Results
74-12-04: 74-12-04 R2 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 1851 Applies to Grumman G-1159 airplanes certificated in all categories. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent operation of the pitch trim at a greater rate when an additional signal in the opposite direction is selected, modify the Automatic Flight Control System junction box in accordance with Grumman American Aviation Corporation, Aircraft Service Change 143, or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective May 30, 1974.
2011-17-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking of the lower rear spar caps of the wings, and related investigative and corrective actions if necessary. This AD also requires repetitive inspections of certain repaired areas. This AD was prompted by reports of cracking of the wing rear spar lower cap at the outboard flap and inboard drive hinge at station Xrs=164.000; the cracking is due to material fatigue from normal flap operating loads. We are issuing this AD to detect and correct such fatigue cracking, which could result in fuel leaks, damage to the wing skin or other structure, and consequent reduced structural integrity of the wing.
74-09-05: 74-09-05 BOEING: Amendment 39-1824. Applies to Boeing Models 707/720/727/737 series airplanes certificated in all categories. \n\tCompliance required as indicated below, unless already accomplished.\n \tTo prevent possible interference with overwing emergency exit opening, accomplish the following: \n\ta.\tWithin 200 hours time in service after effective date of this AD, inspect screws in the upper sidewall panel to hatch frame of emergency overwing exits for secure conditions. If screws are loose or backed-out install star washers, or, as terminating action, nutplates in accordance with paragraph c of this AD. \n\tb.\tWithin 1000 hours time in service after effective date of this AD, unless already accomplished, install nutplates in accordance with paragraph c of this AD.\n \tc.\tInstall star washers and nutplates in accordance with the following Boeing Service Bulletins, as applicable, or later FAA approved revisions, or equivalent instructions approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region: \n\n\t\tMODELS - 707/720; SERVICE BULLETIN NUMBER - 3153 \n\t\tMODEL - 727; SERVICE BULLETIN NUMBER - 727-25-214 \n\t\tMODEL - 737; SERVICE BULLETIN NUMBER - 737-25-1101 \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herewith and made a part hereof, pursuant to 5 U.S.C. 552(a)(i). All persons affected by this directive who have not already received these documents may obtain copies upon request to The Boeing Company, P. O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, Boeing Field, Seattle, Washington. \n\n\tThis amendment becomes effective upon publication.
2011-14-05: This amendment supersedes an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model MD900 helicopters. That AD currently requires visually inspecting the main rotor lower hub assembly (lower hub) for a crack, and if you find a crack, before further flight, replacing the unairworthy lower hub with an airworthy lower hub. Additionally, within 10 days of finding a cracked lower hub, the existing AD requires reporting the finding to the Los Angeles Aircraft Certification Office (LAACO). That AD was prompted by two reports of cracks detected in the hub in the area near the flex beam bolt hole locations during maintenance on two MDHI Model MD900 helicopters. Since we issued that AD, we determined that one manufacturer had incorrectly inserted flanged bushings into the lower hub bore that resulted in local corrosion, leading to fatigue cracking. Examination of lower hubs from the other manufacturer shows correct bushing installation. Therefore, this amendment limits the applicability to the affected lower hubs; retains the visual inspection but at a different compliance time; adds an eddy current inspection; retains the requirement to replace a cracked lower hub with an airworthy lower hub before further flight; and removes the requirement to report to the LAACO. The actions specified by this AD are intended to detect a crack in the lower hub and prevent failure of the lower hub and subsequent loss of control of the helicopter.
