October 1997 Alerts - Federal Aviation Administration · 2005-06-22 · The report did not state...

General AviationAirworthinessAlerts

AC No. 43-16

ALERT NO. 231OCTOBER 1997

Improve Reliability-Interchange ServiceExperience

A LER TS

Contents of this publication are informational only. Due to the need for extensive distribution of this publication,only one copy is provided to an addressee; however, this publication may be duplicated.

CONTENTS

AIRPLANES

AEROSPATIALE .................................................................................................................. 1AMERICAN CHAMPION ..................................................................................................... 2BEECH................................................................................................................................... 2CESSNA ................................................................................................................................. 5MOONEY ............................................................................................................................... 8PIPER .................................................................................................................................... 8

HELICOPTERS

AGUSTA............................................................................................................................... 11AMERICAN EUROCOPTER.............................................................................................. 11BELL .................................................................................................................................... 12

AGRICULTURAL AIRCRAFT

AYRES ................................................................................................................................. 13PIPER .................................................................................................................................. 13

AMATEUR, SPORT, AND EXPERIMENTAL AIRCRAFT

AMATEUR-BUILT GLIDER .............................................................................................. 13CLASSIC AIRCRAFT CORPORATION ............................................................................ 14HOME BUILT...................................................................................................................... 14NIEUPORT .......................................................................................................................... 14SEAREY ............................................................................................................................... 14SKYBOLT............................................................................................................................. 15

PROPELLERS AND POWERPLANTS

TURBOMECA ..................................................................................................................... 15

AIR NOTES

AIRWORTHINESS DIRECTIVES (AD’S) ISSUED IN AUGUST 1997 ........................... 16ALERTS ONLINE ............................................................................................................... 16ELECTRONIC AVAILABILITY OF INFORMATION ..................................................... 17FAA ENFORCEMENT ACTIONS (VIOLATIONS) .......................................................... 17SUSPECTED UNAPPROVED PARTS SEMINAR ........................................................... 18FAA FORM 8010-4, MALFUNCTION OR DEFECT REPORT ........................................ 19SUBSCRIPTION REQUEST FORM .................................................................................. 19

October 1997 FAA AC 43-16

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FLIGHT STANDARDS SERVICEMike Monroney Aeronautical Center

The General Aviation Airworthiness Alerts provide a commoncommunication channel through which the aviation commu-nity can economically interchange service experience andthereby cooperate in the improvement of aeronautical productdurability, reliability, and safety. This publication is preparedfrom information submitted by those of you who operate andmaintain civil aeronautical products. The contents includeitems that have been reported as significant, but which havenot been evaluated fully by the time the material went topress. As additional facts such as cause and corrective actionare identified, the data will be published in subsequent issuesof the Alerts. This procedure gives Alerts’ readers promptnotice of conditions reported via Malfunction or DefectReports. Your comments and suggestions for improvement arealways welcome. Send to: FAA;ATTN: Designee Standardization Branch (AFS-640);P.O. Box 25082; Oklahoma City, OK 73125-5029.

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC 20590

GENERAL AVIATION AIRWORTHINESS ALERTS

AIRPLANES

AEROSPATIALE

Aerospatiale Nose Landing GearModel TB-9 Mount Tube DamageTampico 3221

During a scheduled inspection, a small blisterin the paint led to finding a severe defect inthe nose landing gear attachment to theairframe.

The paint blister was found on an enginemount tube. When it was probed, severecorrosion was found underneath. The mounttube wall thickness had been penetrated bythe corrosion, and the tube broke while it wasbeing removed. The submitter stated itappeared the corrosion originated on the

inside of the tube and progressed through thewall thickness to the outside.

Part total time-4,933 hours.

Aerospatiale Defective FuelModel TBM 700 Pressure Transducer

2844

The pilot reported that, at times, the indicatedfuel pressure would drop to zero during flight.

Troubleshooting the indicating systemrevealed the fuel pressure transducer(P/N Z00.M7809178074) was operatingintermittently. The submitter stated this wasthe third such failure he had experienced. Thefirst transducer failed after 155 hours ofoperation, the second unit lasted 120 hours,and this unit lasted 203 hours of operation.

Part total time as previously stated.

FAA AC 43-16 October 1997

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AMERICAN CHAMPION

American Champion Leaking Fuel SystemModel 8GCBC DrainsScout 2810

During an inspection, all four fuel tank “quickdrains” were found leaking. Each of the “quickdrain” seals was found clogged with aluminummetal cuttings. The submitter believed thesecuttings were left inside the fuel tanks duringtheir manufacture and migrated into the“quick drains.” Also, metal cuttings were foundin the main fuel system strainer. Thesubmitter recommended the entire fuel systembe drained and flushed to purge it of debrisand contamination.

Part total time-36 hours.

BEECH

Beech Defective Engine OilModel 19A PumpMusketeer Sport 8550

This aircraft had a Textron Lycoming ModelO-320E2C engine installed. While complyingwith Airworthiness Directive (AD) 96-09-10Cin conjunction with a scheduled inspection,excessive “wobble” was noted at the enginecrankshaft idler gears.

The engine accessory case had been removed,and the left side idler gear shaft was found tohave significant free play. When the idler gearand shaft (P/N LW-13796) were removed, thelower bolt (P/N STD-2167), used to secure theidler gear shaft mount (P/N LW-13797), wasfound broken. Evidence indicated that the bolthad failed due to shear stress at the junction ofthe shaft mount and the engine crankcase. Thethreaded portion of the bolt remained in thecrankcase, and the bolt head and shank couldnot be found. This allowed the idler gear shaftto move and work on the aluminum crankcaseand enlarge the opening through which oilpasses to lubricate the idler gear. Thesubmitter speculated that this failure may

have been caused by overtorquing of the boltduring installation.


Beech Wheel Brake FailureModel A36 3242Bonanza

The pilot reported that after heavy brakeapplication, the right wheel brake failed.

An inspection revealed that the brake disk(P/N 164-25E) had separated from the wheelassembly. It appeared the brake disk had been“torn” loose at the mount holes. No cause orcure was offered for this defect; however, thesubmitter stated this failure was identical toone reported in the May/June edition ofAviation Maintenance Technician magazine.


Beech NonstandardModel 58 Bulkhead RepairBaron 5510

During a scheduled inspection, the horizontalstabilizer bulkhead (P/N 002-440023-77) wasfound cracked.

