Results
46-39-03: 46-39-03 DOUGLAS: (Was Service Note 2 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tPending accomplishment of AD 46-24-02, the magneto wires forward of the firewall must be inspected for chafing each 100 hours of operation.
47-10-39: 47-10-39 LOCKHEED: (Was Service Note 10 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2046 on Which All Metal Ailerons Are Not Installed. At periods not to exceed 250 hours, inspect the aileron inboard of the trim tab for evidence of cracks in the trailing edge and in the aft portions of the ribs. When cracks are found, parts of heavier gage should be installed and the aileron rebalanced. The periodic inspection may be discontinued when this modification has been made. (LAC Service Bulletin 49/SB-52 covers this same subject.)
2010-20-08: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747- 400F, and 747SR series airplanes. That AD currently requires repetitive inspections to find cracking of the web, strap, inner chords, and inner chord angle of the forward edge frame of the number 5 main entry door cutouts, and repair, if necessary. This new AD requires expanding the inspection areas to include the frame segment between stringers 16 and 23. This AD reinstates the repetitive inspections specified above for certain airplanes. This AD also requires repetitive inspections for cracking of repairs. This AD results from additional reports of cracks that have been found in the strap and inner chord of the forward edge frame of the number 5 main entry door cutouts, between stringers 16 and 23. We are issuing this AD to detect and correct such cracks. This condition, if not corrected, could cause damage to the adjacent body structure, which could result in depressurization of the airplane in flight.
2010-20-17: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Three cases of in-flight loss of cabin pressurization have been reported, resulting from failure of a bulkhead check valve in combination with failure of an air supply duct. In addition to mandating inspection, rework and/or replacement of the air supply ducts, Airworthiness Directive (AD) CF-2003-05 (subsequently revised to CF-2003-05R1) [which corresponds to FAA AD 2004-22-08] mandated the incorporation of a 4000 flight-hour repetitive inspection task for bulkhead check valves, Part Numbers (P/N) 92E20-3 and 92E20-4, into the approved maintenance schedule. However, this repetitive inspection task has since been superseded by a 3000 flight-hour periodic discard task for these bulkhead check valves. This directive mandates revision of the approved maintenance schedule to incorporate the discard task for bulkhead check valves, P/N 92E20-3 and 92E20-4, and supersedes the instructions in Corrective Actions, Part A, of AD CF-2003-05R1, dated 7 February 2006. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-23-07: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (Eurocopter) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that establishes a new retirement life for the clutch and requires an entry into the Accessory Replacement Record indicating the new life limit. This amendment is prompted by a recalculation of life limitations by the part manufacturer, Warner Electric. The clutch manufacturer used the airframe load spectrum to establish the new life limit of 3,600 hours time-in-service (TIS). The actions specified by this AD are intended to prevent failure of the clutch, loss of power to the main rotor and a subsequent forced landing of the helicopter.
81-21-02 R1: 81-21-02 R1 RAVEN INDUSTRIES, INC.: Amendment 39-4232 as amended by Amendment 39-4820. Applies to Models S-40A, S-50A, S-55A, S-60A, S-66A, RX-6, RX-7 and W100LB hot air balloons, certificated in any category, which have deflation panels using continuous hook and pile fastener tape around the circumference except where the panel is sewn to the envelope. Compliance: Required as indicated, unless already accomplished. To prevent unwanted opening of the deflation panel, accomplish the following: (A) On balloons not equipped with Raven FAA Approved Balloon Flight Manual dated April 15, 1983, before each inflation for the purpose of flight, verify the condition of the deflation panel as follows: (1) Visually check the deflation panel hook and pile fastener tape. (2) Remove debris and foreign matter from the tape and check for damage due to wear, or deterioration caused by heat. (3) Check the tape for adequate retention capability by the following procedure: (a) Mate several 15-20 inch sections firmly by hand around the circumference. (b) Grasp the fabric firmly, approximately 12 inches on either side of and perpendicular to the mated portions, and apply a pull of approximately 20 pounds. A spring scale may be used to measure the load. If the fastener tape separates, it is unacceptable for flight. (4) The checks required by paragraphs (A)(1) through (A)(3) of this AD may be accomplished by a person holding at least a private pilot certificate with a free balloon rating. Note: A maintenance record entry as prescribed by FAR 91.173 is required when complying with this AD. (5) Whenever the hook and pile fastener tape is found unacceptable, inspect and repair according to Raven Service Bulletin No. 112, dated March 16, 1981, or Raven Instructions for Continued Airworthiness for Hot Air Balloons, dated December 23, 1981. (B) On all balloons of the applicable models regardless of fate of Approved Flight Manual installed, at intervals not to exceed 100 hours of balloon inflated-buoyant time or at each annual inspection, whichever occurs first, conduct a test of the hook and pile tape for adequate retention in accordance with Raven Service Bulletin No. 112. (C) An equivalent method of complying with this AD may be used if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 79-4232 became effective October 13, 1981. This Amendment 39-4820 becomes effective March 8, 1984.
