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98-08-28: This amendment adopts a new airworthiness directive (AD) that applies to all Avions Pierre Robin (Avions) Model R3000/160 airplanes. This action requires replacing the top bolts in the front wheel fork assembly and the top bolts attaching the front landing gear to the engine mount. 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 collapse of the nose landing gear, which could result in loss of control of the airplane during taxi and landing operations.
89-19-04 R1: 89-19-04 R1 BEECH: Amendment 39-6316 as amended by Amendment 39-6639. Applicability: Models 200 and B200 (Serials BB-2 through BB-1362); 200C and B200C (Serials BL-1 through BL-135); 200CT and B200CT (Serials BN-1 through BN-4); 200T and B200T (Serials BT-1 through BT-33); and 300 (Serials FA-2 through FA-206 and FF-1 through FF-19) airplanes equipped with wing fuel bay upper skin panels made with bonded (aluminum honeycomb sandwich) construction, certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished per AD 89-19-04 (Amendment 39-6316). To assure the continued structural integrity of the wing fuel bay upper skin panels, accomplish the following: (a) Within the next 30 days after the effective date of this AD, check the airplane records or inspect the wing fuel bay upper skin panels (hereafter called "skin panels") for possible bonded (honeycomb sandwich) construction. Airplanes with serial numbers BB-2 through BB-613, BT-1 through BT-17, BT-19 and BL-1 through BL-6 were manufactured with a skin-and-stringer construction and are not affected by this AD unless bonded wing fuel bay upper skin panels were installed after manufacture. If the airplane has bonded skin panels, accomplish the following in accordance with Beech Service Bulletin No. 2040, Revision III, dated April 1990 (for civil registered airplanes), or Beech Service Instructions No. C-12-0094, Revision III, dated April 1990 (for military airplanes), as applicable: (1) If the skin panels are bonded and have blind rivets as shown in the shaded portions of Figure 2 in the service bulletin, inspect the skin panels for debonding within the next 150 hours time-in-service (TIS) or 6 calendar months, whichever occurs first. (i) If the skin panel has been previously repaired, per Beech Kit No. 101-4032-1S or 101-4032-3S, (A) and there is debonding, prior to further flight install an approved partial replacement panel per Paragraph (a)(3) of this AD. (B) and there is no debonding, prior to further flight reseal the blind rivets per instructions in Beech Kit 101-4048-1S and reinspect the skin panel for debonding within 6 calendar months, again within another 12 calendar months, and at 18 calendar months or 600 hour TIS intervals thereafter, whichever occurs first. (ii) If the skin panel has not been previously repaired, (A) and there is debonding, either: (1) prior to further flight install an approved partial replacement panel per Paragraph (a)(3) of this AD, or (2) prior to further flight install a temporary repair per Figure 1 of Beech Service Bulletin No. 2040, Revision III, dated April 1990, which can be used for no longer than 12 calendar months from the time of repair, at which time install an approved partial replacement panel per Paragraph (a)(3) of this AD. (B) and there is no debonding, prior to further flight resealthe blind rivets per instructions in Beech Kit No. 101-4048-1S and reinspect the skin panel for debonding within 6 calendar months, again within another 12 calendar months, and at 18 calendar months or 600 hour TIS intervals thereafter, whichever occurs first. (2) If the skin panels are bonded and do not have blind rivets as shown in the shaded portion of Figure 2 in the service bulletin, inspect the skin panels for debonding within the next 600 hours TIS or 18 calendar months, whichever occurs first. NOTE 1: The following airplanes were manufactured with bonded skin panels without rivets: Models B200 (above Serial Number BB-1238), B200C (above Serial Numbers BL-127), B200CT (above Serial Numbers BN-4), B200T (above Serial Numbers BT-30), 300 (above Serial Numbers FA-81 and all FF-serial numbers). (i) If there is debonding, either: (A) prior to further flight install an approved partial replacement panel per Paragraph (a)(3) of this AD, or (B) priorto further flight install a temporary repair per Figure 1 of Beech Service Bulletin No. 2040, Revision III, dated April 1990, which can be used for no longer than 12 calendar months from the time of repair, at which time install an approved partial replacement panel per Paragraph (a)(3) of this AD. (ii) If there is no debonding, reinspect for debonding at 18 calendar month intervals thereafter. (3) Approved partial replacement skin panels are defined by Kit Nos. 101-4045-3S (LH) and 101-4045-4S (RH). Compliance with this AD is no longer required for any skin panel modified by one of these kits. NOTE 2: These panels are bonded with Nomex honeycomb core and do not have rivets. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. NOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office, at the above address. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, Kansas 67201-0085; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th, Street, Kansas City, Missouri 64106. This amendment (39-6639) amends AD 89-19-04 (Amendment 39-6316) which superseded AD 87-17-05 R1, Amendment 39-5847. This amendment (39-6639, AD 89-19-04 R1) becomes effective on July 9, 1990.