52-01-08: 52-01-08 HILLER: Applies to All Models UH-12, -12A and -12B Helicopters, Serial Numbers 104 and Up. (Incorporating Chrome Plated Main Rotor Blade Incidence Arms P/N 31114-1.) Compliance required not later than the next 25-hour inspection, or not later than February 1, 1952, whichever occurs first and also as noted below. As a precautionary measure to preclude possible serious danger which could result from failure of the main rotor blade collective pitch incidence arms (P/N 31114-1), the following should be accomplished: (a) Inspect all main blade incidence arms (P/N 31114-1) to determine if chrome plated arms are installed. (b) If chrome plated arms are installed, remove and magnaflux or magnaglow inspect each arm for possible minute cracks in the circumferential area of the flange radii. (c) If the arm has had 100 hours service and cracks are not found, the part may be reinstalled and further compliance with this Note is not required. If the arm has lessthan 100 hours service, it must again be inspected at 100 hours or not to exceed 125 hours of service. If cracks are found in any arm, it must be replaced immediately. (d) This Note also applies to spare and replacement chrome plated arms which should be inspected at 25 and 100 hours service as indicated above. (Hiller Helicopter's Mandatory Service Bulletin No. 20 covers this same subject.)
68-12-06: 68-12-06 ALLISON: Amdt. 39-612. Applies to Models 250-C18, 250-C18A, 250-C18B, 250-C18C, 250- C19 and 250-C10B engines. Before further flight of any aircraft equipped with one of the Allison model engines listed above, unless already accomplished, modify the sixth stage compressor blades in these engines in accordance with Allison Commercial Engine Bulletin No. 250 CEB-48, dated June 11, 1968, or any other method approved by the Chief, Engineering and Manufacturing Branch, Central Region. Further flight beyond the point where an aircraft equipped with one of these engines is grounded pursuant to this Airworthiness Directive, may be conducted only in accordance with Federal Aviation Regulation 21.197. This amendment becomes effective June 18, 1968.
2011-14-12: 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: A report has been received of an incident where one of the two bolts attaching the actuator mounting bracket to the MLG [main landing gear] Shock Strut was found loose, leading to failure of the other attachment bolt, subsequently resulting in failure of the bracket. This condition, if not detected and corrected, could prevent the MLG to extend to the full down-and-locked position, possibly resulting in MLG collapse upon landing or during roll-out, with consequent damage to the aeroplane and injury to the occupants. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-03-08: 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: Seven cases of on-ground hydraulic accumulator screw cap or end cap failure have been experienced * * * resulting in loss of the associated hydraulic system and high-energy impact damage to adjacent systems and structure. * * * * * * * * A detailed analysis of the systems and structure in the potential line of trajectory of a failed screw cap/end cap for each accumulator has been conducted. It has identified that the worst- case scenarios would be impact damage to various components, potentially resulting in fuel spillage, uncommanded flap movement, or loss of aileron control [and consequent reduced controllability of the airplane]. * * * * *We are issuing this AD to require actions to correct the unsafe condition on these products.
71-20-07: 71-20-07 BRITISH AIRCRAFT CORPORATION: Amendment 39-1298. Applies to British Aircraft Corporation Model BAC 1-11 200 and 400 series airplanes. Compliance is required within the next 2,000 hours' time in service after the effective date of this AD, unless already accomplished. To ensure that the pilot is warned when the landing gear selector lever is not fully engaged in a gated position, modify the selector lever assembly by incorporating a microswitch wired into the existing landing gear indication circuit in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 32-PM 4538, dated July 6, 1970, or an FAA- approved equivalent. This amendment becomes effective October 22, 1971.
73-25-01: 73-25-01 CESSNA: Amdt. 39-1748. Applies to Model 310I (Serial Numbers 310I-0001 thru 310I-0200) airplanes. Compliance: Required as indicated, unless already accomplished. To remove possible sources of ignition in the wing leading edge area, within the next 25 hours' time in service after the effective date of this AD, accomplish the following: Relocate the heater fuel pump relay from the existing location in the wing leading edge to the inboard side of the third trailing edge wing rib assembly (wing station 47.83) outboard of the wing root rib in accordance with Cessna Service Letter ME73-5, Supplement No. 2, incorporating Cessna Service Kit SK 310-90A, or later FAA-approved revisions or any other modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective December 10, 1973.
