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79-12-05: 79-12-05\tLEARJET: Amendment 39-3488 as amended by Amendment 39-3614. Applies to the following (1) model and serial number airplanes on which "reduced approach speed system kit" AAK 76-4 has been installed and, (2) model and serial number 24E, 24F, 24F-A, 25D and 25F airplanes, certificated in all categories: \n\n\nMODELS\nSERIAL NUMBERS \n24, 24A\n24-100 through 24-180 \n24B, 24B-A\n24-181 through 24-217, 24-219 through 24-229 \n24C, 24D, 24D-A\n24-218, 24-230 through 24-328 \n24E, 24F, 24F-A\n24-329 through 24-357 \n25, 25A\n25-003 through 25-060 \n\n25-062 through 25-066 \n25B, 25C\n25-061, 25-067 through 25-201, 25-204, 25-205 \n25D, 25F\n25-206 through 25-278 \n\nCOMPLIANCE: Required as indicated, unless already accomplished. \n\nA)\tEffective immediately, temporarily insert the following information in the FAA-Approved Airplane Flight Manual and operate the airplane in accordance with these insertions: \n\n1.\tIn Section I, adjacent to the heading STALL WARNING SYSTEM Limitation, add the following: \n\nBoth stall warning systems must be ON and operating for all Normal Flight Operations. The systems may be turned off for Emergency Operations per Airplane Flight Manual Section III Procedures and for stall warning system maintenance per the Maintenance Manual Procedures: \n\nNOTE: Warning lights for both stall warning systems are inoperative when the generator and battery switches \n\nTo assure proper stall warning system operation, the BEFORE STARTING and AFTER TAKEOFF stall warning system operational and comparison checks in Section II of this Airplane Flight Manual must be completed on each flight. are OFF. \n\n2.\tIn Section II, under the heading BEFORE LANDING, add the following: \n\tLANDING APPROACH IN TURBULENCE: \n\tLanding Approach Speed - Computed and bug set. Refer to Section IV.\n\nNOTE: It is recommended that if turbulence is anticipated due to gusty winds, wake turbulence, or wind shear, the approach speed be increased. For gusty wind conditions,an increase in approach speed of one-half of the gust factor is recommended. \n\n3.\tIn Section II, under the heading ANTI-ICE SYSTEM, add the following: \n\tANTI-ICE SYSTEM NORMAL OPERATIONS \n\tObserve Airplane Flight Manual's recommendations for normal use of all anti-ice systems.\tWARNING: Even small accumulations of ice on the wing leading edges can cause aerodynamic stall prior to activation of the stick shaker and/or pusher. \n\n4.\tIn Section II, under the heading AFTER TAKEOFF, add the following: \n\tSTALL WARNING SYSTEMS COMPARISON CHECK \nAs a final step in the AFTER TAKEOFF procedures, the following stall warning system comparison shall be observed: \nANGLE-OF-ATTACK Indicators - Cross-check pilot's and copilot's indicators for agreement. \n\n5.\tIn Section II, adjacent to the ICE DETECTION procedures, add the following: \n\tVISUAL ICE DETECTION \n\tA visual inspection may be used to check for ice accumulations on the wing leading edges. \n\nFor night operation, the optional wing inspection light located on the right side of the fuselage may be turned on by setting the WING INSPECTION switch ON and checking for ice accumulations on the wing. It should be noted that the wing inspection light in itself is inadequate for detecting the presence of ice near the wing tips. \n\nIf the presence of wing leading edge ice is suspected during operations at night, in atmospheric conditions conducive to icing, the normal approach speeds must be increased per the APPROACH AND LANDING WITH ICE ON WING LEADING EDGES procedures of Section III of the Airplane's Flight Manual. \n\n6.\tIn Section III, under the heading ANTI-ICE SYSTEM FAILURE, add the following: \n\tAPPROACH AND LANDING WITH ICE ON WING LEADING EDGES \n\tWARNING: Even small accumulations of ice on the wing leading edges can cause aerodynamic stall prior to activation of the stick shaker and/or pusher. If approach and landing must be made with any ice (or suspected ice during night operations) on the wing leading edges: \n\n1.\tFinal Approach Speed - 15 knots above normal \n\n2.\tTouchdown Speed - 15 knots above normal \n\n3.\tLanding distance - Increase by 20% Anti-Skid ON or OFF. \n\n7.\tIn Section IV, adjacent to the heading TAKEOFF DISTANCE, FLAPS 8 DEGREES add the following: \n\tIncrease all chart Takeoff Distances by: \n\tModel 24 with Century III wings + 4% \n\tModel 25 with Century III wings + 6% \n\n8.\tIn Section IV, adjacent to the heading CRITICAL ENGINE FAILURE SPEED, V1, FLAPS - 8 DEGREES; ROTATION SPEED, VR, FLAPS - T.O. -8 DEGREES; AND ENGINE OUT SAFETY SPEED V2 FLAPS - T.O. - 8 DEGREES charts, add the following: \n\tIncrease all chart V1, VR and V2 speeds by: \n\tModel 24 with Century III wings + 2 KNOTS INDICATED AIRSPEED \n\tModel 25 with Century III wings + 3 KNOTS INDICATED AIRSPEED \n\n9.