This bulkhead was located at Fuselage Station(FS) 257.6 adjacent to the spar attachmentpoints. Several of the cracks had been “stopdrilled” as a repair. The submitter stated thatin accordance with Beech Service Instruction(SI) 990, revision 2, a reinforcement kit(P/N 55-4030-5S) is required for repair ofdefects such as those found in this case. It wasrecommended this area be given closeattention during scheduled inspections andthat repairs be accomplished in accordancewith SI 990. Consult all appropriate technicaldata for complete details and requirements.



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Beech Rudder InterconnectModel 58 Tube DamageBaron 2720

During a 100-hour inspection, the rudderinterconnect tube was found chafed and worn.

A screw used to attach the floor panel wasexcessively long and had worn a hole throughthe wall thickness of the interconnect tube(P/N 002-410034-3). The hole wasapproximately .375 inch long, and the tubewas scored for a distance of 1.5 inch. (Refer tothe following illustration.) Each time therudder linkage was moved the screw threadswore into the tube. The submitter stated thescrew had been installed at the wrong locationand was too long. This operator had found thisdefect on several other aircraft, and the defectwas not seen as uncommon. It was suggestedthat more care be taken to ensure componentinstallation does not interfere with othermoving (or stationary) parts.


Beech Rudder BearingModel C90A FailureKing Air 2720

The submitter found the rudder bearing(P/N MS24461-4) “frozen” on 5 of the 18aircraft in this operator’s fleet.

The bearings displayed signs of corrosion,a lack of lubrication, and they would not move.It was stated that chapter 12 of themaintenance manual does not requirelubrication of these bearings. The report didnot state the position in which theunserviceable bearings were installed or ifthey were a “sealed type” of bearing. It would

be wise to closely inspect all of the rudderbearings during scheduled inspections andmaintenance.

Part total times ranged from 2,000 to 5,000hours.

Beech Fuel LeakModel F90 2820King Air

After the aircraft had been parked in thehangar a few hours (for other maintenance),fuel was noticed coming from the right enginenacelle.

The fuel was coming from the lower nacelleheated fuel vent. An investigation determinedthat the fuel was leaking past the auxiliaryfuel tank flapper valve. Further inspectionand disassembly revealed that the flappervalve plate (P/N 101-920067-11) hingeattachment rivets were loose and worn. Thisallowed the valve plate to “unseat” and thefuel to pass under gravity pressure. Any fuelleakage from these vents should bethoroughly investigated. As indicated by thenumber of operating hours, this defect mayhave been caused by “old age.”


Beech In-Flight DepartureModel 99 Of Pilot’s AuxiliaryAirliner Hatch

5300

Information for this article was furnished asFAA Safety Recommendation 97-059, from theFAA Aircraft Certification Office located inWichita, Kansas.

The FAA has received a report stating thepilot’s auxiliary hatch departed the aircraft.The probable cause was that the latch was notproperly secured. However, the predeparturechecklist did include limited instructions tocheck the hatch for security.


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It is recommended that the pilot review theAirplane Flight Manual contained within thePilot’s Operating Handbook before startingengines and before takeoff. Also, themaintenance manual requires an inspection ofthe pilot’s compartment hatch every 100 hoursof time-in-service.

Beech Air ConditionerModel 100 System FailureKing Air 2100

The pilot reported that the air conditioningsystem failed during flight. The 5-amp airconditioner blower circuit breaker had openedand could not be reset.

An investigation by maintenance personneldisclosed that the electrical wiring for theradar unit and the air conditioner control boxhad “melted” together. After considerableresearch, which included contact with a Beechtechnical representative, it was found that the“air conditioner soft start resistor” hadoverheated, causing failure of the wireinsulation. The 1-amp circuit breaker in theair conditioner control box (P/N 100-364178-1)had been replaced with a 2-amp circuitbreaker. This action had been taken by anunknown person at some time in the past. Theaircraft maintenance records had no entry forthis or any related maintenance.

Installation of the 2-amp circuit breakercaused the relay in the start control circuit tostay on-line longer than it should have, whichresulted in an overheat condition of theresistor. In addition to changing the parts andwiring which were obviously damaged, theBeech representative suggested replacing the50-degree outside air temperature switch andthe 35-degree thermal switch. Also, the Beechrepresentative stated that the 2-amp circuitbreaker in the control box overrode the controlbox “built in” protection. Although the systemfunctioned for several years, one of the partsmalfunctioned and caused the resistor to

overheat. Although no specific identificationwas given, the submitter stated that Beechissued a “Communiqué” covering this subject.

Part total time unknown.

Beech Main Landing GearModel 400 Door CracksBeechjet 5280

Information for this article and the twofollowing articles was reported by the samesubmitter. All of these defects were found onthe same aircraft. Cracks were found in theupper channel of both main gear doors duringa scheduled inspection.

The cracks were located just above theforward door hinge. After removing thechannels, the forward hinge (P/N 45A30381)was also found cracked. The submitter statedthis problem is identified in Beech ServiceCommuniqué 26 and recommended thisdocument be consulted for specific details.


Beech Landing GearModel 400 Hydraulic SystemBeechjet Failure

3230

During a ground test of the landing gearsystem, the nose gear collapsed.

Prior to the test, all three landing gear wereconfirmed to be in the “down-and-locked”position. When hydraulic pressure from anexternal source was applied to the system, thenose landing gear immediately retracted. Aninvestigation revealed that the landing gearcontrol system was functioning normally. Thecause was found to be in the landing gearhydraulic powerpack (P/N 45AS65022-7). The“spool valve” for the nose gear had stuck in the“gear-up” position. This caused hydraulicpressure to be applied to the retraction side ofthe nose gear cylinder.

Three cheers for the maintenance folks whodiscovered and corrected this defect before it


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had the opportunity to cause serious personalinjuries!


Beech Emergency LandingModel 400 Gear ExtensionBeechjet Failure

3230

During a test of the emergency landing gearextension system in conjunction with ascheduled inspection, the left main gear failedto extend.

An inspection disclosed that the left main geardoor open (emergency) cable(P/N 45A38671-31/41) was broken. The failureoccurred at the door end of the cable. Thesubmitter stated that if it had been necessaryto use the emergency gear extension system inflight, a two-point (nose and right main)landing would have resulted.