74-08-01: 74-08-01 AIRCRAFT RADIO CORPORATION: Amendment 39-1808. Applies to Aircraft Radio Corporation autopilot servo actuators PA-500A, PA-520A, or PA-520B used in 300 and 400 series Cessna autopilots and 300, 400 and 800 series IFCS. Refer to attached list of those Cessna Model airplanes which may have had these actuators installed at the factory or in the field. Subject actuators may have been installed or used as replacement parts in other aircraft. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent possible jamming of the autopilot actuator due to an internal screw becoming loose and jamming against the internal surface of the actuator case body, accomplish the following: \n\n\tA)\tFor all aircraft with 300 hours' or less time in service since autopilot installation, within 25 hours' time in service after the effective date of this AD, inspect the autopilot actuators and take action in accordance with Cessna Avionics Service Letter AV74-3 and ARC Service Bulletin No. 171 or later FAA-approved revisions. \n\n\tB)\tFor all aircraft with more than 300 hours' time in service since autopilot installation, during the next routine, annual, or 100-hour inspection, whichever comes first, inspect the autopilot actuators and take action in accordance with Cessna Avionics Service Letter AV74-3, and ARC Service Bulletin No. 171 or later FAA-approved revisions. \n\n\tC)\tAny alternate method of compliance with this AD must be referred to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective April 9, 1974. \n\nATTACHMENT - CESSNA AIRCRAFT MODEL AND SERIAL EFFECTIVITY \n\nMODELS 172L and M - 17259287 thru 63027 \n\nMODEL F172K, L, and M - F1720780 thru 1004, 1006 thru 1009, 1012, 1013, 1015 thru 1033, 1035, 1037 thru 1039, 1041 thru 1044, 1046, 1047, 1049, 1050, 1053, 1054, 1056, 1057, 1060, 1062, 1066, 1068, 1070, 1072, 1076, 1079, 1086, 1090, 1091, 1094 thru 1096, 1099, 1102, 1107, 1115 \n\nMODEL FR172H - FR1720240 thru 0427, 0429, 0431, 0432, 0434, 0437, 0438, 0440 thru 0445, 0447, 0449, 0450 thru 0452, 0454 thru 0457, 0462 \n\nMODEL 177B - 17701576 thru 02077 \n\nMODEL 177RG - 177RG0001 thru 0442, 0444 thru 0502 \n\nMODEL F177RG - F177RG0001 thru 0095 \n\nMODEL 180H & J - 18052170 thru 52429 \n\nMODEL 182N & P - 18260460 thru 62493, 62495 thru 62764, 62766 thru 62813, 62815 thru 62840, 62842 thru 62853, 62855 thru 62914 \n\nMODEL 185 E and F - 18501815 thru 02376 \n\nMODEL P206E - P20600626 thru 00647 \n\nMODEL U206 E and F - U20601447 thru 02265, 02267 thru 02290, 02292 thru 02303, 02305 thru 02309, 02311 thru 02333, 02337 thru 02339 \n\nMODEL 207 - 20700149 thru 00243 \n\nMODEL 210K and L - 21059200 200 thru 60089, 60091 thru 60104, 60106 thru 60155, 60157 thru 60163, 60165 thru 60167, 60169 thru 60171, 60174 thru 60176, 60178 thru 60180, 60182 thru 60184, 60186, 60187, 60189 thru 60193, 60196, 60198, 60201, 60202, 60204 thru 60206, 60208, 60212, 60213, 60215, 60216, 60217, 60227, 60228, 60230, 60232, 60233 thru 60236, 60238 thru 60240 \n\nMODEL 310Q - 310Q0001 thru 1027, 1034, 1037 \n\nMODEL 337E and F - 33701290 thru 01532, 01534 thru 01567, 01569 thru 01572, 01575 thru 01578, 01579 thru 01581, 01583 thru 01585, 01587 thru 01589, 01592 \n\nMODEL F337G - F3370020 thru 0063 \n\nMODEL T337G - P3370001 thru 0045, 0047 thru 0065, 0067 thru 0132, 0134 thru 0139, 0142 thru 0147, 0150, 0154, 0155, 0156, 0158, 0159 \n\nMODEL FT337G - FP3370001, 0003, 0005, 0008 \n\nMODEL 340 - 3400001 thru 0322 \n\nMODEL 401B - 401B0001 thru 0221 \n\nMODEL 402B - 402B0001 thru 0445, 0447 thru 0508, 0510 thru 0525, 0527 thru 0529, 0531 thru 0547, 0549, 0550, 0552 thru 0558, 0560 thru 0567 \n\nMODEL 414 - 4140001 thru 0498 \n\nMODEL 421B - 421B0001 thru 0559, 0561 thru 0573, 0576 thru 0579
55-14-01: 55-14-01 BELL: Applies to Model 47G Helicopters Below Serial Number 1317. Compliance required as soon as possible, but no later than September 15, 1955. In order to provide additional support for the No. 1 bearing hangar, P/N 47-664-148-15, and the forward cross tube of the tail boom, P/N 47-267-088-1, it is mandatory that the support bracket installation be completed in accordance with Bell Drawing 47-267-402-1. (Bell's Mandatory Service Bulletin No. 99, dated April 29, 1955, covers this same subject and outlines the details for the installation.) NOTE: This does not eliminate the need for the mandatory daily preflight inspection for cracks in the No. 1 bearing hangar area called for in Bell's Maintenance and Overhaul Manual.
