Results
2005-13-03: The FAA is adopting a new airworthiness directive (AD) for certain AvCraft Dornier Model 328-100 and -300 airplanes. This AD requires operators to install colored identification strips on the pulley brackets, fairlead bracket assemblies, operational assemblies, and flight control cables. This AD is prompted by a report that the flight control systems do not have elements that are distinctively identified. We are issuing this AD to prevent the incorrect re-assembly of the flight control system during maintenance, which could result in reduced controllability of the airplane.
67-03-08: 67-03-08 VICKERS: Amdt. 39-330 Part 39 Federal Register December 29, 1966. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required as indicated. To prevent further failures of the nose landing gear bracing structure, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 300 hours' time in service, visually inspect the nose landing gear bracing structure for damage in accordance with British Aircraft Corporation (BAC) Ltd. Preliminary Technical Leaflet (PTL) No. 104, Issue 3 (800/810 Series), or No. 240, Issue 3 (700 Series), or later ARB-approved issue, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection until modified in accordance with (e). (b) Within the next 350 hours' time in service after the effective date of this AD, unless already accomplished within the last 1,050 hours' time in service, conduct a radiographic inspection or disassemble and inspect by dye penetrant the upper and lower actuator beam members and center diaphragms of the actuator beam for cracks in accordance with applicable PTL specified in (a) of this AD or later ARB-approved issue and thereafter at intervals not to exceed 1,400 hours' time in service from the last inspection until modified in accordance with (e). (c) Conduct the visual inspection specified in (a) before further flight and the radiographic or dye penetrant inspection specified in (b) within the next 350 hours' time in service following any flight in which the nose landing gear is subjected to any of the high loadings discussed in the paragraph headed "The Cause" of the applicable PTL specified in (a) of this AD or later ARB-approved issue. (d) Repair or replace any parts found damaged or cracked during the inspections required by this AD before further flight in accordance with the applicable PTL specified in (a) of this AD or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region. (e) The repetitive inspections required by this AD may be discontinued after installation of BAC Modification D3147 (700 Series) or (800/810 Series) or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This directive effective January 28, 1967.
2005-12-20: The FAA is adopting a new airworthiness directive (AD) for certain The Lancair Company (Lancair) Model LC41-550FG airplanes. This AD requires both visual and dye penetrant inspections of the elevator torque tube assembly for cracks. If a crack is found, this AD requires replacement with a modified assembly that incorporates a steel doubler. This AD also requires replacement of the modified elevator torque tube assembly every 300 hours time-in-service or 18 months (whichever occurs first). This AD results from cracks found in the weld area of the elevator torque tube assembly. We are issuing this AD to detect and correct cracks in the elevator torque tube assembly, which could result in failure of the elevator torque tube assembly and subsequent loss of control of the airplane.
2016-07-26: We are superseding Airworthiness Directive (AD) 2010-23-02 for Eurocopter France (now Airbus Helicopters) Model SA-365N, SA-365N1, AS- 365N2, and AS 365 N3 helicopters. AD 2010-23-02 required amending the Limitations section of the Rotorcraft Flight Manual (RFM) to limit the never-exceed velocity (VNE) to 150 Knots Indicated Air Speed (KIAS) and to add a 1,500 ft/minute rate of descent (R/D) limitation beyond 140 KIAS. Since we issued AD 2010-23-02, a design change designated as modification (MOD) 0755B28 improved the dynamic behavior of the horizontal stabilizer such that AD actions are not required. This new AD retains the requirements of AD 2010-23-01 and revises the applicability to exclude helicopters with MOD 0755B28. We are issuing this AD to exclude certain helicopters from the applicability and restrict the VNE on other helicopters to prevent failure of the horizontal stabilizer and subsequent loss of control of the helicopter.
2005-12-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires inspecting the electrical connectors of the fire extinguisher bottles for the forward and aft baggage compartments and for the auxiliary power unit and engine nacelles to determine if they are connected correctly; and doing related investigative and corrective actions, if necessary. This AD is prompted by reports of the electrical connectors for the fire bottles in the forward and aft baggage compartments being cross connected. We are issuing this AD to detect and correct cross connection of the fire extinguisher bottles, which could result in failure of the fire bottles to discharge and consequent inability to extinguish a fire in the affected areas.