CESSNA

Cessna Engine TurbochargerModels All Single-Engine Oil Hose FailureAircraft With 2820Turbocharged TeledyneContinental Engines

Information for this article was furnished asFAA Safety Recommendation 96-188, from theFAA Aircraft Certification Office located inWichita, Kansas.

The FAA continues to receive reports offailure of the engine oil hoses attached to theturbocharger and wastegate. Cessnarecommends that all engine hoses be replacedevery 5 years. The most recent hose failurereport indicates that the engine suffered lossof engine oil due to a ruptured hose, and theengine had been overhauled less than 12months prior to this occurrence. This hose hadbeen in service over 15 years when the enginewas overhauled.

The FAA issued Airworthiness Directive(AD) 88-22-07 as a result of the numerous hosefailure reports received for these aircraft. TheFAA has received a recommendation to issueadditional AD’s to limit, by regulation, the lifeof all engine compartment hoses to thecurrently recommended period of 5 years.

Inspection personnel are encouraged torecognize the importance of maintaining anacceptable service life of all enginecompartment hoses.

Cessna Wing SparModel 140A Carry-Through

Corrosion5711

After the right wing was removed for painting,an inspection of the fuselage rear sparcarry-through structure revealed severecorrosion.

The area of damage was between the front faceof the rear wing spar and the bulkhead towhich it was attached. The most severecorrosion damage was located approximately.5 inch inboard of the rear wing sparattachment block which was bolted to the sparcarry-through. At this point, the corrosionconsumed the entire thickness of thebulkhead. Five of the 10 rivets used to attachthe bulkhead to the spar had missing heads.

The submitter stated this damage was causedby entrapment of water and othercontaminates, and the structural memberswere installed without corrosion treatment.Another contributing factor was the location ofan electrical system ground attached to thebulkhead.

It was recommended that the manufacturerprovide procedures to allow better drainage inthis area and corrosion treatment of structuralmembers during installation. Also, it wassuggested that inspection access to this areabe provided so that it may be properlyinspected without wing or other majorcomponent removal. Primary aircraft


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structure should be avoided as a location foran electrical system ground attachment.

Part total time not reported.

Cessna QuestionableModel 172N Information And

Maintenance

An anonymous report was received recentlyfrom a pilot/owner/A&P mechanic, stating aproblem which could have a negative impacton operational safety and airworthiness of theaircraft.

The submitter stated finding fuel lines “ridinghard” or chafing against the aircraft structureat various points. The chafing locations werenot identified other than points where fuellines passed through lightening holes in theaircraft structure. Chafing fuel lines dopresent a serious safety problem whichdeserves correction at the earliestopportunity. However, the cure should not bethe cause of another safety-related defect.

In this case, the submitter sought guidancefrom an engineer/A&P who advised the ownerto “...just enlarge the holes to clear the fuellines.”

First of all, chafing fuel lines, or any otheraircraft plumbing, is an anomaly and not anormal condition! If a systemic chafingproblem exists, it should be documented andreported so that the problem can be addressedby the FAA and the manufacturer.

Secondly, without current and propertechnical data one should not arbitrarilyenlarge lightening holes or any other aircraftstructure to provide chafing clearance.A Cessna representative was contactedconcerning this subject and stated that“reforming the lines might be a better solutionthan a possible compromise of the aircraft’sstructural integrity.” Modification of theaircraft’s structure should never be donewithout using approved technical data andprocedures.

Cessna Engine Induction AirModel 177RG System IcingCardinal Problems

7160

Information for the following article wassubmitted as FAA Safety Recommendations96.401 and 96.402 by the FAA AircraftCertification Office located in Wichita,Kansas.

The FAA continues to receive reports ofinduction icing problems associated with fuelinjection systems having metering componentson which impact ice may accumulate.(Reference Title 14 of the Code of FederalRegulations (14 CFR) part 23,section 23.1093(a)(5).) In some situations, theFAA has written airworthiness directives(AD’s) on aircraft certificated to earlierregulations to require compliance with theintent of section 23.1093(a)(5). However, thereports of induction icing problems on someaircraft models, equipped with the type of fuelmetering systems described above, are notnumerous enough to justify design changes tomeet the later regulations.

When in-flight engine induction icingproblems are encountered on aircraft that donot meet the intent of section 23.1093, thepilot has no choice except to descend towarmer air. The cause of induction icingproblems is often that the pin size impacttubes, which are upstream of the throttleplate, become obstructed with frozen waterdroplets that pass through the induction airfilter. When these tubes become obstructed,fuel flow is rescheduled to idle fuel flow whenthe throttle plate is in the normal cruise ortakeoff position.

Pilots, operators, and mechanics areencouraged to submit accurate, descriptivereports of induction icing problems on aircraftequipped with fuel injection systems havingmetering components on which impact ice mayaccumulate.


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Cessna Defective NoseModel R182 Landing GearSkylane 3230

During other maintenance, a techniciandiscovered the nose landing gear actuatorattachment fitting was broken.

The upper right leg of the fitting(P/N 2243002-2) was broken at the attachmenthole. A review of the aircraft maintenancerecords revealed the aircraft had beeninvolved in three different gear-up landings.The nose gear area had sustained substantialdamage which had been repaired each time;however, there was no mention of the actuatorattachment fitting being replaced. Thesubmitter speculated the fitting was damagedin one or more of the three landing incidentsand had been overlooked during previousrepairs. Also, the submitter stated that CessnaModel T303 aircraft use this same part towhich Airworthiness Directive (AD) 91-11-09applies.


Cessna Engine ThrottleModel 182Q Control FailureSkylane 7322

The pilot reported the throttle stuck at fullpower while preparing for a descent. Anuneventful landing was made, and the enginewas shut down by using the mixture control.

An inspection disclosed that the carburetor“butterfly” valve was stuck in the “full open”position and would not move toward the“closed” position. The carburetor “full open”stop was excessively worn, which allowed thebutterfly valve to travel further than normal.The valve pin was “jammed” inside thecarburetor body, and locked the valve plate inposition.

Part total time unknown.

Cessna Engine MountModel T210 DamageCenturion 7120

While the number 2 cylinder on the enginewas being changed, the left rear engine mountwas found damaged.

The engine mount had been severely chafed bythe propeller control cable. The damaged areawas adjacent to the “cut out” for the barrel nut.When the engine intake and exhaust systemsare installed, this area is very difficult to see.The propeller control cable had not beenproperly supported when it had beeninstalled, and the submitter stated there wereno provisions for support of the cable. Theengine mount was changed, and the propellercontrol cable was rerouted and secured toprevent future chafing and interference.