74-25-02: 74-25-02 TED R. SMITH & ASSOCIATES, INC.: Amendment 39-2029. Applies to Aerostar Models 600/601/601P airplanes certificated in all categories with electrical attitude and directional gyros and 70 amp alternators installed either by the manufacturer or by incorporating STC SA2336WE or STC SA2367WE, as provided below. Compliance required within the next 30 days after the effective date of this AD, unless already accomplished. To prevent the possible overloading of the remaining alternator system after failure of either one of the dual alternator systems, accomplish the following: (1) Amend, in pertinent part, the Electrical System Load Limitations Section of the FAA-approved Airplane Flight Manual for those airplanes affected, as follows: "Electrical System Load Limitations Aircraft with electrical attitude and directional gyros installed and equipped with 70 amp alternators: Do not exceed 55 amps continuous electrical load during IFR conditions. NOTE.To determine actual alternator load, total the left and right amp readings. Do not read main position for actual alternator load." (2) Install a placard in the cockpit, and add to the placard list in the AFM Limitations Section which provides: "Do not exceed 55 amps continuous electrical load during IFR conditions." (3) This airworthiness directive must remain with the Airplane Flight Manual until replaced by an FAA-approved AFM revision issued by Ted R. Smith & Associates, Inc. providing the limitations of this A.D. (4) The limitations described in (1), above, and placard installed per (2), above, may be removed upon the installation of an alternate electrical warning system approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective December 4, 1974.
75-17-33: 75-17-33 SIKORSKY: Amendment 39-2327 as amended by Amendment 39-2462. Applies to S-61L, S-61N, and S-61NM helicopters certificated in all categories equipped with sliding baggage door S6120-72601-1, including helicopters equipped with S6120-72615-1 and S6120-72615-2 track and fitting assemblies, or S6120-72615-5 and S6120-72615-2 track and fitting assemblies with S6120-72605-1 and S6120-72605-2 track assemblies or 61200-72539-041 and 61200-72539-042 track assemblies. Compliance required on or before November 3, 1975, unless already accomplished. (a) To prevent the loss of the baggage door in flight and possible damage to the helicopter rotors, accomplish the following: Install baggage door retainers, P/N 61200-72538-101 and 61200-72538-102 or equivalent FAA approved parts in accordance with Sikorsky Service Bulletin No. 61B20-11B dated June 27, 1975 or later FAA approved revisions. (b) To prevent door misalignment, which may contribute to door disengagement, accomplishthe following: Install upper track stops, P/N S6120-72629-1 with angle P/N S6120-72629-3 and plate P/N S6120-72629-4 or equivalent FAA approved parts in accordance with Sikorsky Service Bulletin S61B20-11B dated June 27, 1975 or later FAA approved revision. (c) To prevent possible loss of bearing cage, which may contribute to door disengagement, accomplish the following: Install track end stops, P/N 61200-72381-101, 61200-72381-102, 61200-72381-103, 61200-72381-104, S6120-72618-8 and S6120-72618-10 stops or equivalent FAA approved parts in accordance with Sikorsky Service Bulletin No. 61B20-20 dated August 15, 1975 or later FAA approved revisions. Include Sikorsky telegram SST6120CC036.1, dated October 2, 1975, as part of Sikorsky Service Bulletin No. S61B20-20. (d) 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 Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at the Office of Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803 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 New England Region Headquarters, Burlington, Massachusetts. Amendment 39-2327 became effective August 20, 1975. This amendment 39-2462 becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 3, 1975.