58-20-03: 58-20-03 LOCKHEED: Applies to Models 049, 149, 649, 649A, 749, and 749A Aircraft; Serial Numbers 1963 Through 1980; 2021 Through 2088; 2501 Through 2631; 2633 Through 2638 and 2640. Compliance required as indicated. A recent in-flight failure of an aft pressure bulkhead has been determined to have resulted from severe corrosion in the area of the lavatories. The following must be accomplished on all aircraft which have accumulated 6,000 or more flight hours. Items 1. and 2. are not applicable to any of the aircraft which have been inspected in accordance with 2. and repaired as necessary per 3., within the past 4,000 hours. All affected aircraft will be limited to 2 p.s.i. cabin pressure differential until 1. and 2. have been accomplished. 1. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 50 flight hours thoroughly examine the aft side of the pressure bulkhead (Station 1037) and adjacent shell structure between stringers 24 and 48. Clean and apply concentrated pressure with a device, which will not scratch good metal, to detect any indication of corrosion which may have developed on the forward side. If even slight indication of corrosion is found, conduct inspection 2. immediately. 2. Unless already accomplished per Lockheed wire FS/228233W or FS/228562W, within next 200 flight hours remove toilets, trim, plywood, insulation, paint, sealant, etc., to expose all bulkhead, bulkhead ring and shell structure, both forward and aft side of Station 1037, below the seat level and between stringers 24 and 48 and thoroughly inspect both sides of the pressure bulkhead and ring. Particularly close inspection shall be made to detect any evidence of corrosion at the periphery of faying surfaces at the pressure diaphragm attachment to the bulkhead ring, the elevator-rudder cable pulley bracket attachment on the lower left side and the Cannon plug attachment. 3. Replace any material or parts which show evidence ofcorrosion damage and thoroughly clean entire area, apply inhibitor, reseal, and paint in accordance with standard maintenance procedure. (See also 5.) 4. Inspect as in 2. and repair as in 3. at each block overhaul or at periods not to exceed 4,000 hours. This time may be increased to 8,000 hours on those airplanes in which sealing and drainage provisions equivalent to those outlined in Lockheed Service Bulletin No. SB-597 are incorporated. 5. If corrosion is found, flight operations shall be restricted, pending repairs, as follows: (a) No flight is permissible with significant corrosion damage to bulkhead ring, web, control brackets or shell structure. (b) Unpressurized flight is permissible if damage in confined strictly to the pressure diaphragm. (Lockheed wire FS/228562W, dated September 30, 1958, covers the same subject.) (Lockheed Structural Repair Manual, Report No. 5886, covers acceptable repair methods.)