Cessna Erroneous MainModel 425 Landing GearConquest Indication

3260

It was reported that the right main landinggear indicated “unsafe” when it was extended.The landing gear was cycled several timeswith the same result.

While troubleshooting the system, thedownlock switch, located in the landing gearactuator (P/N 9910136-6), was found to operateintermittently. After replacing the switch, thesystem operated and indicated normally.


Cessna Power Brake PumpModel 550 Pressure SwitchCitation Failure

3242

When the aircraft taxied to the parking ramp,the mechanic noticed that the power brake


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pump, which normally cycles every minute orso to recharge the accumulator, had stoppedcycling.

The cause of this problem was traced to failureof the pressure switch (P/N 1206P27) to be inthe open position. The system operatednormally after replacement of the switch. Theoperator/submitter stated this switch hasfailed 15 times over the past 7 years on theirfleet of four like aircraft. The failure rate forthis part is approximately one failure every 3months. Also, the operator noted that theprice of this part has doubled over the 7-yearperiod.


Cessna Tire FailureModel 560 3244Citation

During a normal maintenance preflight, thetechnician discovered the left main landinggear tire tread was separating from the casing.

The tire (Aviator 12 ply, P/N 028-700) pressureand tread wear were normal. The condition ofthis tire indicated that failure was eminent.Thanks to an observant A&P mechanic, apossible serious incident was averted.

Tire total time-258 hours with 263 landingcycles.

MOONEY

Mooney EmpennageModel M 20C Structural CorrosionRanger 5500

During a scheduled inspection, severecorrosion was found throughout theempennage structure.

Supporting structures and attachmentfasteners were “one big ball of corrosion.”

The submitter stated it is difficult to detectcorrosion in this area in its early stages.Ninety percent of the attachment rivets hadfailed due to the corrosive action. This aircraftwas approximately 32-years old and 22 ofthose years were spent in a corrosiveenvironment (salt air). It was recommendedthat aircraft subjected to long term operationin a corrosive environment should beinspected and treated for corrosion on afrequent and regular basis.


PIPER

Piper Wing Flap AndModels PA 12, 14, 18, Aileron Bellcrank20, and 22 Cracks

2710 and 2750

The submitter of this report found cracks inthe wing flap and aileron bellcranks. Thisdefect has been found on all of the aircraftmodels listed.

In some of the aircraft only the wing flapbellcrank was cracked; however, other aircrafthad the aileron bellcrank cracked as well.Airworthiness Directive (AD) 49-27-02 andPiper Service Bulletin 109 deal with thissubject for PA 12 and 14 series aircraft. Theymay also contain data useful on the othermodels previously listed. The cracks usuallyoccur at the flight control or cable attachmentends of the bellcrank adjacent to theattachment hole. (Refer to the followingillustration.) The submitter recommendedthese bellcranks be closely inspected eachtime the wing covering is removed and aftersevere wind damage to the wings or flightcontrols. It was suggested this defect may becaused by overtorquing the attachment bolt.



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Piper Carburetor Fuel LeakModel PA 28-180 7322Cherokee

During an annual inspection, fuel was foundseeping from the lower area of the carburetor.

An investigation revealed that a bolt, used tomount the induction air box to the carburetor,was too long and had broken the carburetorbowl. The submitter recommended thatmaintenance personnel take precautions toavoid interference of bolt and screw shankswith other installations.


Piper Wing Spar CorrosionModel PA 28R-180 5712Arrow

During an annual inspection, severe corrosionwas found on the left wing.

The corrosion was concentrated on the uppercap of the main spar in the area of the forwardflange. This area is very difficult to properlyinspect because it must be inspected throughthe wheel well inspection panel using aninspection mirror and flashlight. The severityof corrosion damage in this case required wingremoval and replacement of the spar(P/N 67070-02). The submitter did not offer acause or cure for this defect.


Piper TurbochargerModel PA 28R-201T Exhaust SystemTurbo Arrow Failure

8120

The pilot reported losing EGT and landinggear indications during flight. It wassuspected the turbocharger was notperforming properly. A safe landing was made,and maintenance personnel were summoned.

During an inspection, a turbocharger exhaustclamp bolt was discovered to be missing. Itwas believed the clamp bolt broke and was lostduring flight. A wire bundle, containing sevenwires for the EGT and landing gear positionindicator system, had been burned andsevered by exposure to high temperatureturbocharger exhaust gases. The submitterspeculated this defect was caused by metalfatigue due to age.


Piper Defective RudderModel PA 30 Mount AlignmentTwin Comanche 5540

Information for the following article wasfurnished by the FAA, Aircraft CertificationOffice, ACE-117A, located in Atlanta, Georgia.


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To eliminate the recurring inspectionrequirements of Airworthiness Directive(AD) 74-16-08, the aircraft owner elected toinstall a parts kit (P/N 760-783) in accordancewith the AD and Piper Service Letter 679.

To accomplish the installation, it wasnecessary to remove the rudder. When therudder control cables were disconnected at thebellcrank, the rudder immediately deflectedfull right and banged against the stop. Themiddle rudder hinge bracket was found to bemisaligned with the top and bottom hingebrackets. The resulting force from themisalignment was believed to havecontributed to a crack in the top hinge bracket(P/N 20707-8). Also, it was speculated thisforce imposed a spring action potential whichcaused the rudder to go full travel to the rightwhen the control cables were disconnected.The crack in the top hinge bracket wentaround the hinge bearing and wasapproximately 90 percent through the bracket.


Piper Defective ElevatorModel PA 31-350 Hinge BearingChieftain 2730

During a scheduled inspection, a loud“clunking” sound was heard while lifting up onthe elevator control surface. An investigationrevealed the inner ball of the hinge bearing(P/N 764054) and the retaining bolt moved“loosely” up and down when the elevatorsurface was moved. While removing thebearing, it fell apart. The submitter stated thiswas the second defective elevator bearing hehad found.

The bearing damage in this case may havebeen the result of corrosion, wear, and/or age.


Piper Engine Fuel LeakageModel PA 31-350 2830Chieftain

During flight, the pilot noticed that the leftengine was consuming an excessive amount of

fuel. During a “precautionary landing,” the leftengine caught fire and was shut down.