66-14-01: 66-14-01 AERO COMMANDER (SNOW): Amdt. 39-246 Part 39 Federal Register June 3, 1966. Applies to Models S-2A, S-2B, S-2C, and 600 S-2C Airplanes. Compliance required as indicated, unless already accomplished. To prevent fatigue cracks in the lower spar cap of the wing main spar, accomplish the following: (a) For Model S-2A airplanes with 1,400 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 1,500 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (b) For Model S-2A airplanes with less than 1,400 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 1,500 hours' time in service and comply with (l) within the next 1,500 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 1,500 hours' time in service. (c) For Models S-2B and S-2C airplanes, Serial Number 1189 and below, powered by 450 hp. engines, with 900 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 1,000 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (d) For Models S-2B and S-2C airplanes, Serial Number 1189 and below, powered by 450 hp. engines, with less than 900 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 1,000 hours' time in service and comply with (l) within the next 1,000 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 1,000 hours' time in service. (e) For Model S-2C airplanes, Serial Numbers 1190 through 1231, powered by 450 hp. engines, with 900 or more hours' time in service on the effective date of this AD, comply with (l) within the next 100 hours' time in service. (f) For Model S-2C airplanes, Serial Numbers 1190 through 1231, powered by 450 hp. engines, with less than 900 hours' time in service on the effective date of this AD, comply with (l) before the accumulation of 1,000 hours' time in service. (g) For Models S-2C and 600 S-2C airplanes, Serial Number 1189 and below, powered by 600 hp. engines, with 600 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 700 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (h) For Models S-2C and 600 S-2C airplanes, Serial Number 1189 and below, powered by 600 hp. engines, with less than 600 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 700 hours' time in service and comply with (l) within the next 700 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 700 hours' time in service. (i) For Models S-2C and 600 S-2C airplanes, Serial Numbers 1190 through 1231, powered by 600 hp. engines, with 600 or more hours' time in service on the effective date of this AD, comply with (l) within the next 100 hours' time in service. (j) For Models S-2C and 600 S-2C airplanes, Serial Numbers 1190 through 1231, powered by 600 hp. engines, with less than 600 hours' time in service on the effective date of this AD, comply with (l) before the accumulation of 700 hours' time in service. (k) Install modified wing center splice in accordance with Snow Service Letter No. 29 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (l) Install wing lower steel spar caps in accordance with Snow Drawing No. 5-1089, Revision D, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (Snow Service Letter No. 36 pertains to this subject.) This directive effective July 5, 1966.
2016-07-29: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP, AS332C, AS332L, AS332L1, and AS332L2 helicopters. This AD requires inspecting each TECALEMIT flexible hydraulic hose (hose) installed in the main gearbox (MGB) compartment and replacing the hose if a crack, cut, or other damage exists. This AD was prompted by reports about the loss of in-flight hydraulic pressure on Eurocopter France helicopters. The actions of this AD are intended to prevent loss of the hydraulic system and consequently, loss of helicopter control.
2010-23-05: We are superseding an existing 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: Prompted by [an] accident * * *the FAA published SFAR 88 (Special Federal Aviation Regulation 88) * * *. * * * * * Fuel Airworthiness Limitations arising from the required systems safety analysis are items that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the corrective actions(s) developed by the TC [type certificate] holder. We are issuing this AD to require actions to correct the unsafe condition on these products.