\tIn Section IV, adjacent to the LANDING APPROACH SPEEDS chart, add the following: \n\tIncrease all chart Landing Approach Speeds (V REF) by: \n\t+ 6 KNOTS INDICATED AIRSPEED \n\n10.\tIn Section IV, adjacent to the LANDING DISTANCE chart add the following: \n\tIncrease all Chart Actual and Scheduled and Alternate Stops Field Lengths by: +8% \n\n11.\tIn Section IV in place of the current STALL SPEEDS file the following charts: \n\nNOTE: In order to comply with the requirements of paragraph A) of this AD, this airworthiness directive, or a duplicate thereof, may be used as a temporary amendment to the Airplane Flight Manual and carried in the aircraft as part of the Airplane Flight Manual until replaced by the permanent revisions to the Airplane Flight Manual provided by the manufacturer and approved by the FAA. \n\nB)\tWithin the next 300 hours time-in-service after the effective date of this AD, or December 15, 1979, whichever occurs first, adjust the stall warning system and inspect the systems and components that may affect aircraft stall speed in accordance with the procedures provided by Gates Learjet Service Bulletin SB 24/25- 294 dated May 25, 1979. \n\nC)\tWhen Gates Learjet Airplane Accessory Kit Number AAK 79-10A (including insertion of the applicable Airplane Flight Manual changes in FAA Approved Airplane Flight Manual) is installed, paragraphs A)7. through A)11. and paragraph B) of this AD are no longer applicable. \n\nD)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\nAmendment 39-3488 became effective June 18, 1979. \nThis Amendment 39-3614 becomes effective November 6, 1979.
98-26-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires limiting the payload on the main cargo deck by revising the Limitations Sections of all Airplane Flight Manuals (AFM), AFM Supplements, and Airplane Weight and Balance Supplements for these airplanes. This amendment also provides for the submission of data and analyses that substantiate the strength of the main cargo deck, or modification of the main cargo deck, as optional terminating action for these payload restrictions. This amendment is prompted by the FAA's determination that under certain conditions unreinforced floor structure of the main cargo deck is not strong enough to enable the airplane to safely carry the maximum payload that is currently allowed in this area. The actions specified by this AD are intended to prevent failure of the floor structure, which could lead to loss of the airplane.
99-01-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires installation of a placard that warns the cabin crew not to put the selector valve for the forward lavatory water supply in the "DRAIN" position during flight. This amendment also requires installation of an isolation valve in the drain line downstream of the selector valve, which would terminate the requirement for the placard installation. This amendment is prompted by reports of damage to the horizontal stabilizer, and engine flameout caused by ice formed from water drained inadvertently through a mispositioned selector valve. The actions specified by this AD are intended to prevent damage to the engines, airframe, or horizontal stabilizer, and/or to prevent a hazard to persons or property on the ground, as a result of ice that could dislodge from the airplane.
80-22-54: 80-22-54 ROCKWELL: Amendment 39-3990. Applies to Rockwell NA-265-60 airplanes modified in accordance with Raisbeck Group STC SA687NW and Rockwell NA-265-80 airplanes modified in accordance with Raisbeck STC SA847NW. To prevent failure of the lateral control system, accomplish the following: A. Before further flight visually inspect for nicks, burrs or other damage, the aileron cables, and the sector to which the cables attach, in the area of the sector, at approximately wing station 160. Inspect these parts in both wings. B. Cables found damaged are to be replaced. Sectors found damaged are to be replaced or repaired, as necessary, in accordance with FAR Part 43, or in a manner approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. C. Airplanes may be ferried in accordance with FAR 21.199 to a Maintenance Base, for the purpose of complying with this AD. D. This Airworthiness Directive is not applicable to airplanes inspected in accordance with the above if the inspections were accomplished after October 20, 1980. This amendment becomes effective December 24, 1980, and was effective earlier to those recipients of telegraphic AD T80-22-54 dated October 24, 1980.