2010-20-15: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: The heating capability of several AOA [angle of attack] transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could result in an ineffective response to an aerodynamic stall and reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-05-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: The manufacturer has informed Transport Canada that a certain number of the resolver stators, which were installed in the AOA [angle of attack] transducers, were not cleaned correctly. This condition can degrade the AOA transducer performance at low temperatures resulting in freezing of the AOA transducer resolver, which may provide inaccurate AOA data to the Stall Protection System (SPS). If not corrected, this condition can result in early or late activation of the stick shaker and/or stick pusher. The unsafe condition is early or late activation of the stick shaker or stick pusher, which can lead to loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-22-03: 76-22-03 BEECH: Amendment 39-2756. Applies to Models 99, 99A, A99A, B99 (Serial Numbers U-1 through U-164), Models 100 and A100 (Serial Numbers B-1 through B-230), and Models B100 (Serial Numbers BE-1 through BE-17) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent possible loss of elevator control: A) Within 50 hours' time in service after the effective date of this AD and thereafter at 400 hour intervals, until Beech P/N 100-4005-15 elevator update kits are installed on left and right elevators or new improved left and right replacement elevators are installed in accordance with Beechcraft Service Instructions No. 0799-133, Revision II, or later approved revisions, accomplish the following: 1. If not previously accomplished, install a 1.38 inch inspection access hole, access hole doubler, Tinnerman P/N A6914-1024-1 patch plate and Tinnerman P/N CO D805096-1 split doubler in the leading edge of right and left elevators in accordance with Beechcraft Service Instructions 0799-133, Revision II, or later approved revisions. 2. Remove the Tinnerman patch plate and elevator outboard hinge access door. Working through these openings using a light and mirror, visually inspect the following areas of right and left elevators for cracks: a. Elevator main spar web and flanges from Station 118.66 to 124.91. b. Elevator outboard leading edge rib flanges at Stations 115.61, 120.71 and 124.91. B) If a crack is found during any inspection specified in Paragraph A prior to further flight, accomplish either Paragraphs B(1) or B(2) and Paragraph B(3) if applicable: 1. Obtain from Beech and install on the cracked elevator Beech P/N 100- 4005-1S elevator update kit per instructions provided with the kit. 2. Install a new replacement elevator, in place of the cracked elevator, in accordance with Beechcraft Service Instructions 0799-133, Revision II, or later approved revisions. 3. OnModels 99 and 99A (Serial Numbers U-1 through U-131, U-133 through U-145 and U-147 except aircraft having elevators equipped with boundary layer separation wedge at trailing edge of elevator) flight check for out of trim control forces in accordance with Chapter 27-40 of Beech Maintenance Manual P/N 99-590015-1A3 or later revisions any time an elevator is repaired or replaced. C) The aircraft may be flown in accordance with FAR 21.197 to a location where Paragraph B may be accomplished, providing elevator damage has not progressed to the point where abnormal elevator flexing exists in the outboard hinge area. D) Time intervals for repetitive inspections noted in Paragraph "A" of this AD may be adjusted up to 40 hours to a maximum interval of 440 hours to allow inspections required by this AD to be accomplished at previously scheduled maintenance periods. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective November 4, 1976.
85-04-51: 85-04-51 GARRETT TURBINE ENGINE COMPANY (GTEC) (formerly AiResearch Manufacturing Company of Arizona): Amendment 39-5061. Applicable to all model ATF3-6-2C turbofan engines with exhaust deflector liner and seal assembly, Garrett Part Numbers 3001313-10 through -14, and not incorporating the bolted flange system specified in paragraph (d) of this AD. Compliance is required as indicated unless already accomplished. To prevent the possibility of an uncontained engine failure, accomplish the following: (a) Within the next 25 operational hours after the effective date of this AD, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of all affected engines for evidence of seal/rotor contact and/or seal looseness as specified in section 2.A., "ACCOMPLISHMENT INSTRUCTIONS" of GTEC SB ATF3-A72-6113, dated February 25, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office. (b) Prior to the accumulation ofan additional 75 hours in service after accomplishing the inspection in paragraph (a) above, or within 25 operational hours after the effective date of this AD, whichever comes later, and at intervals not to exceed 75 operational hours thereafter, visually inspect the stationary seal/sixth stage low pressure turbine rotor assembly area of all affected engines for evidence of seal/rotor contact and/or seal looseness as specified in the following GTEC Light Maintenance Manual revisions or equivalent approved by the Manager, Western Aircraft Certification Office: ENGINE MODEL MANUAL REFERENCE ATF3-6-2C Light Maintenance Manual Report No. 72-00-52 Revision 7, dated January 31, 1985; Temporary