70-02-02: 70-02-02 PRATT & WHITNEY: Amdt. 39-922 as amended by Amendment 39-969. Applies to all JT8D series turbofan engines which incorporate the following serial number sixth stage compressor rotor disc: 1V5825 1V5969 1V6073 1V6371 1V5826 1V5970 1V6083 1V6375 1V5828 1V5976 1V6093 1V6394 1V5831 1V5977 1V6094 1V6398 1V6096 1V5980 1V5832 1V5833 1V5981 1V6097 1V6663 1V5835 1V5982 1V5851 1V5987 1V6101 2T8050 1V5857 1V5992 1V6103 1V5859 1V6106 7S6324 1V5860 1V6000 1V6112 1V5862 1V6003 1V6113 7S6409 1V5863 1V6005 1V6115 7S6449 1V5864 1V6006 1V6117 1V5871 1V6007 1V6132 8T7257 1V5875 1V6008 1V6148 1V5878 1V6010 1V6151 8T7335 1V5882 1V6013 1V6152 1V5885 1V6016 1V6158 8T7450 V5890 1V6020 1V6162 8T7462 1V5896 1V6022 1V6164 8T7470 1V6027 1V6171 8T7474 1V5904 1V6028 1V6172 8T7487 1V591 1V6031 1V6175 8T7489 1V5916 1V6032 1V6182 8T7490 1V59201V6034 1V6194 8T7491 1V5923 1V6036 1V5935 1V6043 1V6209 8T7513 1V5938 1V6046 1V6222 8T7517 1V5943 1V6047 1V6240 8T7520 1V5945 1V6050 1V6247 8T7524 1V5948 1V6054 1V6251 8T7544 1V5952 1V6056 1V6260 8T7552 1V5954 1V6057 1V6273 8T7562 1V5956 1V6058 1V6274 8T7569 1V5957 8T7567 1V6068 1V5964 1V6072 1V6350 8T7570 8T7572 8T7636 8T7681 8T7695 8T7588 8T7638 8T7686 8T7696 8T7589 8T7655 8T7688 8T7699 8T7597 8T7657 8T7689 8T7669 8T7690 8T7704 8T7621 8T7679 8T7692 8T7708 Compliance required as indicated. To preclude sixth stage compressor rotor disc failures as the result of abnormal processing of the edge radius in the base of the blade slots, accomplish the following: a. For engines incorporating any of the previously listed sixth stage compressor rotor discs: 1. With 1700 hours' or more in service since new within the next 600 hours in service after the effective date ofthis AD replace the suspect sixth stage compressor rotor disc with a new, used or reworked disc, approved by Chief, Engineering & Manufacturing Branch, Eastern Region, New York. 2. With 1700 hours' or less in service since new prior to the accumulation of 2300 hours' in service replace the suspect sixth stage compressor rotor disc with a new, used or reworked disc approved by Chief, Engineering & Manufacturing Branch, Eastern Region, New York. b. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the compliance time. Amendment 39-922 effective February 16, 1970. This amendment (39-969) is effective April 15, 1970.
2011-11-08: We are adopting a new airworthiness directive (AD) for the products listed above. 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: There have been several findings of cracking at the firtrees of LP Turbine discs. Fatigue crack initiation and subsequent crack propagation at the firtree may result in multiple LP Turbine blade release. The latter may potentially be beyond the containment capabilities of the engine casings. Thus, cracking at the firtrees of LP Turbine discs constitutes a potentially unsafe condition. We are issuing this AD to detect cracks in the low-pressure (LP) turbine stage 1, 2, and 3 discs, which could result in an uncontained release of LP turbine blades and damage to the airplane.