Maintenance personnel inspected the enginefuel system using pressure from the boostpump. Fuel was found leaking from the seamon the engine driven fuel pump(Romec P/N RG9080J7A). Evidently, theleaking fuel did not ignite until the airspeedwas reduced for landing. The submitter didnot offer a cause or cure for this defect.


Piper Defective NoseModel PA32R-301 Landing GearSaratoga Downlock

3230

The pilot reported the nose landing gearwould not indicate “down and locked” whenthe selector was placed in the “down” position.All attempts to gain a “down and locked”indication failed, and the aircraft was landeduneventfully.

An inspection by maintenance personneldisclosed the downlock bolt (P/N AN23-19A)was broken, the downlock mechanism wasbent, and the rod-end was seized. Thesubmitter stated this appears to be a commonoccurrence and suggested the manufacturerauthorize the installation of a stronger bolt inthe downlock.


Piper Carburetor Heat BoxModel PA44-180 7160Seminole

The submitter of this report operates a fleet ofsix of these aircraft and has experienced arepetitive problem concerning the carburetorheat box (P/N 86245-834).

The cover for the carburetor heat box isattached using a pair of screws on one side anda tongue-and-slot arrangement on the other.The slots have been found to wear thin and failat an alarming rate. When this occurs, thecover usually separates from the aircraft.


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After a short time the clamps holding the airbox fail, and the entire air box falls to thebottom of the engine cowling. The submitterhas experienced an average failure time in thisarea of less than 100 hours. This area maydeserve closer attention during scheduledinspections and maintenance.

Part total time less than 100 hours.

Piper Fuel Tank LeakModel PA46-350P 2810Malibu Mirage

It was reported that fuel was leaking from theright main landing gear wheel well.

An investigation disclosed the fuel was comingfrom the right fuel collector tank(P/N 84029-017). A seam weld at the inboardedge was found cracked approximately2 inches. The submitter observed that with thelanding gear retracted, the wheel brakes weredirectly behind the collector tank. Thiscreated a very hazardous operationalcondition which could have resulted in acatastrophic fire. It was speculated the crackin the fuel tank seam could have been causedby “oil canning” or excessive head pressurewhen the tank was full.


HELICOPTERS

AGUSTA

Agusta Main TransmissionModel A109C Failure

6320

The pilot reported that approximately5 minutes into a flight, the main rotortransmission chip light illuminated and couldnot be extinguished. As a precaution, thehelicopter was landed at the departure site.

An inspection of both chip plugs disclosed fourlarge metal chips on the bottom plug. Thetransmission filter was inspected and found to

contain an excessive amount of metal filings.The 200 hour oil and filter change had beenaccomplished approximately 23 hours prior,and no abnormalities were noted. When thetransmission was opened, excessive “spalling”of the “input quill” and the “Gleason crowngear” was found. A suspected crack on the“input quill teeth” had not been confirmed atthe time of this report. The cause and cure forthis defect was not offered by the submitter.


AMERICAN EUROCOPTER

American Eurocopter Tail Rotor BearingModel 350B2 Failure

6720

Information for this article was furnished byMr. Lewis Smith (an Aviation Safety Inspector,Airworthiness) with the FAA Flight StandardsDistrict Office (FSDO) located in Baton Rouge,Louisiana.

During a daily visual inspection, the bearing inthe outboard end of the tail rotor pitch changerod was found almost completely separatedfrom the housing. (Refer to the followingillustration.)

The pilot of the previous flight did not noticeany abnormalities in the operation of the tailrotor control system. It appeared that thebearing was one flight away from a totalfailure, which could have resulted in completeloss of the helicopter and its occupants. Thisoperator maintains a large fleet of likeaircraft, and this is the second such failure hehas experienced. The first occurrence wasfound as the causal factor during an accidentinvestigation. The pitch change link has beenretained for metallurgical analysis and whenthe results are received, they will be printedin a future edition of this publication.

The submitter feels very strongly that thisshould be the subject of an AirworthinessDirective (AD). All evidence and informationhave been sent to the FAA Rotorcraft


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Certification Office located in Fort Worth,Texas, for appropriate action.

BELL

Bell Main Rotor HubModels 206A, 206B, Pillow BlockTH-57, TH-67, 206L, Retention Hardware206L-1206L-3, and 6220206L-4

Information for this article was provided bythe FAA Rotorcraft Certification Office,ASW-170, located in Fort Worth, Texas.

Bell Helicopter Textron has issued AlertService Bulletin (ASB) number 206-97-90dated June 20, 1997. This ASB cancels andsupersedes Service Letter 206-190; TechnicalBulletins 206L-78-7, 206L-80-45, 206-78-4, and206-80-34; and Alert Service Bulletins206L-92-79 and 206-92-66.

Bell has received reports of main rotor hubpillow block retention bolts losing theirtorque. It has been determined that the pad(P/N 206-011-102-005) bonded to the pillowblock may compress and contribute to the lossof retention bolt torque. This ASB was issuedto provide an improved pad bonded to bothsides of each pillow block mounting ear.A longer bushing provides a positive clampacross the yoke and pillow block joint. Theclamp-up between the yoke and pillow block is

shimmed for an improved joint. The joint isfurther improved by locating the pillow blockbolt head inboard, and improved accessibilitysimplifies torquing the nut.

Bell Tail Rotor BellcrankModel 407 Rod-End BearingSerial Numbers Interference53000 through 53013, 650053015 through 53022,53026 and 5302


Bell Helicopter has determined thatinterference may occur between the bellcrankassembly (P/N 406-001-704-101) and therod-end bearing in the tail rotor rod assembly(P/N 406-012-129-101) during operation of thetail rotor pedals. Bell has issued TechnicalBulletin number 407-97-5, dated May 15, 1997,which addresses this problem.

Part I of this bulletin describes a one-timevisual inspection to determine if the part wasmanufactured from plate stock or forging.Part II gives instructions for rework of thebellcranks made by forging.

Bell Main Rotor Pitch LinkModel 407 Retention HardwareSerial Numbers 671053000 through 53138,and 53140 through 53142


Bell Helicopter has issued Alert ServiceBulletin (ASB) number 407-97-10, datedJuly 29, 1997, which calls for the replacementof the main rotor pitch link retentionhardware.


13

It has been found that because ofmanufacturing tolerances, it is possible thatone additional washer may be required underthe nut of the pitch link retention bolts. Theadded washer ensures the correct torque isapplied to the nut and that the cotter pin holeis aligned without the nut threads bottomingon the bolt shank.