Revision No. 72-132, 72-00-00, Inspection dated February 25, 1985; Temporary Revision No. 72-133, 72-00-00, Inspection, dated February 25, 1985; Temporary Revision No. 72-135, 72-00-00, Trouble Shooting, dated February 25, 1985; Temporary Revision No. 72-136, 72-00-00, Trouble Shooting, dated February 25, 1985. NOTE: Periodic measurements of the engine interstage turbine temperature (ITT) are required to be recorded in accordance with an FAA approved revision to the limitations section of the flight manual of the airplane. ITT differences outside airplane flight manual acceptable limits required inspection of the stationary seal/sixth stage low pressure turbine rotor assembly area prior to next flight. (c) Engines with unsuccessful inspection results found during the accomplishment of paragraphs (a) or (b) above are to be disassembled as required to inspect, modify, or replace exhaust deflector liner and seal assembly and sixth stage turbine rotor assembly prior to further flight. (d) Upon removal of the sixth stage low pressure turbine rotor assembly from an affected engine for any reason or within 500 operational hours after the effective date of this AD, whichever comes first, incorporate the new exhaust deflector liner and seal assembly bolted flangesystem as specified in Section 2.A., "ACCOMPLISHMENT INSTRUCTIONS" of GTEC SB ATF3-72-6114 dated February 25, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) Sections 21.197 and Section 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Western Aircraft Certification Office, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. 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 Garrett Turbine Engine Company, P.O. Box 5217, Phoenix, Arizona 85010; telephone (602) 231-1000. These documents also may be examined at the Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective June 24, 1985, to all persons except those persons to whom it was made immediately effective by telegraphic AD T85-04-51, issued March 1, 1985, which contained this amendment.
81-09-04: 81-09-04 SHORT BROTHERS LIMITED: Amendment 39-4093. Applies to Model SD3-30 series airplanes, with main landing gear wheel, P/N AH53369, installed, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the main landing gear wheels, accomplish the following: (a) Prior to the accumulation of 150 hours time in service or 250 landings after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed 250 landings since the last inspection, inspect the valve side half, P/N AH43782 Mod State 1, of the main landing gear wheel, P/N AH53369, for cracks using the eddy current method in accordance with the Dunlop Component Maintenance Manual 32-40-65, Revision 6, dated May 11, 1979, or an FAA-approved equivalent. (b) Prior to the accumulation of 300 hours time in service or 500 landings since new, or prior to the accumulation of 150 hours time in service or 250 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 250 landings since the last inspection, inspect the valve side half, P/N AH43782 Mod State 2, of the main landing gear wheel, P/N AH53369, for cracks using the eddy current method in accordance with the Dunlop Component Maintenance Manual 32-40-65, Revision 6, dated May 11, 1979, or an FAA-approved equivalent. (c) If as a result of the inspection required in paragraph (a) or (b) of this AD, any crack or cracks are found, replace the wheel with a serviceable wheel of the same part number, or an FAA-approved equivalent and continue the repetitive inspection required by paragraph (a) or (b) of the AD as appropriate. (d) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. NOTE: Shorts Service Bulletin SD3-32-64, Revision 2, dated January 25, 1980, and Dunlop Aviation Division Service Bulletin No. 32-920, Revision 2, dated November 16, 1979, refer to this subject. This amendment becomes effective May 4, 1981.
85-18-01: 85-18-01 SIKORSKY AIRCRAFT: Amendment 39-5116. Applies to Sikorsky Aircraft Model S-64E helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possible loss of the main rotor blade outboard spar and subsequent loss of the counterweight train, accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 30 hours time in service from the last inspection, visually inspect main rotor blade outboard spars, Part Numbers (P/N) 6415-20201-043 and -045, for cracks in accordance with Section 2, Paragraph A of Sikorsky Alert Service Bulletin No. 64B15- 8A, dated October 16, 1984, or later FAA-approved revision. (b) Within the next 30 hours time in service after the effective date of this AD,unless already accomplished within the last 120 hours time in service, and thereafter at intervals of 150 hours time in service from the last inspection, fluorescent penetrant inspect main rotor blade outboard spars, P/N's 6415-20201-043 and -045, for cracks in accordance with Section 2, Paragraph B of Sikorsky Alert Service Bulletin No. 64B15-8A, dated October 16, 1984, or later FAA approved revision. (c) If a crack is found, replace with an airworthy blade that has been inspected in accordance with paragraphs (a) and (b) above prior to further flight. (d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. 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 this document from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Division of United Technologies Corporation, North Main Street, Stratford, Connecticut 06601. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective September 12, 1985.
