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77-07-05: 77-07-05 HILLER AVIATION: Amendment 39-2862 as amended by Amendment 39-2917. Applies to Hiller Model UH-12, UH-12A, UH-12B, UH-12C, UH-12D, UH-12E UH-12E (4- place), (including military Models H-23A, H-23B, H-23C, H-23D, H-23F, OH-23G, HTE-1, HTE-2, and CH112) helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To detect cracks in the control rotor blade spar tube and cuff and to establish a service life of 6860 hours for Hiller P/N 36124 cuff used with unfaired paddles accomplish the following: (a) Within the next 100 hours time in service after the effective date this AD, unless already accomplished within the last 100 hours time in service and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect, replace or repair the control rotor blade spar tube and cuff in accordance with Hiller Aviation Service Bulletin No. 36-1, Revision 2, dated June 19, 1974, or later FAA-approved revisions. (b) After any repair is accomplished in accordance with Hiller Aviation Service Bulletin No. 36-1, Revision 2, dated June 19, 1974 or later FAA-approved revisions, the control rotor blade spar tube (faired and unfaired) and cuff must be retired before 2500 additional hours time in service after rework or when the current approved total service life (total service life before repair plus service life after repair) is reached, whichever comes first. (c) Fabric covered, metal covered, faired and unfaired control rotor blades are not interchangeable and must not be intermixed. (d) For Hiller P/N 36124 cuffs used with unfaired paddles (1) Cuffs with more than 6660 hours time in service, remove and replace with a serviceable part within 200 hours time in service after the effective date of this AD. (2) Cuffs with less than 6660 hours time in service, remove and replace with a serviceable part prior to 6860 hours time in service. (3) For cuffs for which the prior service history cannot be documented, within the next 25 hours time in service, unless already accomplished within the last 25 hours time in service prior to the effective date of this AD and at intervals not to exceed 50 hours time in service, perform a dye penetrant inspection of the cuff per Hiller Aviation Service Bulletin, No. 36-1, Revision 2, dated June 19, 1974, or later FAA approved revisions. Remove cracked cuffs from service prior to further flight. Cuffs for which the prior service history cannot be documented cannot be used as a replacement part. Remove from service all cuffs prior to the accumulation of 225 hours total time in service since April 7, 1977. (e) Equivalent inspection procedures and repair procedures for Hiller P/N 36124 cuff when used only with unfaired paddles may be approved by the Chief,Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 tooperate helicopters to a base for accomplishment of the inspections required by this AD. Amendment 39-2862 superseded Amendment 39-1990 (39 F.R. 36855), AD 74-21-05. Amendment 39-2862 became effective April 7, 1977. This amendment 39-2917 becomes effective June 20, 1977.
97-04-02: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-04-02, which was sent previously to known U.S. owners and operators of certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes (formerly referred to as Beech Models 1900, 1900C, and 1900D airplanes). This AD requires installing new exterior operating instruction placards for the airstair door, cargo door, and emergency exits, as applicable. This AD results from an accident involving a Raytheon Model 1900C airplane that collided with another airplane while completing its landing roll. The ensuing fire destroyed both airplanes. The actions specified by this AD are intended to assure complete instructions are visible for opening the airstair door, cargo door, or emergency exits, which, if not visible or understandable, could result in the inability to open the airstair door, cargo door, or emergency exits during an emergency situation.
80-19-08: 80-19-08 CESSNA: Amendment 39-3902. Applies to Model 172RG (S/N 172RG0001 through 172RG0573) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To preclude slippage of the mixture control wire at the carburetor fuel mixture control arm and resultant power loss due to a lean fuel/air mixture, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) Visually inspect the mixture control connection on the right side of the carburetor for correct assembly. Assure that (1) Cessna Part Number (P/N) 9862010-9 mixture control assembly wire is secured to the Cessna P/N S2323-11 clamp at the carburetor mixture control arm with an AN960-10 (approximately .063 inch thick) washer installed between the mixture control wire and the MS20365-1032C nut and (2) an AN960-10L (approximately .032 inch thick) washer is installed between the mixture control wire and the mixture controlarm. B) If the parts are assembled per Paragraph A), check to assure that the minimum torque on the MS20365-1032C nut is 15 inch-pounds and that the Cessna P/N S2323-11 clamp will swivel in the mixture control arm. Make the prescribed entry in the aircraft maintenance records indicating compliance with this AD and no further action is required. C) If the parts are not assembled per Paragraph A) remove and discard the MS20365-1032C nut. Install washers in the positions specified by Paragraph A) and install a new MS20365-1032C nut. Torque the nut to 15 inch-pounds minimum and assure that the Cessna P/N S2323-11 clamp will swivel in the mixture control arm. D) Airplanes may be flown in accordance with FAR 21.197 to a location where the inspection required by Paragraph A) may be accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 942-4285. This amendment becomes effective September 15, 1980.