This ASB was issued to replace all hardwarethat attaches (four each) the pitch linkassemblies to the swashplate and to the pitchhorn or the main rotor hub.

AGRICULTURAL AIRCRAFT

AYRES

Ayres Priority AirworthinessModel S2R Directive

5700

This information was submitted by the FAAFlight Standards District Office (FSDO)located in Oklahoma City, Oklahoma.Accompanying the information was a requestto disseminate this urgent safety informationthrough this publication. This FSDO hasissued a “Safety Alert” dated August 20, 1997,to the operators within their jurisdiction.

Priority Letter Airworthiness Directive(AD) 97-13-11 was issued on June 20, 1997.This AD covers all of the S2R series aircraftand resulted from the findings of an accidentinvestigation. (Refer to the AD for specificapplicability.)

The aircraft accident resulted from separationof the left wing during flight. The investigationrevealed nine occurrences of fatigue crackingin the lower spar caps. These cracks emanatedfrom .25 inch and .3125 inch fastener holes inthe left lower spar cap.

The urgency of this situation dictates that alloperators of the affected aircraft comply withthe requirements of this AD immediately. Forspecific applicability and requirements, pleaserefer to AD 97-13-11.

PIPER

Piper Main Landing GearModel PA 36-375 FailurePawnee Brave 3213

The aircraft was parked in the hangar and wasbeing prepared for flight. The pilot was on thewing to check the engine oil when the leftmain landing gear broke.

The main gear strut broke cleanly adjacent tothe fuselage. There was no evidence ofcorrosion damage or a pre-existing crack inthe area of the break. All operators of likeaircraft are urged to inspect this area closelyat every opportunity.


AMATEUR, SPORT, ANDEXPERIMENTAL AIRCRAFT

AMATEUR-BUILT GLIDER

Amateur-Built Glider Wing FailureModel BG-12A 5711

During a towing operation, the wing centersection spar failed.

The spar failed adjacent to the right fuselageattachment point. Evidence indicated thewood spar had deteriorated due to age andpossible water accumulation. The associatedattaching hardware was corroded. The aircraftwas being operated in excess of the designedgross weight and with an aft center-of-gravitycondition. It was recommended that a


14

thorough inspection of wooden aircraftstructural members be conducted frequently,especially after long periods of storage and/orinactivity.

Aircraft total time-400 hours.

CLASSIC AIRCRAFT CORPORATION

Classic Aircraft Corp. Propeller SeparationModel Waco YMF 6114

An aircraft accident occurred when thepropeller separated from the aircraft.

An investigation disclosed that the probablecause for the propeller separation was failureof the propeller retaining nut (P/N 527). Thesubmitter recommended a life limit beestablished for the nut and that the retainingnut be inspected by an appropriate meansprior to each installation of the propeller.


HOME BUILT

Home Built Wheel BrakeModel “One Design” Malfunction

3242

During a landing sequence, the left wheelbrake was discovered to be “locked.”

This aircraft used a Cleveland master cylindermodel 10-5 and had two parking brake levers.The left parking brake lever was foundpartially engaged which caused the respectivewheel brake to lock. The submitter stated thatthe parking brake levers had not been usedand should have been safetied to the openposition. It was recommended that if this typesystem is used, the parking brake functionshould be deactivated.


NIEUPORT

Nieuport Fuel ContaminationModel 12 2800

While completing maintenance and repairsover a 2-month period, a fuel line wasinadvertently left open.

When the repairs and maintenance werecompleted, the fuel line was assembledwithout proper inspection. The next flightended with an accident which was attributedto “unknown contamination” in the fuel filterfor the left carburetor. The aircraft used amodified Corvair engine. The submitterrecommended that extra effort be made toensure all plumbing, which is disconnectedeven for a short time, is properly plugged. Ifthere is any doubt, the system should bepurged and checked for proper flow beforereturning the aircraft to service.


SEAREY

SEAREY Poor EngineEngine Rotax PerformanceModel 912UL 8530

This article was submitted by an FAAairworthiness inspector who assisted theowner.

The aircraft maintenance records containedseveral reports of “rough” engine performance.Previous attempts to correct this problemincluded replacing the spark plugs, ignitionleads, fuel filter, and other components, noneof which caused the engine to run properly.Finally, when the spark plugs were againremoved from number three cylinder theywere found “oil soaked.” Further investigationdisclosed that the number three cylinderexhaust valve stem seal had failed. It was notexplained why this was not detected duringprevious spark plug changes.



15

SKYBOLT

Skybolt Low Engine OilPressure7931

During flight, the engine oil pressure was low(10-30 psi) and erratic. The flight duration was16 minutes. After landing, the oil pressure wasbetween 0 and 10 psi while taxiing.

The electric pressure transmitter wasremoved, and a direct reading gauge wasinstalled. A test run of the engine confirmedthat the in-flight indications were correct. Thepressure regulator and bypass valves werechecked and found to be operating normally.This engine (TCM IO470-C) was equipped witha Christen, Model 802 inverted oil valveinstalled at the supply side of the oil pump.When the inverted oil valve was removed anddisassembled, the upper of the two chromeballs (1.125-inch diameter) was foundcorroded. The submitter speculated thecorrosion caused the oil pump to “suck air”when the aircraft was operated right-side-up.The oil pump “cavitated” and failed to supplyadequate oil pressure. The lower ball in thevalve, unlike the upper, is continuously bathedin oil and was found to be in a like-newcondition. The submitter recommended thatowners and operators of aerobatic aircraft,equipped with the dual check valve invertedoil system, include disassembly and inspectionof the inverted oil valve during annualinspections.


PROPELLERS ANDPOWERPLANTS

TURBOMECA

Turbomeca UnknownModel Marbore Airworthiness Status(Various Models) 7200

Turbomeca recently issued Service Letter(SL) 1756/97/MARBORE/2. This SL expresses

the manufacturer’s concern about the currentairworthiness of the referenced engines.(Refer to the SL for specific applicability.)

The concern stems from the military use of aquantity of these engines and their possiblereturn to civil aviation applications. Many ofthe engines were maintained and operated byapproximately 15 different militaryorganizations. In some cases, the lifelimitations, hours, cycles, and maintenancerecording cannot be traced. In addition,configuration control, maintenance,inspection, and repair practices may not havebeen accomplished in accordance with themanufacturer’s technical data. These, as wellas other concerns, prompted the manufacturerto issue the referenced SL.

