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86-01-51 R1: 86-01-51 R1 BOEING: Amendment 39-5269. Applies to all Model 747 series airplanes equipped with General Electric CF6 engines, certificated in any category. To prevent accumulation of flammable fluid in the engine strut, which constitutes a fire hazard, accomplish the following, unless already accomplished: \n\n\t1.\tWithin the next 72 hours time-in-service, inspect and, if necessary, clear the engine strut drains in accordance with the procedures specified in Chapter 71-71-00 of Boeing Maintenance Manual for the Boeing Model 747 airplanes equipped with General Electric CF6 engines. Repeat these inspections at intervals not to exceed 1,000 hours time-in-service. Report results of inspections to FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, Propulsion Branch, ATTN: Kanji Patel, ANM-140S, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. \n\n\t2.\tThe repetitive inspections required by paragraph 1., above, may be terminated upon the accomplishment of the following: \n\n\t\tA.\tFor Group I and II airplanes defined in Boeing Service Bulletin 747-71-2146, dated November 24, 1978, accomplish the replacement of the inboard and outboard pylon drain lines only, as shown in Figures 2 and 3, respectively, of that service bulletin or later FAA-approved revisions. \n\n\t\tNOTE: The portion of this service bulletin pertaining to "Strut Pylon Drain Line Engine Tube Replacement," Figure 1, has been superseded by Boeing Service Bulletin 747-71-2155, Revision 3, dated September 28, 1984. \n\n\t\tB.\tFor Group I airplanes, as defined in Boeing Service Bulletin 747-71-2155, Revision 3, dated September 28, 1984, accomplish replacement of the engine strut aft drain and incorporate the bracket/heat shield, in accordance with Work Package I described in that service bulletin, or later FAA-approved revisions; and install forward drain fitting, drain tube, and fluid dam in accordance with Work Package II described in that same service bulletin, or later FAA-approved revisions. \n\n\t\tC.\tFor Group II airplanes, as defined in Boeing Service Bulletin 747-75-2155, Revision 3, dated September 28, 1984, install forward drain fitting, drain tube, and fluid dam in accordance with Work Package II described in that service bulletin, or later FAA-approved revisions. \n\n\t\tD.\tFor Group III airplanes, as defined in Boeing Service Bulletin 747-75-2155, Revision 3, dated September 28, 1984, accomplish replacement of the engine strut aft drain and incorporate the bracket/heat shield, in accordance with Work Package I described in that service bulletin, or later FAA-approved revisions. \n\n\t\tE.\tFor Group I, II, and IV airplanes, as defined in Boeing Service Bulletin 747-75- 2155, Revision 3, dated September 28, 1984, accomplish Work Package III, in accordance with that service bulletin, or later FAA-approved revisions, if the thrust reverser follow-up cable support bracket is found to interfere with the fluid dam. \n\n\t3.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\t4.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections and, if necessary, cleaning of the engine strut drain lines. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 18, 1986, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T86-01-51, issued on January 9, 1986.
2012-21-15: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by events of excessive rudder pedal inputs and consequent high loads on the vertical stabilizer on several airplanes. This AD requires either incorporating a design change to the rudder control system and/ or other systems, or installing a stop rudder inputs warning (SRIW) modification. We are issuing this AD to prevent loads on the vertical stabilizer that exceed ultimate design loads, which could cause failure of the vertical stabilizer and consequent reduced controllability of the airplane.
98-12-15: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, L1, and L2 helicopters that requires visually inspecting the intermediate gearbox-to-structure attachment stirrup (stirrup) front tabs for cracks, and if a crack is discovered, removing the intermediate gearbox and replacing it with an airworthy intermediate gearbox; and inspecting for the conformity of the attachment parts. This amendment is prompted by five reports of failure of the two stirrup tabs. The actions specified by this AD are intended to prevent failure of the intermediate gearbox stirrup front tabs, loss of anti-torque drive, and subsequent loss of control of the helicopter.