81-18-02: 81-18-02 HILLER AVIATION: Amendment 39-4203. Applies to Hiller Model UH-12 series helicopters including military models H-23F and OH-23G, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent tail rotor skin cracks, accomplish the following: (a) Prior to further flight after the effective date of this AD; 1) Visually inspect the tail rotor blades for skin cracks or loose rivets. If cracks or loose rivets are found, replace with like serviceable part prior to return to service. 2) Inspect the four vent holes in the tail rotor blades for obstruction as indicated in Part 2 of Hiller Aviation Service Bulletin UH-12-55-1 dated August 11, 1981. If either of the vent holes at the root end are found to be obstructed, remove the blade from service and replace with like serviceable part. If the root vent holes are found to be unobstructed, inspect the tip vent holes and clear of any obstruction prior to returnto service. (b) Prior to each flight after the inspections required by paragraph (a) of this AD, conduct a visual check to determine that the four vent holes are clear of obstruction. If obstructions are found, perform the appropriate corrective actions of paragraph (a) of this AD prior to further flight. NOTE: The checks required by paragraph (b) of this AD may be performed by the pilot. NOTE: For the requirements regarding recording compliance and method of compliance with this AD in the aircraft's permanent maintenance records, see FAR 91.173. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes or helicopters to a base for the accomplishment of inspections or modifications required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. 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 Hiller Aviation, 2075 W. Scranton Avenue, Porterville, California 93257, telephone (209) 781-8000. These documents may also be examined at FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. 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 FAA Western Region Office. This amendment becomes effective September 10, 1981.
82-01-05 R2: 82-01-05 R2 GATES LEARJET: Amendment 39-4297 as amended by Amendment 39-4746 is further amended by Amendment 39-5245. Applies to the following models and serial number airplanes certificated in any category. MODEL SERIAL NUMBER 23 23-003 through 23-099 24, 24A 24A-011, 24A-012, 24-015, 24-019, 24-031, 24-043, 24-050, 24-051, 24-055,24-060, 24-065, 24-087, 24-096, and 24-100 through 24-180 24B, 24B-A 24-181 through 24-217, 24-219 through 24-229 24C, 24D, 24D-A 24-218, 24-230 through 24-328 24E, 24F, 24F-A 24-329 through 24-357 25D, 25F 25-206 through 25-336, 25-338 and on 28 28-001 and on 29 29-001 and on 35, 35A 35-001 through 35-505 36, 36A 36-001 through 36-053 COMPLIANCE: Required as indicated. A. To assure proper operation of the Stall Warning Accelerometer Unit, unless previously inspected in the last 200 hours time-in-service before the effective date of this AD, within the next 50 hours time-in-service, and at intervals not to exceed 220 hours time-in-service thereafter, perform the inspection of the Stall Warning Accelerometer in accordance with Gates Learjet Service Bulletins (SB) 23/24/25-301B, SB 28/29-27-3B, or SB 35/36-27-12B, as appropriate. Models 35 and 36 series airplanes incorporating Gates Learjet Airplane Accessory Kit 83-2 are exempt from the requirements of this AD. B. Airplanes may be flown in accordance with FAR 21.197 to a location where modifications required by this AD can be accomplished. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas. Amendment 39-4297 became effective on January 8, 1982. Amendment 39-4746 became effective on October 31, 1983. This Amendment 39-5245 becomes effective on April 10, 1986.