90-26-10: 90-26-10 BOEING: Amendment 39-6836. Docket No. 90-NM-132-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 430, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tPrior to the accumulation of 12,000 flight cycles or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 1,000 flight cycles, conduct an external detailed visual and external high frequency eddy current inspection for cracks of the fuselage skin from body station (BS) BS 220 to BS 520, left and right hand side of the airplane between stringers (S) S-6 and S-14, excluding the skin lap joints, in accordance with Boeing Alert Service Bulletin 747-53A2321, dated October 31, 1989. Repeat the inspections thereafter at intervals not to exceed 2,000 flight cycles. \n\n\tB.\tIfcracks are detected, repair prior to further flight, in accordance with the Boeing Alert Service Bulletin 747-53A2321, dated October 31, 1989.\n \n\tC.\tFor airplanes line numbers 001 through 200, prior to the accumulation of 20,000 flight cycles, or within the next 4 years after the effective date of this AD, whichever occurs later, perform the terminating modification of the skin panel from BS 340 to BS 520, S-6 to S-14, in accordance with Boeing Alert Service Bulletin 747-53A2321, dated October 31, 1989. (The modification consists of replacing the skin panel with a new skin panel which was manufactured utilizing the improved hot phosphoric anodize bonding process.) \n\n\tD.\tReplacement of the skin panel required by paragraph C. of this AD constitutes terminating action for the inspections from BS 340 to BS 520 required by paragraph A. of this AD. The inspections from BS 220 to BS 340 required by paragraph A. of this AD are to be continued. \n\n\tE.\tFlight cycles conducted at 2.0 PSIor less cabin differential pressure need not be counted for the purpose of this airworthiness directive. \n\n\tF.\tFor Model 747SR airplanes only, the threshold and repetitive inspection intervals specified herein may be multiplied by the 1.2 adjustment factor based on continued mixed operation at lower cabin pressure differentials. \n\n\tG.\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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tH.\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 thisdirective who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 90-26-10 supersedes AD 89-23-53, Amendment 39-6524. \n\tThis amendment (39-6836, AD 90-26-10) becomes effective on January 22, 1991.
90-16-04: 90-16-04 McDONNELL DOUGLAS: Amendment 39-6613. Docket No. 89-NM-198-AD.\n\n\tApplicability: Model DC-10 and KC-10 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tExcept as provided in paragraph C., below, within the threshold for inspections specified in the service bulletins listed in Table 2.1 of "DC-10/KC-10 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report No. MDC-K1571, Revision A, dated February 28, 1990 (hereafter referred to as "The Document"), or within one repetitive inspection period specified in those service bulletins after the effective date of this AD, whichever is later, inspect for cracks in accordance with those service bulletins. Repeat these inspections at intervals specified in the service bulletins listed in Table 2.1 of The Document. \n\n\t\t1.\tIf cracks are found during any inspection,prior to further flight, either accomplish the terminating modification in accordance with the applicable service bulletin, or repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: Detection of discrepancies other than cracking necessitates appropriate corrective action in accordance with the provisions of Part 43 of the Federal Aviation Regulations (FAR). \n\n\t2.\tModification in accordance with paragraph B. of this AD terminates individual inspection requirements of the applicable service bulletin.\n\n\tB.\tExcept as provided in paragraph C., below, prior to reaching the incorporation thresholds listed in The Document or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications specified in the service bulletins listed in Table 2.1 of The Document. \n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements.\n\n\tC.\tFor McDonnell Douglas Service Bulletins A30-37, 30-38, 53-16, 53-19, 53-25, 54-11, 54-27, 54-33, 55-2, and 57-7, listed in Table 2.1 of The Document, within the threshold for inspections listed in Table 2.1 of The Document under "S/B Change Required" or within one repetitive inspection period specified in Table 2.1 of The Document under "S/B Change Required" after the effective date of this AD, whichever is later, inspect for cracks in a manner approved by the Manager, Los Angeles Aircraft Certification Office. Repeat these inspections at intervals specified in Table 2.1 of The Document under "S/B Change Required."\n\n\t\t1.