82-12-04: 82-12-04 DETROIT DIESEL ALLISON: Amendment 39-4396. Applies to Detroit Diesel Allison (DDA) combined power turbine and propeller governor assembly, DDA P/N 6875708, (Woodward P/N 8210-018) with the following serial numbers: 904780A 1751790A 1282800A 1751791A 1282910A 1751812A 1282921A 1752008A thru 1752011A 1283049A thru 1283081A 1752015A 1585707A thru 1585740A 1752147A 1704950A thru 1704968A 1752148A 1709149A 1752132A 171127A 1753623A 1713260A thru 1713263A 1753624A 1720002A 1806013A 1720003A 1806047A 1720471A 1807845A 1720472A 1807846A 1720989A 1807957A 1740062A 1807958A 1740063 1808591A 1740231A 1808973A 1743198A 1812386A 1743199A 1812819A 1746476A 1814712A 1746508A 1814713A 1747637A 1816433A 1747638A 1819864A 1747642A thru 1747645A 1820615A thru 1820617A 1747750A 1820648A 1747751A 1821184A 1747817A 1821845A 1747948A 1821854A 1748560A 1821882A 1749652A 1823181A 1750586A 1823182AThe above governors are installed on, or are spares for, Detroit Diesel Allison 250-B15G, B17, B17B, and B17C engines which are installed on, but not limited to, Cessna 401, 401A, 401B, 402, 402A, 402B, and 414 airplanes modified in accordance with STC SA117NW and Government Aircraft Factories (GAF) Nomad N22B and N24A. Compliance is required, unless already accomplished, within the next 50 hours time in service or the next 30 days, whichever occurs first, after the effective date of this AD. a. Complete the ground functional check in accordance with the accomplishment instructions of Detroit Diesel Allison Alert Service Bulletin No. CEB-A-87 or CEB-A-1151, or later FAA-approved revision, as appropriate. b. Governors that fail the check must be removed and replaced with a properly calibrated governor prior to next flight. Equivalent means of compliance may be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration (FAA), 2300East Devon Avenue, Chicago, Illinois. NOTE: The following service bulletins refer to this subject: DDA No. CEB-A-87, for 250-B15G engines, dated February 5, 1982. DDA No. CEB-A-1151, for 250-B17, -B17B, and -B17C engines, dated February 5, 1982. Woodward No. 33577, dated February 1982. This amendment becomes effective June 7, 1982
96-09-20: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model HS 748 series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2005-12-18: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 757 series airplanes. For certain affected airplanes, this action requires repetitive testing of the secondary brakes of the horizontal stabilizer trim actuator (HSTA). For all affected airplanes, this action requires repetitive overhauls of the primary brake and differential assembly of the HSTA, which would constitute terminating action for the repetitive testing of the secondary brake. This action is necessary to prevent grease contamination on the primary HSTA brake and consequent loss of the primary brake function, which, in combination with the loss of the secondary HSTA brake function, could result in loss of control of the airplane. This action is intended to address the identified unsafe condition.
65-25-03: 65-25-03 PIPER: Amdt. 39-155 Part 39 Federal Register November 10, 1965. Applies to Models PA-24 and PA-24-250 Airplanes, Serial Numbers 24-1 through 24-3225 except 24- 923. Compliance required as indicated. To prevent further failures of the nose landing gear drag link clevis, accomplish the following: (a) Inspect nose landing gear drag link clevis, P/N's 20859-03(HT), 20859-02, or 20859-00, as applicable, for cracks in the thread roots and the shank-to-clevis fillet radius using water-washable or water-emulsifiable dye penetrant methods or an FAA-approved equivalent within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 75 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (b)(2) or (3). (b) If a crack is found, before further flight - (1) Replace the clevis with an uncracked clevis inaccordance with Piper Service Letter No. 366, dated January 3, 1962, or later FAA-approved revision; (2) Replace the clevis with an uncracked drag link clevis, P/N 20859- 03(HT), reinforced with drag link clevis reinforcement bracket, Piper P/N 25257, in accordance with the sketch on the back of Piper Service Letter No. 445, dated April 21, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region; or (3) Install Piper Kit Number 754429, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This directive effective December 10, 1965.
65-19-02: 65-19-02 BEECH: Amdt. 39-125 Part 39 Federal Register August 26, 1965. Applies to Model 23 Airplanes, Serial Numbers M-225 through M-554 except M-344, M-381, M-387, M- 389, and M-390; and Model A23 Airplanes, Serial Numbers M-556 through M-791 except M- 737, M-742, M-763, N-764, M-777, and M-780. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent failure of the aileron control column links due to insufficient edge distance and resultant loss of aileron control, accomplish the following: Visually inspect the four links, P/N 169-524040-15, that attach the aileron cable to the chain on the control column for edge distance. Replace each link with edge distance less than 0.16 inch, measured from the center of the attach hole to the edge of the link, with a link with edge distance of 0.16 inch or greater or an FAA-approved equivalent. (Beech Service Bulletin No. 65-13, dated July1965, covers this same subject.) This directive effective August 26, 1965.
