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81-07-07: 81-07-07 ISRAEL AIRCRAFT: Amendment 39-5102. Applies to Israel Aircraft Industries Ltd. Westwind Models 1123, 1124, and 1124A (S/N 151 thru 315 except S/N 294, 296, 297, 309, 310, and 314) airplanes, certificated in any category. Compliance is required within the next 100 flight hours after the effective date of this amendment, unless previously accomplished. A. To prevent fire due to overheating of the intercom system, replace the intercom system audio load R-61 resistor with an RH-25 resistor in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, or in accordance with IAI Service Bulletin WW-25 for the Model 1123 and IAI Service Bulletin WW-24-23 for the Models 1124 and 1124A. B. Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a maintenance base for accomplishment of the modification required by this AD. This amendment becomes effective August 5, 1985. It was effective earlier to all recipientsof air mail letter AD 81-07-07, issued March 20, 1981, which contained this amendment.
47-50-06: 47-50-06 PIPER: Applies to All J3C-65 Series Airplanes Incorporating Landing Gear Approved for 1,220 Pounds Maximum Weight and PA-11 Airplane Serial Numbers 11-1 to 11- 352, Inclusive; 11-354 to 11-357, Inclusive; 11-359, 11-361 to 11-369, Inclusive; 11-371 to 11- 375, Inclusive; 11-377 to 11-385, Inclusive; 11-387, 11-396 to 11-402, Inclusive; 11-413, 11-414 and 11-430. Compliance required at the next periodic inspection but not later than March 15, 1948. Inspect the shock struts for cracks at the ends of the stop bolt slots. Damaged struts shall be properly repaired or replaced. To eliminate possible cracking of the shock struts at the ends of the slots, the rubber stop discs, Piper P/N 81232-13, four per airplane, shall be replaced with four leather discs, Piper P/N 81232-30 or may be made from belting leather, 11/16-inch diameter x 3/16-inch thick. (Piper Service Bulletin No. 103 dated September 29, 1947, covers this same subject.)
2017-15-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of undamped main landing gear (MLG) extension in-service. This AD requires replacement of the MLG retraction actuator rod-ends on both MLG assemblies. We are issuing this AD to address the unsafe condition on these products.
2017-15-13: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. This AD requires reducing the life limit of certain landing gear parts and is prompted by a stress analysis. The actions of this AD are intended to address an unsafe condition on these products.
61-21-06: 61-21-06 LOCKHEED: Amdt. 343 Part 507 Federal Register October 4, 1961. Applies to All PV-1 and B-34 Type Aircraft Having Main Landing Gear Lower Drag Struts P/N 112004. Compliance required as indicated. During investigation of a PV-1 main landing gear failure, the main landing gear lower drag strut, P/N 112004, was found to be understrength because it was not in the specified heat-treated condition. As a result of this service experience, the following is required: (a) Within the next 50 hours' time in service from the effective date of this directive unless already accomplished, determine by the Brinell, Rockwell, or an equivalent hardness test method whether or not the struts, P/N 112004, are heat-treated to an ultimate tensile strength of 150,000 to 170,000 p.s.i. If the ultimate tensile strength is less than 150,000 p.s.i., the strut must be replaced with a similar part heat-treated to 150,000 to 170,000 p.s.i. or by a strut, P/N 125715 or equivalent, prior to further flight, except for ferry flight in accordance with the provisions of CAR 1.76. NOTE: Strut, P/N 125715, originally designed for the PV-2 type aircraft is an acceptable alternative for strut, P/N 112004, and a hardness test on this strut is not necessary. If the P/N is missing or obscured, the struts may be identified by the following: The PV-2 strut, P/N 125715, weighs approximately 15.5 pounds and the PV-1 strut, P/N 112004, weighs approximately 10.5 pounds. The PV-2 strut tube has a wall-thickness of 0.25 inch whereas the PV-1 part has a wall- thickness of 0.156 inch. The wall-thickness can be measured by laying a straight edge along the tube and measuring the perpendicular distance between the straight edge and the end fitting. (b) Spare lower drag struts, P/N 112004, must comply with the hardness test and replacement provisions of (a) prior to installation. This directive effective November 3, 1961.