98-12-16: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA 330F, G, and J helicopters that requires visually inspecting the intermediate gearbox (IGB) fairing safety stop (safety stop) for cracks, crazing, or edge wear, and if a crack, crazing, or edge wear exceeds the established limits, replacing the safety stop; and, inspecting to ensure that the inclined drive shaft fairing hinge pin is properly locked. A terminating action is provided in the AD by installing an additional safety stop on the IGB fairing. This amendment is prompted by one report of an accident involving the loss of the inclined drive shaft fairing. The actions specified by this AD are intended to prevent loss of the inclined drive shaft fairing, impact with the tail rotor, and subsequent loss of control of the helicopter.
98-12-10: This amendment supersedes Airworthiness Directive (AD) 93-10-11, which currently requires installing an inspection opening in the wing, repetitively inspecting the upper wing spar cap for cracks, and repairing any cracks on all Avions Mudry et Cie (Avions) Model CAP 10B airplanes. This AD will retain the same actions already required by AD 93-10-11, and will add inspecting, and repairing if necessary, the lower surface of the wing spar. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent structural cracks in the wing spar, which could lead to loss of a wing and loss of control of the airplane.
79-09-03: 79-09-03 BOEING: Amendment 39-3454. Applies to all Model 747 series airplanes certificated in all categories. Compliance required within 500 hours time-in-service after the effective date of this AD unless already accomplished. \n\tTo prevent takeoff with a takeoff aural warning system that would not indicate an unsafe takeoff condition, accomplish the following: \n\tPerform a one-time check of the aural warning system and, as necessary, adjust and re- check the aural warning activation switch, the auto-brake deactivation and auto-speedbrake retraction switches in accordance with Boeing Alert Service Bulletin 747-31A2056, Rev. 1, dated April 6, 1979, or later FAA approved revisions, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective May 10, 1979.
81-19-05: 81-19-05 McDONNELL DOUGLAS: Amendment 39-4216. Applies to McDonnell Douglas Model DC-9-80 series airplanes, certificated in all categories with thrust reverser barrel assemblies P/N 5938033-1 installed. Compliance required as indicated unless already accomplished. To prevent the separation of the thrust reverser from the airplane as a result of a failure of the brazed joint at the thrust reverser attach flange, accomplish the following:\n\n\tA.\tWithin three days from the effective date of this AD, and at intervals of 24 hours calendar time thereafter, conduct a visual inspection, with a 3 to 5 power magnifying glass, of the exhaust nozzle barrel assembly exterior skin P/N 5938033-5 at attach flange P/N 5938033-37 joint for buckling, obvious separation, or circumferential cracks especially in the zone 30 degrees above and below the thrust reverser stang fairings on each side. If buckling separation or cracks are found remove and replace barrel assembly prior to further flight. Chapter 78-30-01 of the maintenance manual contains additional information on this subject.\n\n\tB.\tWithin three days from the effective date of this AD inspect all thrust reversers to identify each thrust reverser barrel serial number. Remove from service reverser assemblies identified by the following barrel serial numbers.\n\n\tAccomplishment instructions for this inspection are contained in McDonnell Douglas Alert Service Bulletin A78-50 Revision 1, dated July 20, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region.\n\n\tSerial Numbers D3-0005, D3-0008, D3-0010 thru D3-0012, D3-0024, D3-0025, D3-0043, D3-0047, D3-0048, D3-0057, D3-0058, D3-0060, D3-0063, D3-0064, D3-0069, D3-0084, D3-0091, D3-0093, D3-0095, D3-0100 thru D3-0105, D3-0108, D3-0112, D3-0113, D3-0115, D3-0119, D3-0129A, D3-0132, D3-0137, D3-0156, D3-0162, D3-0165, and D3-0172. \n\n\tNOTE:\n\n\tTypical example of the number found on the reverser barrel assembly is "5938033-1-01-D3-0105." This number is located approximately six inches aft of the upper hydraulic thrust reverser latch and is etched on the exterior surface of the thrust reverser exhaust duct barrel assembly near top centerline. 5938033-1 is the part number and will be the same on each unit. The last six digits (D3-0105) constitute the listed serial number.\n\n\tC.\tWithin 120 days from the effective date of the AD modify all P/N 5938033-1 reverser barrel assemblies by welding the engine attach flange - outer barrel skin joint in accordance with the accomplishment instructions of McDonnell Douglas Service Bulletin 78-51 dated August 25, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region. Upon completion of this modification reidentify the reverser barrel assembly as P/N 5938033-501 and the thrust reverser assembly as P/N 5938050-501 in accordance with paragraph 2.B. (6) and (9) of the accomplishment instructions of the bulletin. This modification constitutes terminating action for all requirements of this AD. All reverser barrel assemblies removed from service per paragraph B above may be modified in accordance with this paragraph and returned to service.\n\n\tD.\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\tE.\tAlternative means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \tThe 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).\n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808.\n\n\tThis amendment becomes effective September 28, 1981.
