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76-07-08: 76-07-08 DEHAVILLAND: Amendment 39-2571. Applies to all DHC-6 aircraft fitted with Canadian Aircraft Products float models 12000, 12000A or 12000B modified for water bombing operation in accordance with Field Aviation Company, Ltd. Drawing Number 84193. It has been found that water has been inadvertently entering the water compartments of the aforementioned CAP float models and creating a hazardous condition by exceeding the maximum allowable gross weight with passengers on board. Compliance required prior to next flight. All aircraft affected by this Airworthiness Directive are no longer eligible for the carriage of passengers or cargo. Post on the dashboard in full view of the pilot a placard reading "Aircraft Restricted to One Crew Member and Cargo (water) Only in Floats." The restriction imposed by this Airworthiness Directive may be removed by the incorporation of an acceptable modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 12, 1976.
2009-15-06: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires performing an operational test of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. This AD results from a report of in- service occurrences of loss of fuel system suction feed capability, followed by total loss of pressure of the fuel feed system. We are issuing this AD to detect and correct failure of the engine fuel suction feed capability of the fuel system, which could result in multi-engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
46-13-02: 46-13-02 LOCKHEED: (Was Mandatory Note 18 of AD-723-2). Applies Only to Model 18 Airplanes Used in Scheduled Air Carrier Operation. Compliance required not later than April 30, 1946. In order to comply with CAR Special Regulation 333, the present fuel system plumbing equipment shall be replaced with a dual fuel system in accordance with Lockheed Service Bulletin No. 18/SB-113, dated August 17, 1945, or any other dual fuel system approved by the Administrator.
89-12-02: 89-12-02 BOEING: Amendment 39-6225. \n\tApplicability: Model 737 series airplanes, as identified in Boeing Service Bulletin 737-25- 1231, dated July 7, 1988, certificated in any category.\n \n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure structural integrity of the occupied flight attendant seat mounted on the aft right lavatory during flight and emergency landing conditions, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, remove the aft right lavatory- mounted attendant seat or install a placard on the aft right lavatory-mounted flight attendant seat, stating: "NO OCCUPANCY", or equivalent. This placard may be removed or the seat reinstalled once the terminating action of paragraph B., below, has been accomplished. \n\n\tB.\tWithin 6 months after the effective date of this AD, inspect the aft right lavatory partition beam for an inadvertent saw cut, and repair, if necessary, in accordance with Boeing Service Bulletin 737-25-1231, dated July 7, 1988, or Revision 1, dated January 12, 1989; or if the saw cut exceeds the limit specified in the service bulletin, repair in a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tReport all inadvertent saw cuts detected during the inspection required by paragraph B., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after completion of the inspection. \n\n\tD.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6225, AD 89-12-02) becomes effective on June 29, 1989.
2009-15-08: 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: There have been a number of incidents where wing-to-fuselage or MLG [main landing gear] door fairing panels have detached from the aircraft during flight. Subsequent inspection revealed the loss of the fairing panels to be due to failure of certain steel grommets * * *. A detaching panel could strike the aircraft during flight, causing damage. In addition, a detaching panel could become attached to the structure or control surfaces, resulting in reduced control of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
79-04-04: 79-04-04\tTAYLORCRAFT AVIATION CORPORATION: Amendment 39-3416. Applies to Taylorcraft Model F-19 aircraft, serial numbers 001 through 112, 115 through 130, and 132. \n\nCompliance is required as indicated. To prevent fire hazard in the charging circuit, accomplish the following: \n\nThis AD must be accomplished prior to next 50 hours time in service after the effective date of this AD or by July 1, 1979, whichever occurs first. \n\nRemove the 12 gauge wire, identified as P/N -10, which connects the starter solenoid "battery terminal" with the master switch. Use Mil Spec MilC7078 or equivalent 8 gauge shielded wire, to fabricate a cable in the same manner as the 8 gauge cable from the alternator to the ammeter. Use appropriate wire terminals. Attach this cable to the ignition switch terminal of the ammeter. Route this 8 gauge wire through the opening in the firewall where the 12 gauge wire previously ran and attach it to the starter solenoid "battery terminal". (See attached wiring diagram.) \n\nThis amendment becomes effective February 23, 1979. \n\n\nAD 79-04-04
2009-15-07: 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: In 2005 a lateral runway excursion occurred on an A320 aircraft. Such excursions are classified as hazardous, with a large reduction in safety margins. Investigation has shown that the aircraft landed with the nose wheels rotated nearly 20 degrees from center. During subsequent tests on the removed BSCU [Braking and Steering Control Unit], a BSCU hardware failure was found, affecting the monitoring function, including the system reconfiguration management, and leading to a runaway of [the] Nose Wheel Steering [uncommanded steering]. * * * * * The unsafe condition is an uncommanded steering condition during takeoff or landing, which could result indeparture of the airplane from the runway. We are issuing this AD to require actions to correct the unsafe condition on these products.