2010-20-02: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters. This action requires replacing each affected hydraulic pump with an airworthy hydraulic pump. This amendment is prompted by the loss of the proper functioning of a hydraulic pump because of the deterioration of the pump seals and the loss of hydraulic fluid caused by incorrect positioning of the piston liner. The actions specified in this AD are intended to prevent loss of hydraulic power and subsequent loss of control of the helicopter.
68-26-03: 68-26-03 CANADAIR: Amendment 39-693. Applies to CL-44D4 Type airplanes. To detect cracks in stabilizer interspar ribs at Stations 123, 141 and 159, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this A.D. unless accomplished within the last 400 hours time in service, and at intervals thereafter not to exceed 500 hours time in service from the last inspection, inspect the rib caps of P/N 44-A67035- A-B, P/N 44-A67038-A-B, and P/N 44-A24301-A-B for cracks using a 5-power or greater boroscope or an FAA-approved equivalent inspection. (b) Replace cracked parts before further flight with a part of the same part number or an FAA-approved equivalent part, or repair cracked parts in accordance with the Canadair CL-44 Structural Repair Manual or an FAA-approved equivalent repair. (c) The repetitive inspection required by (a) need not be performed, if the stabilizer has been altered in accordance with Canadair Service Bulletin No. 286, or an FAA-approved equivalent alteration. (d) Equivalent parts, alterations, inspections or repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective December 19, 1968.
2021-26-17: The FAA is superseding Airworthiness Directive (AD) 2019-03- 26, which applied to certain The Boeing Company Model 737-600, -700, - 700C, -800, -900, and -900ER series airplanes. AD 2019-03-26 required modifying the passenger service units (PSUs) and life vest panels by replacing the existing inboard lanyard and installing two new lanyards on the outboard edge of the PSUs and life vest panels; measuring the distance between the hooks of the torsion spring of the lanyard assembly; replacing discrepant lanyard assemblies; and re-identifying serviceable lanyard assemblies. This AD was prompted by a determination that certain airplanes are listed in the wrong configuration and certain PSUs have not been correctly re-identified. This AD retains the requirements of AD 2019-03-26, and, for certain airplanes, requires an inspection to determine if the re-identified PSU part number is correct, and further re-identification if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2021-26-14: The FAA is superseding Airworthiness Directive (AD) 2018-11- 01, which applied to certain Airbus Helicopters Model AS332L2 and EC225LP helicopters. AD 2018-11-01 required installing a cut-out for the left-hand (LH) and right-hand (RH) rail support junction profiles and repetitively inspecting splices, frame 5295, and related equipment for a crack. Since the FAA issued AD 2018-11-01, the manufacturer has developed a modification for in-service helicopters for replacing aluminum splices with steel splices on frame 5295. This AD retains the requirements of AD 2018-11-01 and requires a modification for replacing aluminum splices with steel splices on frame 5295 if cracking is found. This AD also provides terminating action for the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2022-01-06: The FAA is adopting a new airworthiness directive (AD) for certain Cameron Balloons Ltd. (Cameron) fuel cylinders installed on hot air balloons. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as quick shut-off (QSO) flanged adaptors manufactured with non-conforming (undersized) threads. This AD immediately requires either replacing the QSO flange adapter or inspecting the fuel cylinder for leakage and taking corrective action, and replacing the QSO flange adapter within 4 months. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-03: 71-09-03 CONTINENTAL: Amdt. 39-1198. In determining the applicable engine serial numbers hereinafter listed, the first block of letters in the serial number line located on the engine nameplate constitutes the basic serial number. The serial number will be followed by the year of manufacture and the model letter designation, for example "S/N 184491-70-A". Applies to the following Continental model engines: TSIO-360-A New - 184001 thru 184379; 184381 thru 184393; 184397 thru 184409; 184411, 184415, 184416, 184418 thru 184421; 184423 thru 184425; 184427, 184429 thru 184431; 184433 thru 184443; 184445, 184447 thru 184453; 184455 thru 184466; 184468, 184469, 184472, 184474, 184475, 184477 thru 184480; 184482, 