98-12-14: This amendment adopts a new airworthiness directive (AD) that applies to certain AERMACCHI S.p.A. (AERMACCHI) S.205 series and Models S.208 and S.208A airplanes. This AD requires inspecting the flap cable pulley bracket for correct alignment and correcting any misalignment; inspecting the flap control cable for wear (nicks, cuts, frays, etc.), and replacing the flap control pulley bracket and flap control cable if worn. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent flap control failure, which could result in loss of control of the airplane.
98-12-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-6, PC-6/A, PC-6/B, and PC-6/C series airplanes equipped with turbo-prop engines. This AD requires modifying the fuel system to improve the venting between the collector tank, the main wing tanks, and the engine. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent engine fuel starvation during maximum climb and descent caused by poor fuel tank venting with low fuel levels, which could result in a loss of engine power during critical phases of flight.
88-26-01 R2: 88-26-01 R2 ROBINSON HELICOPTER COMPANY: Amendment 39-6646. Final Copy of, and Revision to, Priority Letter AD 88-26-01 R1. Docket No. 88-ASW-58-AD. \n\n\tApplicability: Model R22 series helicopters, all serial numbers containing A158-1 main rotor spindle and A106 journals, certificated in any category. \n\n\tCompliance: Required prior to further flight for all helicopters with spindles having over 500 hours time in service, and for all helicopters regardless of total time in service that have experienced an unexplained increase in main rotor vibration level, unless already accomplished. For those helicopters with spindles having less than 500 hours total time in service, compliance is required prior to attaining 500 hours total time in service, unless already accomplished. Thereafter, conduct repetitive inspections of the original design spindles and journals as specified in paragraph (f) of this AD at intervals not to exceed 50 hours time in service since the last inspection, or conduct repetitive inspections of spindles and journals which have been reworked and replaced as specified in paragraphs (b) and (c) of the AD at intervals not to exceed 500 hours time in service from the last inspection. \n\n\tTo prevent main rotor spindle failure, which could result in subsequent loss of the helicopter, accomplish the following: \n\n\t(a)\tRemove both main rotor blades (ref. Section 9.111 of the R22 Maintenance Manual). Clean and dye penetrant inspect both boltholes and adjacent surfaces on the A158-1 spindles. If a crack indication is found replace the spindle with an airworthy part which has been reworked in accordance with the following: \n\n\t\t(1)\tRemove both main rotor blades. Clean, visually inspect with a 10X magnifying glass, and dye penetrant inspect both bolthole surfaces. If any crack indication is found, immediately remove from service. Visually inspect surfaces for nicks, scratches, pits, or excessive fretting. If surface defects greater than 0.0005inch deep are found, the spindle must be replaced with an airworthy part. \n\n\t\t(2)\tPolish bolthole surfaces with 220, 320, and 400 grit abrasive paper to remove surface defects and all indications of fretting. Inspect with a 10X magnifying glass to insure that no fretting indications remain. The abrasive paper must be mounted on a flat block so the polished surface will remain perfectly flat. \n\n\t\t(3)\tWithout removing the spindle from the blade, shot peen both surfaces (ref. AMS2430) to 98 percent minimum coverage, intensity 0.010A to 0.013A, with 0.019/0.033 diameter steel shot. Mask with duct tape all areas and blade parts not to be peened. Overspray in the 0.625 diameter bolthole can be prevented by installing a 0.625 inch diameter dowel or discarded bolt shank. \n\n\t\t(4)\tPolish peened surfaces using 220, 320, and 400 grit paper mounted on a flat block to keep