2001-16-18: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 767-300 series airplanes modified by supplemental type certificate ST00157SE, that requires modification of the electrical circuits that supply power to the in-flight entertainment (IFE) system. This action is necessary to prevent the inability of the flight crew to remove power from the IFE system when necessary. Inability to remove power from the IFE system during a non-normal or emergency situation could result in inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
2010-21-15: 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: It has been found that certain regions of the elevators, elevators trim tabs, and ailerons do not present drain holes to avoid water accumulation inside of these flight control surfaces. Internal water accumulation may lead to flight control surfaces unbalancing possibly reducing the flutter margins, which could result in loss of airplane control. Since this condition may occur in other airplanes of the same type and affects flight safety, a corrective action is required. Thus, sufficient reason exists to request compliance with this AD in the indicated time limit. We are issuing this AD to require actions to correct the unsafe condition on these products.
73-17-03: 73-17-03 HAWKER SIDDELEY: Amdt. 39-1703. Applies to de Havilland Model DH- 114 "Heron" airplanes. Compliance is required as indicated. To prevent failure of the lower flap hinge-to-wing attachment bolts at Rib No. 7, the fork joint fitting (P/N 14 WF.1) and the eye joint fitting (P/N 14 WF.3) at Rib No. 2, and the angle brackets at Rib No. 01, accomplish the following: (a) Within the next 500 hours' time in service after the effective date of this AD, unless already accomplished, replace the lower two flap hinge-to-wing attachment bolts and nuts at Rib No. 7 with new bolts (P/N A.25/10E) and nuts (P/N 14W 5781) in accordance with Hawker Siddeley Modification No. Heron 1303, dated December 31, 1969, as amended by Amendment No. 1 dated May 7, 1970, or an FAA-approved equivalent. (b) Before the accumulation of a total of 13,000 hours' time in service, or within the next 300 hours' time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the last 900 hours' time in service, and thereafter at intervals not to exceed 1,200 hours' time in service from the last inspection, visually inspect the attachment flanges of the forward fork joint fitting, (P/N 14WF.1) and forward eye joint fitting, (P/N 14WF.3), located between the inner and center flap sections, for cracks near the fitting-to-flap attachment bolt holes (two per fitting) using a glass of at least 10-power magnification in accordance with Section 4 of Hawker Siddeley Technical News Sheet Series: Heron (114), No. W.16, Issue 1, dated May 4, 1970, or an FAA-approved equivalent. If cracks are found, before further flight replace the cracked parts in accordance with Hawker Siddeley Repair Drawing RD.14WF.109, dated January 23, 1970, or an FAA-approved equivalent. (c) Within the next 2,400 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 2,400 hours' time in service from the last inspection, visually inspect the corner radius of the small angle brackets on the forward face of the rear vertical flange of Rib No. 01 for cracks using a glass of at least 10-power magnification in accordance with Section 5 of Hawker Siddeley Technical News Sheet Series: Heron (114), No. W.16, Issue 1, dated May 4, 1970, or an FAA-approved equivalent. If cracks are found, before further flight replace the cracked parts with new parts, P/N 14W.5621, or 14W.5623, as applicable. This amendment becomes effective September 13, 1973.
65-06-06: 65-06-06 PIPER: Amdt. 39-46 Part 39 Federal Register March 12, 1965. Applies to Model PA-28-140 Aircraft, Serial Numbers 20551 through 20672; Models PA-28-150, PA-28-160, PA-28-180 Aircraft Serial Numbers 1761 through 2183; and Model PA-28-235 Aircraft Serial Numbers 10003 through 10600. Compliance required as indicated. To prevent further failures of the fuel quantity gauge sender unit terminal connecting wire that could cause electrical arcing in the unit, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, install a placard on the instrument panel adjacent to the fuel gauges that reads: "Do not operate aircraft with non-functioning or erratic fuel gauges". The placard may be removed when all fuel quantity gauge sender units have been modified in accordance with (b) or (c). (b) Before each flight after the placard has been installed, inspect to determine whether the aircraft has non-functioning or erratic fuel gauges. Modify the fuel quantity gauge sender unit, Piper P/N 550613, for any non-functioning or erratic gauge in accordance with Piper Service Bulletin No. 223 or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region, before further flight, except that the aircraft may be flown in accordance with the provisions of FAR 21.197 to a base where the modification can be made. During this flight the electrical lead to the sender unit to be modified shall be disconnected. The inspections required by this paragraph may be discontinued for the gauge of any sender unit modified in accordance with this paragraph. (c) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify all fuel quantity gauge sender units, Piper P/N 550613, in accordance with Piper Service Bulletin No. 223 or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (Piper Service Bulletin No. 223, covers this subject.) This directive effective March 12, 1965.