It is of particular concern that the engines, aswell as the aircraft they may have beeninstalled in, were sold by the various militaryorganizations for very low prices in an “as is”condition without any sort of warranty. Someof these organizations have required buyers tosign a waiver releasing the seller from any andall liability for defects and/or accidents relatedto use of these engines.

These engines are not type certificated, andthe title was transferred without anairworthiness certification. There are noauthorized Turbomeca repair or maintenancefacilities for these engines anywhere inNorth America, nor is there anymanufacturer-approved source for spare parts.

If you are considering the purchase of anaffected engine, a complete review ofSL 1756/97/MARBORE/2 should beaccomplished, as well as thorough research ofeach individual engine.


16

AIR NOTES

AIRWORTHINESS DIRECTIVES (AD’S)ISSUED IN AUGUST 1997

97-17-03 Ayres S2R Series airplanes:requires inspecting bolt holeareas.

97-16-10 Priority Letter on Rapco filtersinstalled on certain Cessna,Beech, and Piper models.

97-17-08 Beech 1900D airplane: requiresinspection of propeller mountingbolts for torque.

97-16-02 Robinson R44 helicopters:requires inspections of belttension actuator switches.

97-17-06 Bell 214ST helicopters: requiresreplacement of emergencyfloat inflation solenoid valve.

97-18-02 Hartzell Propeller HC and HAseries: requires inspections forcracks in blade shanks andclamps.

97-17-05 Pratt & Whitney Canada PW100series turboprop engines:requires a visual inspection oftwo gas generator case drainports.

97-17-04 Pratt & Whitney JT8D-200 seriesturbofan engines: requirescleaning front compressor fronthubs.

97-05-11R1 AlliedSignal ALF502 and LF507series turbofan engines: requiresinspections of oil system chipdetectors.

ALERTS ONLINE

This publication is now available through theFedWorld Bulletin Board System (BBS), viathe Internet.

You may directly access the FedWorld BBS attelephone number (703) 321-3339. To accessAC 43-16, General Aviation AirworthinessAlerts, through the Internet, use the followingaddress: “http://www.fedworld.gov/ftp.htm”.This will open the “FedWorld File TransferProtocol Search And Retrieve Service” screen.Page down to the heading “Federal AviationAdministration” and select “FAA-ASI”. The filenames will begin with “ALT”, followed bythree characters for the month, followed bytwo digits for the year (e.g. “ALTJUN96.TXT”).The extension “TXT” indicates the file isviewable on the screen and also available fordownload.

In July 1996, we began using the AdobeAcrobat software program format to uploadthis monthly publication. Since that time, the“ALT” files now appear with a “PDF”extension, and it is necessary to download thefiles for viewing. This change was necessary toaccommodate inclusion of the illustrationsassociated with various articles. The AdobeAcrobat Viewer is available for download fromthe Internet (free of charge) and will allow thefiles to be read.

Also available at this location are the ServiceDifficulty Reports (SDR’s) for the past2 months, which may be of interest.

The Regulatory Support Division (AFS-600)has established a “HomePage” on the Internet,through which the same information isavailable. The Internet address for theAFS-600 “HomePage” is:“http://www.mmac.jccbi.gov/afs/afs600”. Also,this address has a large quantity of otherinformation available. There are “hot buttons”to take you to other locations and sites whereFAA Flight Standards Service information isavailable. If problems are encountered, youcan “E-mail” us at the following address.


17

If you wish to contact the staff of thispublication, you may do so by any of the meanslisted below.

Editor: Phil Lomax, AFS-640Telephone No.: (405) 954-6487FAX No.: (405) 954-4570 or (405) 954-4748

Internet E mail address: [email protected]

Mailing Address: FAA ATTN: AFS-640 ALERTS P.O. Box 25082 Oklahoma City, OK 73125-5029

We hope this will allow you to contact us bya means which will be convenient and savesome of your time. We welcome the submissionof aircraft maintenance information via anyform or format. This publication provides anopportunity for you to inform the generalaviation community of problems you haveencountered as well as bringing them to theattention of those who can resolve theseproblems. Your participation in the ServiceDifficulty Program reporting process is vital toensure accurate maintenance information isavailable to the general aviation community.

ELECTRONIC AVAILABILITY OFINFORMATION

In light of the previous article, we solicit yourinput and ideas for the future of thispublication. The electronic information mediahas made available a vast amount ofinformation in a more expedient and efficientmanner. We believe the expanded use of thismedia can bring about the conveyance of safetyinformation in a more efficient and timelymanner.

We are currently distributing approximately28,000 printed copies of this publication eachmonth, and the distribution number continuesto increase. The cost for publishing, printing,and mailing this publication has alsoincreased, and there has been a substantialnegative impact on our budget allotment.

In an effort to save tax dollars and make betteruse of the electronic media, we encourage ourreaders to cancel their printed copysubscription to this publication and use thecomputer to download the monthly issues.(The instructions for downloading the Alertswere given in the preceding article.) We willbe happy to help you if you require furtherassistance. Some of you may not yet have theequipment necessary to receive theinformation electronically, and you arewelcome to continue receiving it in the printedform.

There have been some efforts to charge anannual subscription fee for this publication.So far, these efforts have not been given muchcredence. We will make every effort to keepthis a free-of-charge publication. However, weneed your input and ideas. Would you bewilling to pay a nominal subscription chargefor this publication?

We appreciate your interest in this publicationand the opportunity to serve you. Please offerany comments, questions, or suggestions to usvia any of the means listed in the precedingarticle.

FAA ENFORCEMENT ACTIONS(VIOLATIONS)

This subject usually perks the attention of allwithin earshot when it is mentioned! Inremembering the “olden days,” the meresuggestion that an FAA aviation safety


18

inspector might be at the airport that day wasenough for me to lock my tool box, collect mycoat, and take the remainder of the day off.

Now that I’m old and gray and work the otherside of the fence, I realize most of my previousfears were unfounded. They were propagatedby horror stories which were based onignorance and became more gruesome eachtime they were repeated. The term“ignorance” is not intended to be derogatory;in this sense it is used to describe a lack ofeducation.