2011-07-06: 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: * * * There have recently been several in-service occurrences that have highlighted the inability of the existing [wing anti-ice] system to detect a low-heat condition in the wing leading edge at all times, with the potential consequence of unannunciated asymmetric ice build-up on the wing. * * * [[Page 18025]] Such a condition, in combination with maneuvers close to stick shaker activation, could possibly result in reduced controllability of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
73-12-02: 73-12-02 DOWTY ROTOL: Amdt. 39-1653. Applies to Dowty Rotol Propellers, type (c)R186/4-30-4/16 which have not been modified in accordance with Modification No. (c) VP.2388 (Rev. 3). These propellers are installed on, but not necessarily limited to, Armstrong Whitworth Argosy Type A.W. 650 Series 101 airplanes. Compliance is required as indicated. To prevent cracking of the propeller hub front wall, accomplish the following: Within the next 200 hours' time in service after the effective date of this AD, or prior to the accumulation of 8,000 hours total time in service, whichever occurs later, strengthen the propeller hub and hub driving center by incorporating Modification No. (c) VP.2388, Revision 3, in accordance with Dowty Rotol Service Bulletin No. 61-604 (Rev. 2) dated November 24, 1971, or an FAA-approved equivalent. This amendment becomes effective July 1, 1973.
73-16-02: 73-16-02 CESSNA: Amendment 39-1697 as amended by Amendment 39-1807. Applies to: 1) Paragraphs A and C of the AD are applicable to Model 188 series airplanes (Serial Numbers 188-0001 through 18801348), except those that have a centerline pulley installed in lieu of fair-leads per Cessna Service Letters SE72-1 or SE73-33. Service Letter SE72-1 dated January 14, 1972, is applicable to Serial Numbers 188-0001 through 18800707. Service Letter SE73-33, Item #1, dated November 5, 1973, is applicable to Serial Numbers 18800708 through 18801348. 2) Paragraphs B, C and D of the AD are applicable to Model 188 (Serial Numbers 188-0001 through 18800707) Series airplanes. Compliance: Required as indicated, unless already accomplished. To insure integrity of the aileron control cables, within the next 25 hours' time in service after the effective date of this AD and thereafter at 100 hour intervals time in service, accomplish Paragraphs A, B, and C and accomplish Paragraph Das indicated: A) Inspect those portions of the aileron control cables that move in the area of the fair-leads near B.L. 20 (aft of the rear spar) for frayed or broken cable strands. B) 1. To perform the inspections required by Paragraph B) 2.(a), identify those portions of the aileron control cables that move around the pulleys and: (a) disconnect either end of each aileron cable to provide sufficient slack to conduct the inspections, or (b) remove the aileron cables per manufacturer's instructions to conduct the inspections. 2. Inspect those portions of the aileron cables that move around the pulleys as follows: (a) Rotate the cable so that the cable tends to untwist and simultaneously simulate the curvature of the cable over the pulley and check for fraying and broken outer and inner cable strands. C) Prior to further flight replace aileron control cables showing fraying or broken strands that are discovered during any inspections required by this AD. D) Upon accumulation of 500 hours' time in service and at 500 hour intervals thereafter, replace all aileron control cables. Amendment 39-1697 became effective August 7, 1973. This Amendment 39-1807 becomes effective April 9, 1974.