2005-12-14: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200, -300, and -400ER series airplanes. This AD requires an inspection to determine if the door-mounted escape slide/rafts have certain part numbers. For those door-mounted escape slide/rafts having certain part numbers, this AD requires an inspection for excessive tension of the firing cable, and procedures for providing slack in the firing cable or rerouting the firing cable if necessary. This AD is prompted by reports of uncommanded inflation inside the airplane of a door-mounted escape slide/raft located in the passenger compartment. We are issuing this AD to prevent injury to maintenance personnel, passengers, and crew during otherwise normal operating conditions and to prevent interference with evacuation of the airplane during an emergency, due to uncommanded inflation of a door-mounted escape slide/raft.
75-17-20: 75-17-20 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2322. Applies to Model SA-341G "Gazelle" helicopters, serial numbers 1299 and lower, certificated in all categories. Compliance is required within the next 100 hours' time in service, unless already accomplished in accordance with SA-341 Service Bulletin No. 65.10. To detect excessive elongation of main rotor blade torsion strip stacks in service, and prevent consequent loss of helicopter control, accomplish the following: (a) Install three "tell-tale" devices on the main rotor hub in accordance with subparagraph 1C (1) of SA-341 Service Bulletin No. 65.10 dated February 27, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (b) Prior to first flight of the day, visually check "tell-tale" device for condition of the frangible screw. If the frangible screw is found broken, rectify "tell-tale" installation and replace associated torsion strip stack in accordance with subparagraph 1C (2) of SA-341 Service Bulletin No. 65.10, dated February 27, 1975, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. The check required by this AD may be performed by the pilot. This amendment becomes effective August 19, 1975.
2005-12-15: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires revising the Airworthiness Limitation section of the Instructions for Continued Airworthiness of the Dash 8 400 Series (Bombardier) Maintenance Requirements Manual to reduce the life limits of the main landing gear (MLG) orifice support tube, upper bearing, and piston plug; and to reduce the threshold for initiating repetitive detailed inspections for cracking of the engine isolator brackets. This AD is prompted by the discovery of fatigue failures, during type certification fatigue testing, at the engine isolator bracket and at the orifice support tube, upper bearing, and piston plug in the shock strut assembly of the MLG, which are principal structural elements. We are issuing this AD to prevent the development of cracks in these principal structural elements, which could reduce the structural integrity of the engine installation and the MLG. Reduced structural integrity of the engine installation could result in separation of the engine from the airplane, and reduced structural integrity of the MLG could result in collapse of the MLG.
65-01-03: 65-01-03 LOCKHEED AIRCRAFT SERVICE COMPANY: Amdt. 39-17 Part 39 Federal Register December 29, 1964. Applies to Models 109C and 109D Flight Recorders Installed in Aircraft as Required by Applicable Operating Rules. Compliance required as indicated, unless already accomplished. To improve the crash survivability of the flight record, modify the Lockheed Aircraft Service Company flight recorder Models 109C and 109D as follows: (a) Within eight months after the effective date of Amendment 39-17 (29 F.R. 18477), on Model 109C, serial numbers up to and including Serial Number 882 and Model 109D up to and including Serial Number 135, replace the tape cassette with a Lockheed Aircraft Service Company stainless steel cassette P/N 4024570-1. (b) Within eight months after March 24, 1966, on Model 109C, up to and including Serial Number 889, saw off near the case the two latch clamps which are to the left of the pitot pressure line connector when facing the pitot pressure line connector. File the remaining edges of the clamp to conform to the contour of the recorder case, and install Lockheed Aircraft Service Company clamping ring, P/N 4024582-803, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (Lockheed Aircraft Service Company Bulletin No. 31-12 dated April 1, 1965, covers this subject.) This directive effective January 27, 1965. Revised July 30, 1965. Revised September 11, 1965. Revised February 19, 1966.