FAA Order 2150.3A, Compliance andEnforcement Program, contains the guidanceand procedures used by FAA inspectors forprocessing enforcement actions. Thisdocument is available to the public from theGovernment Printing Office (GPO). Inaccordance with this document, FAAinspectors do not visit you with a preconceived(violation) motive. All FAA inspectors have anenormous work load, and the processing of anenforcement action demands a great deal oftime and effort. However, when necessary, allof the assets required will be expended toacquire compliance with Title 14 of the Code ofFederal Regulations (14 CFR).

After consideration of the foregoing, one mustconclude that if you choose to comply with therules, you have nothing to fear from the FAA;and you may develop a beneficial trust andopenness with your inspector. Through thistype of relationship with the FAA and yourcustomers, you will develop a respectablereputation among your peers, your customers,the FAA, and the aviation community. Also,you may find that you rest better at night andhave a great feeling of confidence in your workand professional relationship with those youdeal with.

On the other hand, if you choose to be lessthan honest in complying with the rules, youdeserve, and most likely will receive, the fullfury of the penalties imposed by the rules.These rules were established for the purposeof propagating aviation safety. To quote an oldadage, “one should not return to service an

aircraft that they would not, along with theirspouse and children, fly in.”

As an FAA airworthiness inspector, it hasbeen my experience that most of myenforcement time was spent on a very fewpeople and entities. Most aviationmaintenance professionals are honest, hardworking individuals who possess anoutstanding sense of moral values which guidethem through all of their endeavors and createtrust among those they are associated with.

To all of the aircraft owners and operators,I would say, if you have a bad experience withaircraft maintenance, find a respectable repairshop or individual! However, you shouldrealize that these cases are in a definiteminority, and good maintenance facilities arenot that hard to find. Some owners and/oroperators may have complaints because theysought (and found) “a bargain” annualinspection without regard to the airworthinessof their aircraft. In most of these cases, theowners/operators found exactly what theywere looking for. There seems to be a popularmisconception among aircraftowners/operators that maintenance personnelare responsible if discrepancies are found(usually during a “ramp check”) by an FAAinspector. The regulations make it very clearthat owners/operators are responsible for theairworthiness of the aircraft they operate.However, this rule does not relievemaintenance personnel from enforcementaction for negligence.

To sum up, it is much better to comply andprevent than to attempt to excuse and repent.

SUSPECTED UNAPPROVED PARTSSEMINAR

As announced in previous editions of theAlerts, the Designee Standardization Branch,AFS-640, will begin presenting the SuspectedUnapproved Parts Seminar. The first seminarwill be held on January 14, 1998, in


19

Sacramento, California. The second seminarwill be held on January 28, 1998, inFort Worth, Texas.

Additional seminar dates will be announced inthe Alerts, the Designee Update Newsletter,and on the Internet under FedWorld.gov. Youmay access the FedWorld BBS directly at(703) 321-3339. You may access the Alertsthrough the Internet, using the RegulatorySupport Division, AFS-600, “HomePage” at thefollowing address.

http://www.mmac.jccbi.gov/afs/afs600

The seminar will discuss the following:

1. What is an approved part? 2. How can approved parts be produced? 3. What is a suspected unapproved part? 4. How is a suspected unapproved partreported in accordance with FAAOrder 8120.10A, Suspected Unapproved PartsProgram, and utilizing FAA Form 8120-11,Suspected Unapproved Parts Notification?

The cost of this 8-hour seminar will be $60.The seminar may be used for the InspectorAuthorization (IA) renewal trainingrequirement contained in Title 14 of the Codeof Federal Regulations (14 CFR) part 65,section 65.93(a)(4).

The seminar is open to the aviation industry.Anyone wishing to attend may telephone(405) 954-0138. Payment is required in advanceby using VISA, MasterCard, or a check.

FAA FORM 8010-4, MALFUNCTION ORDEFECT REPORT

For your convenience, FAA Form 8010-4,Malfunction or Defect Report, will be printedin every issue of this publication.

You may complete the form, fold, staple, andreturn it to the address printed on the form.(No postage is required.)

SUBSCRIPTION REQUEST FORM

For your convenience, a Subscription RequestForm for AC 43-16, General AviationAirworthiness Alerts, is printed in everyissue.

If you wish to be placed on the distributionlist, complete the form, and return it, in astamped envelope, to the address shown onthe form.

Use this space for continuation of Block 8 (if required).

Federal Aviation AdministrationAFS-640 (Alerts)P.O. Box 25082Oklahoma City, OK 73125-5029

U.S. Departmentof Transpor tationFederal AviationAdministration

Flight Standards ServiceDesignee Standardization BranchP.O. Box 25082Oklahoma City, OK 73125-5029

Official BusinessPenalty for PrIvate Use $300

AFS-640

SUBSCRIPTION REQUEST FORMADVISORY CIRCULAR (AC) 43-16, GENERAL AVIATION AIRWORTHINESS

ALERTS

Please use this request to subscribe to AC 43-16 or to change your address if you are presently on the mailinglist. Once your name has been entered, you will continue to receive this publication until you request your namebe removed or a copy is returned because of an incorrect address.

Because this mailing list is independent of other FAA mailing lists, it is necessary that you notify us when youraddress changes. (Our address is on the following subscription request.) If you are presently receiving thispublication it is NOT necessary to send another subscription request. The following subscription request may beduplicated, as necessary. TELEPHONE REQUESTS WILL ALSO BE ACCEPTED; THE TELEPHONENUMBER IS (405) 954-6487. THE FAX NUMBERS ARE: (405) 954-4748 and/or (405) 954-4570.

AC 43-16 SUBSCRIPTION REQUEST

If you would like to BEGIN receiving AC 43-16, orCHANGE your address, please complete the following:

PLEASE PRINT INFORMATION LEGIBLY,INCLUDE YOUR ZIP CODE, AND THE DATEOF YOUR REQUEST.

NAME:

ADDRESS:

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CIRCLE ONE OF THE FOLLOWING:

1. This is a NEW subscription.

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SEND ONLY ONE SUBSCRIPTION REQUEST TOTHE FOLLOWING ADDRESS:

FAA, Regulatory Support DivisionATTN: AFS-640 (Phil Lomax)P.O. Box 25082Oklahoma City, OK 73125-5029

If you require more than one copy of AC 43-16, it may be reproduced.

U.S.Departmentof Transportation

Federal AviationAdministration

Designee Standardization BranchATTN: ALERTS, AFS-640P.O. Box 25082Oklahoma City, OK 73125-5029

AFS-640

Official BusinessPenalty for Private Use $300

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