2011-10-14: We are superseding an existing airworthiness directive (AD) that applies to 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: On two occurrences on Myst[egrave]re-Falcon 50 aeroplanes in service, it was detected that two pipes of the emergency brake system 2 located near the nose landing gear bearing were swapped. The swapping of these two pipes implies that when the Left Hand (LH) brake pedal is depressed, the Right Hand (RH) brake unit is activated, and conversely, when the RH brake pedal is depressed, the LH brake unit is actuated. This constitutes an unsafe condition, which may go unnoticed as the condition is latent until the emergency brake system 2 is used. This condition, if not corrected, could ultimately lead to a runway excursion of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
70-05-02: 70-05-02 BRITISH AIRCRAFT CORPORATION: Amdt. 39-946. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated, unless already accomplished. To prevent burn-through of aluminum piping, accomplish the following: (a) For Viscount Models 744 and 745D airplanes, within the next 600 hours' time in service after the effective date of this AD replace the aluminum engine breather pipes located between the firewall and drains collector box with stainless steel pipes in accordance with British Aircraft Corporation Bulletin for Modification No. D.3226, dated March 17, 1969, or later ARB- approved issue or an FAA-approved equivalent. (b) For Viscount Model 810 series airplanes, within the next 600 hours' time in service after the effective date of this AD, replace the aluminum engine breather pipes located between the firewall and drains collector box and the engine accessory gearbox aluminum breather pipe which connects into the engine breather piping, with stainless steel pipes in accordance with British Aircraft Corporation Bulletin for Modification No. FG.2102, dated March 17, 1969, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective March 23, 1970.
52-01-03: 52-01-03 BELL: Applies to All Models 47B and 47B3 Helicopters and to Model 47D Helicopters Serial Numbers 1 to 100, Inclusive. Compliance required at next 300-hour overhaul, but not later than March 1, 1952. To provide lubrication to prevent seizing of the bearings, replace the existing damper lever and link assemblies (P/N 47-140-158 and -159) with the 47-140-158-1 lever and 47-140- 159-1 link assembly. (Bell Service Bulletin No. 78 covers this same subject.)
75-24-15: 75-24-15 DE HAVILLAND: Amendment 39-2438. Applies to de Havilland Aircraft of Canada Model DHC-6 airplanes serial nos. 290 through 427 with the exception of S/N 426, certificated in all categories and incorporating flitertronic type PC 15 or PC 15A inverters. Compliance is required within 25 hours time in service after the effective date of this AD unless already accomplished. To prevent a total loss of A.C. power in the airplane in the event of a fault occurring in an A.C. circuit inspect for and replace all slow blow fuses with the appropriate fast blow fuses in accordance with instructions contained in the de Havilland DHC-6 Service Bulletin No. 6/263, Revision D, dated September 30, 1974, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective November 28, 1975.
2011-10-03: 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: [T]he occurrence of drill marks [has been found] at the lower ring region of the rear pressure bulkhead between [the] circumferential splice joint and rear skin located between stringers 12 and 13. These marks may result in formation of fatigue cracks accelerated by corrosion reducing the structural strength of the rear pressure bulkhead, which may cause a sudden decompression of the passenger cabin. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
72-07-10: 72-07-10 GRUMMAN-AMERICAN AVIATION CORPORATION: formerly American Aviation. Amendment 39-1421 as amended by Amendment 39-1893. Applies to American Aviation Models AA-1, AA-1A, and AA-1B certificated in all categories as listed below: Compliance required within the next 25 hours in service after the effective date of this Airworthiness Directive unless already accomplished within the last 75 hours and thereafter at intervals not to exceed 100 hours in service from the last inspection. a) To detect loose rivets in the shear link and excessive wear on the outer surface of the elevator bungee housing assembly, accomplish the following: 1) Visually inspect shear link for loose rivets. (Models AA-1, AA-1A, and AA-1B. 2) Visually inspect the bungee housing outer surface at the support bearing for excessive wear. (Models AA-1 and AA-1A only.) b) Loose rivets or bungee housing outer surface worn more than 0.016 inches deep must be replaced with a part of the same part number or a Federal Aviation Administration approved equivalent part before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. c) Upon submission of substantiating data by an owner or operator through a Federal Aviation Administration Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region, may adjust the repetitive inspection interval specified in this airworthiness directive. Federal Aviation Administration approved equivalent parts will be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region. NOTE: American Aviation Service Letter No. 71-11A covers this same subject. Amendment 39-1421 became effective April 6, 1972. This Amendment 39-1893 becomes effective July 10, 1974.