\tIf cracks are found during any inspection, prior to further flight, either accomplish the terminating modification in accordance with the applicable service bulletin, or repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\t\n\n\t\t2.\tModification in accordance with paragraph D., of this AD terminates individual inspection requirements of the applicable service bulletin.\n\n\tD.\tWithin 4 years after the effective date of this AD accomplish the structural modifications stipulated in the service bulletins specified in paragraph C., above.\n\n\tE.\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, Los Angeles 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, Los Angeles Aircraft Certification Office.\n\n\tF.\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\tThe inspections and modifications shall be done in accordance with the "DC-10/KC-10 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report No. MDC-K1571, dated February 28, 1990, which incorporates the following list of effective pages:\n\n\nPage Number\nRevision Number\nDate\nPage i (Cover)\nRevision A\nFebruary 28, 1990\nPage ii\n(Original)\nSeptember 12, 1989\nPages iii - vi\nRevision A\nFebruary 28, 1990\nPages vii - viii\nRevision A\nFebruary 28, 1990\nPage 1\n(Original)\nSeptember 12, 1989\nPage 2\nRevision A\nFebruary 28, 1990\nPage 3\n(Original)\nSeptember 12, 1989\nPages 4 - 15\nRevision A\nFebruary 28, 1990\nPage 16\n(Original)\nSeptember 12, 1989\nPages 17-20\nRevision A\nFebruary 28, 1990\nPages 21-22\n(Original)\nSeptember 12, 1989\nPage 23\nRevision A\nFebruary 28, 1990\n\nThis 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 maybe obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90806, Attention: Director, Publication and Training, C1-750 (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C.\n\n\tThis amendment (39-6613, AD 90-16-04) becomes effective on September 10, 1990.
2019-16-09: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-400 series airplanes. This AD was prompted by reports of cracked elevator power control unit (PCU) brackets on the horizontal stabilizer rear spar and cracking on the elevator front spar. This AD requires one-time inspections for cracks and damage of the elevator PCU brackets and surrounding area, horizontal stabilizer rear spar, and elevator front spar, and related investigative and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
96-01-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that requires installation of hydraulic line restrictors in the main landing gear (MLG), and modification of the hydraulic damper assembly of the MLG. This amendment is prompted by reports of vibration occurring in the MLG during landing; in some cases, such vibration has led to the collapse of the MLG. The actions specified by this AD are intended to prevent incidents of vibration in the MLG, which can adversely affect the integrity of the MLG.
2007-05-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330 and A340 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness by incorporating new and revised certification maintenance requirements (CMRs). This AD results from the manufacturer's determination that additional and revised CMRs are necessary in order to ensure continued operational safety of the affected airplanes. We are issuing this AD to prevent safety- significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition.
2019-10-51: The FAA is publishing a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH Helicopters (Airbus) Model MBB- BK 117 C-2 helicopters. Emergency AD 2019-10-51 was sent previously to all known U.S. owners and operators of these helicopters. This AD requires, for certain helicopters, inspecting the fuselage frame and providing certain information to the FAA. This AD also prohibits installing certain components as part of Supplemental Type Certificate (STC) SR00592DE on any helicopter. This AD was prompted by reports of fatigue cracks in the fuselage frame. The FAA is issuing this AD to address the unsafe condition on these products.
2019-17-01: The FAA is superseding Airworthiness Directive (AD) 2017-11-09 for certain Learjet, Inc. (Learjet), Model 60 airplanes. AD 2017-11-09 required a one-time fluorescent dye penetrant inspection of the fuselage skin for corrosion, additional related inspections and corrective actions as necessary, and reporting the inspection results to the FAA. This AD clarifies the compliance time for the inspection and corrects an error in the inspection area of the fuselage skin. This AD was prompted by the identification of an error in the fluorescent dye penetrant inspection of the fuselage skin and an ambiguity in the compliance time for the fluorescent dye penetrant inspection. The FAA is issuing this AD to address the unsafe condition on these products.