71-13-05: 71-13-05 DORNIER GmbH: Amdt. 39-1233. Applies to Model Do-28D-1, Serial Nos. 4002 through 4049. Within the next 50 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect the landing gear wheel forks for cracks in accordance with Dornier Service Bulletin No. 1039-1501 or an FAA-approved equivalent. If cracks are found during any inspection, before further flight replace the fork with a serviceable part of the same part number. This amendment becomes effective June 23, 1971.
52-04-06: 52-04-06 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than May 1, 1952. Relocate the cabin heater (1) fuel failure light, (2) low heat warning light and (3) MANUAL-OFF-AUTO switch to the cockpit. (G. L. Martin Service Bulletin 110 issued for the 202A together with Trans World Airlines Engineering Orders Nos. 5422 and 5820 cover this same subject and can be used for both 202 and 202A.)
2002-22-11: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Turbomeca Artouste III series turboshaft engines with injection wheels part numbers (P/N's) 218.25.700.0, 218.25.704.0, 243.25.709.0, 243.25.713.0, 0.218.27.705.0, 0.218.27.709.0, and 0.218.27.713.0 installed. That AD currently requires smoke emission checks after every ground engine shutdown. If smoke is detected, that AD requires inspecting for fuel flow. If fuel flow is not detected, the engine may have injection wheel cracks, which requires removing the engine from service for repair. If fuel flow is detected, the engine may have a malfunctioning electric fuel cock, which requires removing the electric fuel cock from service and replacing with a serviceable part. This amendment has similar requirements as the original AD, except that the smoke emissions are to be checked after the last flight of the day, as opposed to after every flight, as required by the original AD. This amendmentalso requires inspection of central labyrinths not previously inspected or not replaced after the engine logged 1,500 operating hours, and, replacement of these labyrinths if necessary. This amendment is prompted by reports and analyses of in-flight shutdowns (IFSD's) occurring since the issuance of AD 2000-06-12. The actions specified by this AD are intended to prevent injection wheel cracks and excessive central labyrinth wear, which could result in an IFSD.
2019-10-02: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD was prompted by an event where the airplane did not respond to the flightcrew's flight control inputs because the pitch trim switches did not disconnect the autopilot. This AD requires modifying the wiring installation for the autopilot disconnect logic. We are issuing this AD to address the unsafe condition on these products.
2019-12-02: The FAA is 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 low clearance between the variable frequency generator (VFG) power feeder cables and adjacent hydraulic lines and/or fuel lines in the aft equipment bay, which could cause chafing damage. This AD requires modifying the routing of the VFG power feeder cables and harnesses in the aft equipment bay. The FAA is issuing this AD to address the unsafe condition on these products.
99-01-01: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-80C2 series turbofan engines. This action requires a one-time visual inspection to ensure the correct accessory gearbox (AGB) idler adapter inserts are installed, and, if necessary, removal of AGB idler adapters with the improper inserts. This amendment is prompted by a report of a failure of a fuel tube flange connection due to improper AGB idler adapter inserts that resulted in a high pressure fuel leak and engine fire. The actions specified in this AD are intended to identify and remove AGB idler adapters with improper inserts, which can result in an engine fire and damage to the aircraft.
63-14-02: 63-14-02 BOEING: Amdt 581 Part 507 Federal Register July 2, 1963. Applies to All Model 720 Series Aircraft Serial Numbers 17907 through 17917, 18013 Through 19037, 18041 Through 18050, 18057, 18059 Through 18066, 18072 Through 18082, 18086 and 18087, 18154 Through 18167, 18240 through 17917, 18013 Through 18037, 18041, 18351 Through 18353, 18355 and 18356, 18376 Through 18384, 18416 Through 18425, 18451 Through 18455 and 18581.\n \n\tCompliance required within the next 450 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tIn order to correct for the presence of any improperly heat-treated main landing gear actuator beam terminal attach bolts, P/N 63-9587-1, accomplish the following: \n\n\t(a)\tConduct a heat-treat check on the attach bolts, P/N 63-9587-1 (two per actuator beam). \n\n\t(b)\tBolts testing within the heat-treat range of 180,000 p.s.i. to 2000,000 p.s.i. are acceptable for further use and may be continued in service provided they are not otherwise defective. \n\n\t(c)\tBolts testing outside the heat-treat range of 180,000 p.s.i. to 200,000 p.s.i. shall be replaced with bolts of proper heat-treat before further flight. \n\n\t(d)\tIf holes in either the actuator beam or the terminal are damaged during bolt removal, the bolt holes, or the bolts may be reworked in accordance with Boeing Service Bulletin No. 1827, or an FAA equivalent approved method. \n\n\t(Boeing Service Bulletin No. 1827 covers this same subject.) \n\n\tThis directive effective August 1, 1963.