2012-17-04: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 800 series turbofan engines. This AD requires removing from service certain intermediate pressure (IP) turbine discs that have a serial number listed in this AD. This AD was prompted by RR performing an evaluation that determined that the current lives for certain IP turbine discs with a steel inclusion may fail before they reach their current mandatory life limits. We are issuing this AD to prevent failure of the IP turbine disc, which could result in uncontained failure of the engine and damage to the airplane.
2012-17-10: We are adopting a new airworthiness directive (AD) for various restricted category Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH- 1F, UH-1H, UH-1L, and UH-1P helicopters with certain main rotor (M/R) blade assemblies installed, to require inspecting the grip plates, doublers, and upper and lower surfaces of the M/R blades in the area between blade stations 24.5 and 40 for an edge void, corrosion, or a crack. This AD is prompted by several reports of fatigue cracks on M/R blades installed on Bell Helicopter Textron, Inc. (Bell) Model 212 helicopters. These same part-numbered M/R blades may also be installed on certain FAA-approved modified restricted category helicopters. These actions are intended to detect an edge void, corrosion, or a crack on an M/R blade, which could lead to loss of the M/R blade and subsequent loss of control of the helicopter.
98-07-07: This amendment supersedes existing airworthiness directive (AD) 96-13-04, applicable to Rolls-Royce, plc RB211 series turbofan engines, that currently requires removing and replacing a rigid low pressure (LP) fuel system tube assembly with a tube assembly incorporating flexible sections and revised clip points in order to preclude cracking and subsequent fuel leakage. This amendment requires replacing one of the flexible fuel tube assemblies installed in accordance with AD 96-13-04 with an alternate flexible fuel tube assembly that is not prone to rupture. This AD also requires immediate replacement of any rigid fuel tubes not previously removed from service as required by AD 96-13-04. The amendment is prompted by reports of fuel line rupture on one of the flexible fuel tube assemblies installed in accordance with AD 96-13-04. The actions specified by this AD are intended to prevent high volume fuel leaks and reported fuel collection inside the engine nacelle, which couldresult in an uncontrolled engine fire. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of April 29, 1998. Comments for inclusion in the Rules Docket must be received on or before June 15, 1998.
98-08-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and 340B series airplanes, that requires a one-time inspection to detect discrepancies of the flight idle stop override mechanism, and corrective action, if necessary. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent increased braking distance for landings that require the flight idle stop override, resulting from the combination of failure of the override mechanism and inability of the power levers to be moved below the flight idle position after touchdown.
2012-15-07 R1: We are revising an existing airworthiness directive (AD) for Glasflugel Models Standard Libelle-201B, Club Libelle 205, Mosquito, and Kestrel gliders. That AD currently requires actions to address the unsafe condition on these products. This new AD includes clarification that the replacement control rod has an additional drain hole at the rod bottom between the forks and is the acceptable configuration for compliance. 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 corrosion damage to the elevator control rod that could lead to failure of the elevator control rod, possibly resulting in loss of control of the glider. We are issuing this AD to require actions to address the unsafe condition on these products.
98-08-17: This amendment adopts a new airworthiness directive (AD), applicable to various turbo-propeller powered General Dynamics (Convair) Model 240, 340, and 440 series airplanes, that requires revising the Airplane Flight Manual (AFM) to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to provide a statement of the consequences of positioning the power levers below the flight idle stop during flight. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.