184483, 184485, 184490, 184491. Remanufactured - 197001 thru 197010. TSIO-520-B New - 145001 thru 145779; 145781 thru 145785; 145787 thru 145790; 145793, 145796, 145798 thru 145800; 145802, 145806, 145808 thru 145810; 145812, 145815 thru 145820; 145823 thru 145825; 145827 thru 145829; 145831 thru 145837; 145840 thru 145846; 145848 thru 145875; 145880 and 145881. Remanufactured - 176001 thru 176105. TSIO-520-D New - 156001 thru 156146. Remanufactured - 180001 thru 180012. TSIO-520-E New - 165001 thru 166099, 206001 thru 206256; 206258 thru 206270; 206272, 206273, 206275, 206277 thru 206291; 206293 thru 206306; 206309, 206310, 206311, 206313 thru 206315; 206317 thru 206343; 206345 thru 206347; 206349 thru 206359; 206361, 206364 thru 206369; 206371, 206373 thru 206376; 206380, 206385, 206388 thru 206392; 206396 thru 206399; 206404 thru 206408; 206413, 206415, 206420, 206426, 206429. Remanufactured - 182001 thru 182148. TSIO-520-J New - 208001 thru 208114; 208116, 208118 thru 208124; 208126 thru 208140; 208142 thru 208157; 208159 thru 208163; 208165 thru 208197; 208199 thru 208203; 208205 thru 208207; 208209, 208214, 208217, 208230, 208234, 208235, 208238 thru 208240. NOTE: The manufacturer has installed the P/N 638223 gasket on some serial numbers of the remanufactured engines listed herein. These engines are identified by a white paint band around the aneroid housing. Notation of compliance with Paragraph B may be made in the maintenance records of these engines without further action. Compliance: Required as indicated, unless already accomplished. To prevent extrusion of P/N 632647 gasket and/or fuel leakage at the top edge of the variable orifice body, accomplish the following or any equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, Kansas City, Missouri: A) Within 25 hours' time-in-service after the effective date of this AD, and thereafter at intervals of 100 hours' time-in-service, visually inspect the fuel injection pump in the area of the top edge of the variable orifice body for evidence of fuel leakage and/or extrusion of P/N 632647 gasket. In making this inspection, snip the cooling shroud inboard of the elbow fitting 3/8 inch vertically and bend up the bottom edge of the shroud to permit access to the area to be inspected. B) If the inspection required by Paragraph A discloses leakage and/or gasket extrusion, prior to further flight, replace P/N 632647 gasket with P/N 638223 gasket in accordance with Teledyne Continental Motors Service Bulletin M70-17 dated April 1, 1971 or later FAA approved revision. C) Upon accomplishment of the replacement provided in Paragraph B, compliance with the provisions of Paragraph A is no longer required. Teledyne Continental Motors Service Bulletin M70-17 dated April 1, 1971, or later FAA approved revision, refers to this subject. This amendment becomes effective April 29, 1971.
77-04-01: 77-04-01 ROCKWELL INTERNATIONAL CORPORATION, GENERAL AVIATION DIVISION: Amendment 39-2831. Applies to Model 690A airplanes, Serial Numbers 11143 through 11344, equipped with a Rockwell International installed Collins Radio Company AP106 autopilot. This AD does not apply to installations made in accordance with STC SA1876SW. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To assure excessive "g" forces are not generated as a result of a malfunction of the manual-electric trim system, accomplish the following: (a) Check the airplane records to determine if the manual-electric elevator trim system has been modified in accordance with Part II of Rockwell International, General Aviation Division Service Bulletin No. 162, dated October 21, 1976, or later FAA approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. If the Part II modification, or its equivalent, has been accomplished, no further action is necessary. (b) If the above modification has not been accomplished, deactivate the manual- electric elevator trim system in accordance with Part I of Rockwell International, General Aviation Division Service Bulletin No. 162 dated October 21, 1976, or later FAA approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. Accomplishment of Part II, or its equivalent, is optional; however, it must be accomplished prior to reactivation of the manual-electric elevator trim system. The manufacturer's Service Bulletin identified and described in this directive is 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 this Service Bulletin from the manufacturer may obtain a copy upon request to Rockwell International, General Aviation Division, 5001 North Rockwell Avenue, Bethany, Oklahoma 73008. This Service Bulletin 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 on February 14, 1977.