88-13-06: 88-13-06 AVIONS MARCEL DASSAULT - BREGUET AVIATION (AMD-BA): Amendment 39-5949. Applies to Model Fan Jet Falcon series airplanes as listed in AMD-BA Service Bulletin FJF-32-45(502), Revision 1, dated May 27, 1987, certificated in any category. Compliance is required within 60 days after the effective date of this AD, unless previously accomplished. To prevent the inability to extend the main landing gear (MLG) due to the lateral door rear lock jamming, accomplish the following: A. Install a stop on each MLG lateral door rear lock in accordance with AMD-BA Fan Jet Falcon Service Bulletin FJF-32-45(502), Revision 1, dated May 27, 1987. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may addany comments and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Falcon Jet Corporation, 77737 Terrace Avenue, Hasbrouck Heights, New Jersey 07604. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5949, becomes effective July 11, 1988.
2005-26-05: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires an inspection of the laminated shims for cracks, damage, or extrusion between the forward attachment fittings of the horizontal stabilizer and the top rib of the vertical stabilizer; a torque check of the attachment bolts in the attachment fittings of the front, middle, and rear spars; and corrective actions if necessary. This AD results from a report indicating that delaminated shims extruded from the interface between the forward attaching fittings of the horizontal stabilizer and the top rib of the vertical stabilizer, and that inadequate torque values of some bolts were found. We are issuing this AD to prevent reduced structural integrity of the horizontal stabilizer, and consequent loss of controllability of the airplane.
99-01-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Avions Pierre Robin Model R2160 airplanes. This AD requires replacing the left and right rudder bars with improved design rudder bars. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified in this AD are intended to prevent distortion of the original design rudder bars during operation, which could result in reduced or loss of control of the airplane.
99-01-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Westland Helicopters Ltd. (Westland) 30 Series 100 and 100-60 helicopters. This action requires the removal and replacement of conformal pinion quill shafts installed in certain main rotor gearboxes that fail to pass a magnetic drain plug inspection. This amendment is prompted by a report of a forced landing that occurred when a single conformal pinion quill shaft failed in a main rotor gearbox (MRGB). This condition, if not corrected, could result in the failure of a MRGB, and a subsequent forced landing or loss of control of the helicopter.
80-25-01: 80-25-01 HUGHES HELICOPTERS: Amendment 39-3980. Applies to Model 369 Series Helicopters certified in all categories. Compliance is required as indicated unless already accomplished. To prevent possible fatigue failure of the Hughes couplings in the tail rotor drive shaft and loss of tail rotor power, accomplish the following: (a) Within 25 hours' time in service from the effective date of this AD, inspect the fore and aft tail rotor drive shaft couplings to determine the serial numbers of the installed couplings. The serial number is on the Bendix part number decal. (b) For those helicopters with the following couplings installed, prior to further flight, remove couplings from service and label couplings "Unairworthy." Hughes Part No. 369H92564, serial numbers 0883U, 0932U, 0933U, 0935U, 0940U, 0950U, 0957U, 0961U, 0971U; and for Hughes Part No. 369A5501, serial numbers 10670U and 10672U. Replace removed coupling with like serviceable part. (c) Installation of any coupling listed in paragraph (b) will render the helicopter unairworthy. (d) Report the serial number of each suspect coupling listed in paragraph (b) found as a result of the inspection of paragraph (a) to the Chief, Engineering and Manufacturing Branch, FAA, Western Region, P.O. Box 92007, World Way Postal Center, Los Angeles, California 90009. Negative reports are not necessary. Reporting approved by Office of Management and Budget, OMB No. 04/R0174. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections required by this AD. (f) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. This amendment becomes effective December 4, 1980.
2005-25-22: The FAA adopts a new airworthiness directive (AD) for all Przedsiebiorstwo Doswiadczalno-Produkcyjne Szybownictwa "PZL-Bielsko" Model SZD-50-3 "Puchacz" gliders. This AD requires you to perform a visual inspection of the turnbuckle link for cracks or wear and replace if cracks or wear is found. This action only applies to those gliders where the turnbuckle is directly connected to the pedal. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Poland. We are issuing this AD to detect and correct cracks in the turnbuckle link, which could result in failure of the rudder cable. This failure could lead to loss of control of the glider.