48-17-02: 48-17-02 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 Through 9127; 9129 Through 9131; and 9158 Through 9167. Compliance required by June 1, 1948. To eliminate the fire hazard due to the insulation becoming saturated with hydraulic fluid, remove the fiberglass and rubberized hair and vinyl linings from both the forward and aft belly cargo compartments. (Martin Service Bulletin No. 26 dated February 24, 1946, covers this subject.)
78-25-02: 78-25-02\tGATES LEARJET: Amendment 39-3362. Applies to those Model 35 (Serial Numbers 35-001 through 35-167) and 36 (Serial Numbers 36-001 through 36-038) airplanes, certificated in all categories, which have a 36-inch wide (as opposed to 24-inch wide) cabin door. \n\n\tCompliance: Required as indicated in accordance with Compliance Table I set forth in this AD, unless already accomplished. \n\n\tTo assure proper locking of the cabin upper door when the inside handle is in the locked position and to prevent possible unwanted door openings that may occur, accomplish the following at the time intervals noted in Table I of this AD: \n\n\n\n\n\n\nTABLE I COMPLIANCE TIMES \nAD 78-25-02 \n\nINSPECTION TIMES\nAirplane\nTotal Time \nIn Service\n(Hours)\n\nParagraph "A" Bolt \nInspection & Replacement\n\nParagraph "B" Locking \nMechanism Inspection\n\n Initial\n Inspection/\nReplacement\nInterval for\nRepetitive\nInspections/\nReplacement \nInitial\nInspection\nInterval for \nRepetitive \nInspections \n0 - 2,999 \nPrior to or \nupon the accumulation of 3,075 hours' time in service\nEach 3,000 hours' time in service there- after\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n3,000 - 5,999\nWithin 75\nhours' time in service after the effective date of this AD\nEach 3,000\nHours' time in service thereafter\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n6,000 - up\nWithin 75 hours' time in service after the effective date of this AD\nEach 3,000 hours' time in service there-after\nWithin 5 \nhours' time in service after the effective date of this AD\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours; time in service after initial inspection\n* The door locking mechanism inspection must be accomplished any time the bolt inspection required by Paragraph "A" of this AD reveals a cracked, bent, broken or worn bolt. \n\n\tA)\tInspect and replace, at the time intervals noted in Table I above, the bolt identified as 5 in Figure I of this AD in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revisions No. 5-52 and 5-55 or later revisions and as summarized below: \n\t\t1)\tRemove the bolt from the upper door rod control assembly and visually inspect it for cracks, breaks, bends, or wear. If any of the aforementioned defects are found, accomplish the door locking mechanism inspection required by Paragraph "B" of this AD prior to the next flight; and \n\t\t2)\tReplace the bolt removed in Paragraph A)1) of this AD with a new Gates Learjet Part Number 2311490-8 Bolt, or a new AN3-21 Bolt modified in accordance with Detail "A" in Figure I of this AD, and secure using an AN960D10 Washer and either a new MS20365- 1032 Nut or AN310-3 Nut and MS24665-132 Cotter Pin. \n\n\n\n\n\n\tB)\tInspect, at the time intervals noted in Table I above, the cabin door locking mechanism in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revision No. 5-54 or later revisions, and as summarized below: \n\n\t\t1)\tDrill out rivets and remove cabin upper door inner panel. \n\n\t\t2)\tRemove and inspect door locking mechanism for wear and defects in accordance with Learjet Service Manual Inspection Requirements. The maximum allowable diameter (measured in any direction) of the hole in which the 5 bolt is installed is .201 inches. Replace any excessively worn or defective parts prior to the next flight. \n\n\t\t3)\tReinstall door locking mechanism and using rivets, reinstall the inner panel. \n\n\t\t4)\tCheck door locking mechanism for free movement with no binding thru entire operating travel. Correct any binding prior to the next flight. \n\n\t\t5)\tEnergize door warning system and check its operation for proper functioning. \n\n\tC)\tSubmit a written report on any cracked, broken, bent or worn 5 (See Figure I of this AD) bolts discovered during inspections required by this AD to the FAA via a letter to FAA, Chief, Engineering and Manufacturing Branch (ACE-210), 601 East 12th Street, Kansas City, Missouri 64106 or an FAA M or D report (FAA Form 8330-2). The report must include airplane model, serial number, airplane total time-in-service, bolt or pin total time-in-service and statements describing the condition of the bolt and the hole including dimensions of the hole determined in accordance with Paragraph B)2) of this AD. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD)\tThe actions made mandatory by Paragraphs A, B and C of this AD are no longer required when Gates Learjet Door Modification Kit AMK78-2 is installed. \n\n\tE)\tAirplanes may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tF)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective December 14, 1978.
2009-24-07: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires repetitive lubrications of the right and left main landing gear (MLG) forward trunnion pins. This AD also requires an inspection for discrepancies of the transition radius of the MLG forward trunnion pins, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive detailed inspections for discrepancies (including finish damage, corrosion, pitting, and base metal scratches) of the transition radius of the left and right MLG trunnion pins, and corrective action if necessary. Replacing or overhauling the trunnion pins terminates the actions required by this AD. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. We are issuing this AD to prevent stress corrosion cracking of the forward trunnion pins, which could result in fracture of the pins and consequent collapse of the MLG.