82-25-03: 82-25-03 FOKKER - VFW B.V.: Amendment 39-4501. Applies to Model F27 airplanes series 100, 200, 300, 400, 500, 600, and 700, certificated in all categories, serial numbers 10102 to 10596. Compliance required as indicated to detect and prevent electrical wiring chafing or damage to fuel lines and oxygen lines in the cockpit and nacelles. Accomplish the following within the next 100 hours time in service or 30 days, whichever occurs first, after the effective date of this AD, unless already accomplished: 1. Inspect, replace, or modify, as necessary, the electrical cable looms (bundles), fuel lines, and oxygen lines in the cockpit and nacelles in accordance with the Accomplishment Instructions of paragraph 2 of Fokker Service Bulletin F27/24-68, Revision 1, dated March 19, 1981. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. 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). This amendment becomes effective December 6, 1982.
2010-20-18: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Investigation of a recent accident has indicated it is possible to exceed the aircraft aft C of G limits during parachute operations. It is the responsibility of the pilot in command to ensure that the aircraft is loaded within the approved weight and balance limitations and these limitations are not exceeded throughout the flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
66-13-05: 66-13-05 VERTOL: Amdt. 39-240 Part 39 Federal Register May 19, 1966. Applies to Model 107-II Helicopters. Compliance required within the next 130 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further simultaneous engine false fire warnings caused by electrical wiring system malfunction: (a) Accomplish the following or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region (1) Isolate each fire detector system test circuit by replacing wafer test switch, P/N 1-1917- 1N5, with switch, P/N 1-1919-2N5; and (2) Revise the wiring arrangement in accordance with Vertol Service Bulletins Nos. 107-219 and 107-219A dated September 20, and October 22, 1965, respectively, or later FAA-approved revisions. (b) After modification in accordance with (a), functionally test the engine fire detection system as described in Vertol 107-2 Maintenance Manual, Chapter 16. Thisdirective effective June 18, 1966.
2010-20-05: The FAA is superseding an existing airworthiness directive (AD) for Turbom ca S.A. ARRIEL 2B turboshaft engines. That AD currently requires initial and repetitive inspections, cleaning, lubrication, and checks for proper operation of the hydro-mechanical unit (HMU) acceleration controller axle except on engines that incorporate modification TU 132. That AD also provides an optional terminating action for the repetitive inspections. This AD requires the same actions, but expands the applicability to include all engines that do not incorporate modification TU 149. This AD results from reports of engines with modification TU 132 incorporated experiencing stuck controller axles in the metering valve body. We are issuing this AD to prevent loss of control of engine fuel flow in manual control mode or mixed control mode, which can lead to engine overspeed, and in-flight engine shutdown resulting in a forced autorotation landing or accident.
2010-20-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Following five reported cases of balance washer screw failure on similar ADGs [air-driven generators]/ram air turbines installed on other aircraft types, investigation by Hamilton Sundstrand determined that a specific batch of the screws had a metallographic non-conformity that increased their susceptibility to brittle fracture. * * * Failure of a balance washer screw can result in loss of the related balance washer, with consequent turbine imbalance. Such imbalance could potentially result in ADG structural failure (including blade failure), loss of ADG electrical power and structural damage to the aircraft and, if deployment was activated by a dual engine shutdown, could also result in loss of hydraulic power for the flight controls. * * * * * The unsafe condition is the reduced ability of the flightcrew to maintain the safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.