75-17-27: 75-17-27 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-2332. Applies to Messerschmitt-Bolkow-Blohm (MBB) Models BO-105A and BO-105C helicopters, certificated in all categories, incorporating Main Rotor Head Assembly No. 105-14101. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished in accordance with MBB BO-105 Alert Service Bulletin No. 4 and Service Bulletin No. 10-11. To prevent development of incipient cracks, corrosion, and excessive wear on bolts of the main rotor head, accomplish the following: (a) For all Main Rotor Head Assemblies, P/N 105-14101, determine part number of Blade Mounting Bolts. If bolt P/N 105-14101.31 is found, replace with serviceable bolt of P/N 105-14101.29. (b) For Main Rotor Head Assemblies 105-14101 having Serial Number 50 or lower, determine part number revision letter of Main Rotor Bolts P/N 105-14101.22 and .23. If any bolt with revision letter "a" through "f" is found, replace with serviceable bolt of the same part number having revision letter "g" or subsequent. This amendment becomes effective August 20, 1975.
64-24-02: 64-24-02 BEECH: Amdt. 823 Part 507 Federal Register October 21, 1964. Applies to Model D50E Aircraft, Serial Numbers DH-301 through DH-347, Model J50 Aircraft Serial Numbers JH-150 through JH-173, and Model 65 Aircraft, Serial Numbers LC-1 through LC-152. Compliance required within the next 100 hours' time in service from the effective date of this AD, unless already accomplished in accordance with Beech Service Bulletins D-50E No. 37, J50 No. 9, and 65 No. 19. It has been determined that some wing attaching bolts may have been overtorqued because of the use of lubricant during installation. The bolts must be dry and free of any dirt, lubricant, or other contaminant during installation to insure proper torquing. Accordingly, accomplish the following: (a) Remove the wing attach bolts one at a time and check for any trace of lubricant. If the bolts have been lubricated, discard the bolt and nut. (b) Remove any trace of lubricant by thoroughly washing all attaching parts (either new or original) and the spar fitting bearing surfaces in methyl ethyl keytone or lacquer thinner. Rinse in another bath of the clean solvent and blow dry prior to installation. (c) Reinstall bolts and nuts found to be free of lubricant and install new bolts and nuts where the parts have been discarded in accordance with paragraph (a). Torque each bolt in accordance with paragraph (d) before advancing to the next bolt to avoid disturbing the wing adjustment. (Note: It is not necessary to replace the soft aluminum washers between the spar fittings.) (d) Wing attach bolts, nuts, and the required torque valves are as follows: Lower forward: NAS 495-14-29 bolt and EB 144 nut. Torque to 5000-5500 inch-pounds. Upper forward: NAS 150-38 bolt and 12B-108 nut. Torque to 2000-2300 inch- pounds. Upper and lower rear: NAS 150-33 bolts and 12B-108 nuts. Torque to 2000- 2300 inch-pounds. (Beech Service Bulletins D50E No. 37, J50 No. 9, and 65 No. 19, as revised March 1964, cover this same subject.) This directive effective November 20, 1964.
2005-12-09: The FAA adopts a new airworthiness directive (AD) for all GROB-WERKE (GROB) Model G120A airplanes. This AD requires you to repetitively inspect the nose landing gear (NLG) assembly, paying special attention to the NLG swivel tube and the engine truss in the area of the NLG attachment, for cracks and damaged (defective) welding seams. If you find cracks or defects during any inspection, this AD requires you to replace the cracked or defective part. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect and correct cracks and defects in the NLG assembly, which could result in failure of the NLG. This failure could lead to a hard landing and/or loss of control of the airplane during landing operations.
75-21-01: 75-21-01 SIAI-MARCHETTI: Amendment 39-2378. Applies to Models F.260 and 260B airplanes, Serial Numbers 101 thru 125, 2-26 thru 2-56, 3-76, 3-77, 3-80, and 502, except Serial Numbers 112, 2-33, 2-37, 2-43, 2-47, 2-53, and 2-54, certificated in all categories. Compliance is required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the landing gear actuator relay and subsequent inability to extend the landing gear by normal electrical means, replace the landing gear actuator relay, P/N 3311- 2(10A), with new relay, P/N MS 24166-D1(50A), and add a circuit breaker, P/N MS 3320-10, in accordance with the accomplishment instructions of SIAI-Marchetti Service Bulletin, S.B. No. 260B5B, dated December 22, 1973, or an FAA-approved equivalent. This amendment becomes effective October 13, 1975.