surfaces perfectly flat. Do not remove all indications of shot peening. Polish only until 95 to 98 percent of the surface appears polished and flat with only a few tiny pock marks from the shot peening still barely visible. Remove all shot peen balls between the spindle and the boot. Vibro-etch the letter "P" on the spindle, as shown below. \n\n\n\n\nAD 88-26-01 R2 \n\n\n\t(b)\tIf no defects are found when accomplishing the inspection required by paragraph (a), unless previously accomplished, rework the A158-1 spindle by shot peening the surfaces which mate with the A106 journals as required by paragraph a(1) through (4) of this AD. This rework may be performed by an FAA-approved repair station authorized to perform this process. \n\n\t(c)\tRemove and replace all A106 journals in the coning and teeter hinges (a total of six per aircraft) with new A106 Revision 0 or subsequent journals. These redesigned journals may be identified by a yellow primed bore of the bolthole. \n\n\t(d)\tManually rock the A158-1 spindle back and forth to check for roughness in the A159-1 pitch bearing set and, if roughness isdetected, return the pitch bearing set to an approved RHC overhaul facility for inspection and/or repair (ref. Section 2.540, R22 Maintenance Manual, Robinson Technical Report 60). \n\n\t(e)\tAfter performing the A158-1 spindle rework specified in paragraph (b) and the A106 journal replacement specified in paragraph (c) of this AD, reinstall the main rotor blades (ref. Section 9.112, R22 Maintenance Manual). Make certain the journal and spindle surfaces are clean and dry before assembling. Also, exercise caution to insure that the bolts are stretched to the new limits specified in paragraph (a)(7). Track and balance the rotor (ref. Section 10.200, R-22 Maintenance Manual). \n\n\t(f)\tSpindles (without rework) and original design journals may be used in accordance with the following procedures: \n\n\t\t(1)\tConduct the following inspections and rework at intervals not to exceed 50 hours time in service: \n\t\t\t(i)\tRemove both main rotor blades (ref. Section 9.111, R22 Maintenance Manual).(ii)\tClean and dye penetrant inspect both the boltholes and the adjacent surfaces on the A158-1 spindles. \n\n\t\t\t(iii)\tIf any spindle is found to contain a crack, replace with an airworthy part before further flight. \n\n\t\t\t(iv)\tIf spindle surface defects exceed 0.0005 inches in depth, the spindle must be replaced with an airworthy part before further flight. Superficial fretting may be removed by lightly polishing with 400 or finer abrasive paper. \n\n\t\t\t(v)\tVisually inspect the A106 journals. If cracked, replace with an airworthy part before further flight. \n\n\t\t\t(vi)\tCheck pitch bearing set for roughness, and comply with paragraph (d) of this AD. \n\n\t\t\t(vii)\tReinstall main rotor blades (ref. Section 9.112, R22 Maintenance Manual). Make certain the journal and spindle surfaces are clean and dry before assembling. \n\n\t\t(2)\tReplace the NAS 630-80 bolts and A189-10 nuts with new parts after each fifth inspection which requires disassembly and reassembly of the main rotor system.(3)\tThis alternate means of compliance terminates March 31, 1989, after which compliance with the requirements of paragraphs (a) though (e) of this AD is required. \n\n\t(g)\tIn accordance with FAR Section 21.197 and 21.199, the helicopter may be flown to a base where the inspection required by this AD may be accomplished. \n\n\t(h)\tAn alternate method of compliance with this AD, which provides an equivalent level of safety, may be used if approved by the Manager, Los Angeles Aircraft Certification Office, FAA, 3229 E. Spring Street, Long Beach, California 90806-2425. \n\n\tThis amendment (39-6646, AD 88-26-01 R2) becomes effective on August 7, 1990, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 88-26-01, issued December 15, 1988, as amended by AD 88-26-01 R1 issued February 8, 1989, which contained this amendment.