2017-14-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of aileron and rudder control cables that may have tensions that are beyond allowable limits. This AD requires a revision to the maintenance or inspection program to incorporate certification maintenance requirement tasks that introduce functional tests of the control cable tension. We are issuing this AD to address the unsafe condition on these products.
2009-05-03: We are adopting a new airworthiness directive (AD) for certain Boeing Model 727 airplanes. This AD requires among other actions, installing new ground fault interrupter (GFI) relays for the main fuel tanks and the auxiliary fuel tank pumps. This AD also requires revising the FAA-approved maintenance program to incorporate new Airworthiness Limitations for the GFI of the boost pumps and for the uncommanded on system for the auxiliary fuel tank pumps. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent an electrical fault in the fuel pump system, which might cause a connector or end cap to burn through and a subsequent fire or explosion inside the fuel pump or wing spar area. We are also issuing this AD to prevent uncommanded operation of the auxiliary fuel tank pumps, which can cause them to run dry. This condition will increase pump temperature and could supply an ignition source to fumes in the fuel tank, which can resultin a consequent fire or explosion.
46-40-01: 46-40-01 FAIRCHILD: (Was Mandatory Note 4 of AD-707-2: 3 of AD-706-1: 3 of AD- 667-2; 4 of AD-600-2; 4 of AD-633-2; 4 of AD-535-2.) Applies to All Model 24 Series Aircraft. To eliminate the possibility of engine failure due to air-lock in the fuel system, the fuel tank selector valve should be placarded immediately to specify that fuel be fed from only one tank at a time. This placard should read: "CAUTION. Operate on One Tank at a Time Only." (Fairchild Service Bulletin No. 44-7-C dated February 10, 1944, covers this same subject.)
79-05-06: 79-05-06 GULFSTREAM AMERICAN (Formerly Grumman American Aviation Corporation): Amendment 39-3423. Applies to Model GA-7 airplanes, certificated in all categories, serial numbers GA-7-0001 through GA-7-0076. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent chafing, and possible leakage, of the main fuel feed line by the propeller control cable behind the firewall in the left hand engine nacelle, accomplish the following: (a) Within the next 25 hours' time in service, after the effective date of this AD, determine the clearance between the main fuel line and the propeller control cable in accordance with Gulfstream American Service Bulletin ME-14, dated December 23, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (b) If the clearance measured is less than one-half inch, replace the fuel line before further flight.(c) If the clearance measured is one-half inch or greater, replace the fuel line not later than 100 hours' time in service after the effective date of this AD. (d) Equivalent methods of compliance with this AD may be acceptable if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where the needed inspection and work required by this AD can be accomplished. This amendment becomes effective March 9, 1979.
60-26-04: 60-26-04 LOCKHEED: Amdt. 234 Part 507 Federal Register December 14, 1960. Applies to All 188 Aircraft. Compliance required as indicated. Failure of the clamp or flange of the swirl straightener assembly resulted in at least two cases of overheating the nacelle area causing extensive damage to the nacelle. In addition, there have been a number of failures of the retaining clamp and cracks in the flange area of this assembly caused by dynamic loads imposed by the sugar scoop deflection of exhaust gases. The following modifications shall be accomplished to correct the above conditions at the first engine change after December 14, 1960. (a) Remove the present sugar scoop and the lower bellmouth. Install a new lower bellmouth of extended length to mate properly with the engine after removal of the sugar scoop. When this rework has been accomplished, it will be necessary to relocate the fire sensing elements on the structural shroud. (b) Tack-weld the vanes to the clips located on the perimeter of the straightener assembly. (c) Add rubbing strips on the tailpipe shroud door and drill holes in the nacelle cooling duct assembly to cool the bellmouth. (The above items must be accomplished in accordance with Lockheed S/B No. 430, which covers this same subject.) This directive effective December 14, 1960.