the ground with electrical and hydraulic power "ON" as follows: (a) Engage AFCS (B) select "R" on null indicator (c) move roll cyclic stick to center the null indicator (d) verify that left stick motion deflects the needle to the left. 3. A pitch and roll AFCS hard-over check on the ground in accordance with Sikorsky Service Bulletin No. 61B65-1 Paragraphs B-1 thru B-4 dated April 12, 1967, or later FAA approved revision or alternate check approved by the Chief, Engineering & Manufacturing Branch, Eastern Region. 4. Yaw Hard-over check on the ground as follows: (a) position null indicator switch to position "Y" and position pedals to full right position (b) position yaw channel disengage switch to "ON" and yaw hard-over switch to "LEFT". Verify that pointer on null indicator also moves hard-over and pedals start motion to the left (c) verify that it is possible to push right pedal to override hard-over condition (d) position hard-over switch to "RIGHT" and pedals to the full left position. Verify that the pointer on null indicator moves hard-over and pedals start motion to the right. (e) Verify that it is possible to push left pedal to override hard- over condition. C. After the effective date of this AD as amended and prior to the next AFCS Flight, if not already accomplished, with AFCS "OFF" measure the adjustment of the auxiliary servo linkage, by placing dial indicators at the output of the servo and at the bolt located in the sloppy link to ascertain that the adjustment of the linkage is .010" or less in the "AUX-ON" and "AUX- OFF" positions. Perform stick jump test to further verify these measurements. Perform these checks in the roll attitude, pitch and yaw functions. D. Within the next 1200 hours time in service and thereafter at 1200 hour intervals of time in service, accomplish the following: 1. Perform AFCS hard-over check according to Sikorsky Service Bulletin No. 61B65-1 dated April 12, 1967 paragraph B-5, or alternate check approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. E. Compliance with this AD is not required if the AFCS installation is disconnected. Amendment 39-633 was effective August 17, 1968. Amendment 39-665 was effective October 10, 1968. This Amendment, 39-1141, is effective January 14, 1971.