2019-12-15: We are adopting a new airworthiness directive (AD) for certain Leonardo S.p.A. (Leonardo) Model AB139 and AW139 helicopters. This AD requires replacing screws installed on the left and right main landing gear (MLG) shock absorber assembly. This AD was prompted by a report that some screws may have been manufactured without meeting specifications. We are issuing this AD to address the unsafe condition on these products.
2011-18-04: 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: It has been reported during operational checks that some failures of the Escape Slide * * * installed on the forward passenger and service door have occurred which prevented the door from opening. * * * [T]his condition * * * could delay an emergency evacuation and increase the chance of injury to passengers and flight crew * * *. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-25-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T98-25-52 that was sent previously to all known U. S. owners and operators of all Boeing Model 747 series airplanes by individual telegrams. This AD requires revising the Airplane Flight Manual to include procedures to prevent dry operation of the center wing fuel tank override/jettison pumps and, for certain airplanes, to prohibit operation of the horizontal stabilizer tank transfer pumps in flight. This action is prompted by a report indicating that several override/jettison fuel pumps from the center wing tanks and main tanks had been removed because circuit breakers for the override/jettison fuel pumps were tripped, or low pump output pressure was indicated. The actions specified by this AD are intended to prevent contact between the rotating paddle wheel and the stationary end plates within the center wing tank override/jettison fuel pumps or horizontal stabilizer tanktransfer pumps due to excessive wear of the pump shaft carbon thrust bearing, which could cause sparks and/or a hot surface condition and consequent ignition of fuel vapor in the center wing tank or horizontal stabilizer tank during dry pump operation (no fuel flowing).
98-09-16: This amendment adopts a new airworthiness directive (AD) that is applicable to all Aerospatiale Model ATR-42 and ATR-72 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to add specific flightcrew instructions to be followed in the event of failure of one or both of the direct current (DC) generators. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the second of two DC generators after the failure of the first generator, which could lead to the loss of main battery power and result in the loss of all electrical power, except the emergency battery supply, during flight.
2009-18-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 series airplanes. That AD currently requires repetitive inspections to detect cracks in various areas of the fuselage internal structure, and related investigative/corrective actions if necessary. This new AD requires additional repetitive inspections for cracking of certain fuselage structure, and related investigative/corrective actions if necessary. This AD results from fatigue tests and analysis by Boeing that identified areas of the fuselage where fatigue cracks can occur. We are issuing this AD to prevent the loss of the structural integrity of the fuselage, which could result in rapid depressurization of the airplane.
98-26-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military) airplanes, that requires a one-time visual inspection to determine if all corners of the doorjamb of the forward service door have been previously modified. The action also requires various repetitive inspections to detect cracks of the fuselage skin and doubler at all corners of the doorjamb of the forward service door, and to detect cracks on the skin adjacent to the modification; and various follow-on actions. This amendment is prompted by reports of fatigue cracks found in the fuselage skin and doubler at the corners of the doorjamb of the forward service door. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
56-19-01: 56-19-01 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as indicated below. A case has occurred in which the mild steel rivet locking the stud, P/N 4CF.607 to the spindle, P/N 4CF.603ND in the aileron differential pulley assembly has sheared, allowing the spindle to unscrew from the stud to such an extent that it, together with the pulley, was on the point of becoming disengaged from the pulley bracket. To prevent a recurrence of this defect, compliance with Dove Modification No. 765 (installation of a H.T.S. pin for locking stud on aileron differential pulley spindle) is considered mandatory by the British Air Registration Board in which the FAA concurs. Accordingly, unless already accomplished, Modification No. 765 should be embodied on all Dove aircraft as soon as possible, but not later than October 15, 1956. (Dove Modification 765 is covered in de Havilland Service Technical News Sheet CT (104) No. 114 dated November 1, 1954.)This supersedes AD 55-02-01.
98-26-07: This amendment adopts a new airworthiness directive (AD), applicable to Rolls-Royce Limited, Bristol Engines Division,(R-R) Viper Models Mk.521 and Mk.522 turbojet engines, that requires replacement of certain high pressure (HP) fuel pumps with an improved design which is more tolerant of reduced lubricity fuel caused by water contamination. This amendment is prompted by reports of HP fuel pump drive shaft failures resulting in in-flight engine shutdowns. These failures have been attributed to the reduced lubricity properties of fuel which is contaminated by water. The actions specified by this AD are intended to prevent HP fuel pump failures, which can result in an in-flight engine shutdown. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of February 16, 1999.