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65-13-05: 65-13-05 LOCKHEED: Amdt. 39-87 Part 39 Federal Register June 22, 1965. Applies to Model 1329 Aircraft Serial Numbers 5001 through 5058.
Compliance required before further flight except that one flight may be made in accordance with the provisions of FAR 21.197 for the purpose of obtaining inspection and rework.
To prevent loss of elevator inboard counterweights accomplish the following:
(a) Remove empennage trailing edge fairing installation P/N JE114 to gain access to inboard elevator counterweights and their attach bolts P/N AN 174H10A.
(b) Remove aft outboard and two inboard attach bolts one at a time and measure shank length. Replace bolts with AN 174H10A bolt if shank length is less than 1.016 inch. Torque to 70-100 inch-pounds.
(c) Back off forward outboard attach bolt eight turns. If bolt is still engaged, retorque to 70-100 inch-pounds. If bolt is not engaged at eight turns, but is engaged at least four turns, retorque to 70-100 inch-pounds. Replace any bolt having less than a four turn engagement with a AN 174H10A bolt. This can be accomplished by disconnecting the vertical push-pull rod from elevator horn on side being worked. Then remove torque tube flange bolt connecting the elevator. This will free elevator assembly so that counterweight can be rotated sufficiently for bolt access. Upon completion reassemble, torque and safety wire bolts.
(d) Inspect two aft adjustment weight attach bolts, if installed, for proper length. Correct length is at least one thread extending through barrel nut. Replace as required with AN 174H()A bolt to obtain proper length. Torque to 70-100 inch-pounds.
(e) Safety wire in pairs with MS20995C40 or equivalent, the attach bolt head of the two outboard, the two inboard and the two aft adjustment weight attach bolts, if installed.
(f) Replace empennage trailing edge fairing.
(g) At the next 100-hour inspection, remove and replace any forward outboard attach bolt found by inspection of (c) to have less than eight turn engagement, with AN 174H10A bolt torqued to 70-100 inch-pounds and safety wired in accordance with (e).
(Lockheed Service Bulletin 329-206 covers this same subject.)
NOTE: It is requested that the results of this inspection be reported to the FAA, Engineering and Manufacturing Branch, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320.
This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated June 13, 1965.
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70-02-10: 70-02-10 SCHEMPP-HIRTH K.G.: Amdt. 39-926. Applies to Schempp-Hirth Cirrus sailplanes having serial numbers 19, 46, 47, 50, 53, 55, 57 through 69, 71 through 75, 77, and 79 through 82.
Compliance is required as indicated.
To prevent failure of elevator, aileron or airbrake flight control systems, before further flight after the effective date of this AD, unless already accomplished, accomplish the following:
Inspect askubal rod ends located in wings (4), fuselage (2), and fin (1) in accordance with Schempp-Hirth K.G. Technical Note No. 1/69 dated 20 October 1969, or an FAA-approved equivalent, to ensure that correct rod ends are installed in the elevator, aileron, and airbrake flight control systems. Incorrect rod ends may be recognized by thread of shanks going up to neck of bearing housing. If incorrect rod ends are installed, before further flight, replace them with correct rod ends in accordance with Schempp-Hirth K.G. Technical Note No. 1/69 dated 20 October 1969, or an FAA-approved equivalent.
This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated 12 December 1969, which contained this amendment.
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2006-07-15: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2003-07-01, which applies to certain Thrush Aircraft, Inc. Model 600 S2D and S2R (S-2R) series airplanes (type certificate previously held by Quality Aerospace, Inc. and Ayres Corporation). AD 2003-07-01 currently requires you to repetitively inspect the 1/4- inch and 5/16-inch bolt hole areas on the lower wing spar caps for fatigue cracking; replace or repair any lower wing spar cap where fatigue cracking is found; and report any fatigue cracking found. This AD is the result of the analysis of data from 112 cracks found in the last 8 years on similar design Model 600 S2D and S2R (S-2R) series airplanes, and FAA's determination that an immediate initial inspection and more frequent repetitive inspections are necessary to address the unsafe condition for certain airplanes. Consequently, this AD would require you to increase the frequency of the repetitive inspections on Groups 1, 2, 3, and 6 airplanes; and decrease the hours time-in-service (TIS) for the initial inspection on Group 2 airplanes. We are issuing this AD to prevent lower wing spar cap failure caused by undetected fatigue cracks. Such failure could result in loss of a wing with consequent loss of airplane control.
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71-03-01: 71-03-01 RATIER-FIGEAC: Amdt. 39-1150. Applies to Ratier-Figeac FH.146 propellers installed on, but not necessarily limited to, Nord Aviation NORD 262A-12 airplanes.
To prevent fatigue cracks and possible failures in service, the propeller components listed in Bulletin Ratier-Figeac Service No. 61-107, dated August 19, 1970, must be removed from service in accordance with the hours' time in service life limits specified in that Bulletin, or later SGAC-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region.
This amendment becomes effective February 22, 1971.
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48-42-02: 48-42-02 LOCKHEED: Applies to All Model 18 Aircraft Operated in Scheduled and Non-scheduled Air Carrier Passenger Service.
To be accomplished not later than the date established in accordance with the provisions of special Civil Regulation Serial Number SR-329, or any subsequent regulation affecting this compliance date.
All Lockheed Model 18 aircraft mentioned above must be modified to comply with the fire prevention requirements as outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with these requirements may be accomplished by completing the modifications outlined in the following listed Lockheed Service Bulletins. Other rework shown to be equivalent to that covered by the Service Bulletins will also be acceptable.
Item CAR 4
No.
Lockheed Service
Bulletin Title
1.
.3824
18/SB-122
Revision to Waste Paper Container.
18/SB-123
Installation of No Smoking Placard.
2.
.38250
18/SB-124
Installation of Fire Detection andExtinguishing System.
.38251
18/SB-125
Installation of Hydraulic Reservoir Oil Tank Guard.
18/SB-126
Installation of Windshield Alcohol Tank Guard.
18/SB-127
Sealing of Baggage Compartment.
3.
.43
18/SB-135
Material Substitution-Propeller Feathering Reserve Oil Tank Support.
4.
.4700
18/SB-130
Firewall Revision.
5.
.49
.4900
18/SB-128
Replacement of Power Plant Lines and Fittings.
.4901
18/SB-129
Installation of Emergency Oil Shut-Off Valves.
.4902
18/SB-131
Revision to Cabin Heater Ducts.
.4902
18/SB-133
Replacement of Firewall and Power Plant Lines & Fittings.
18/SB-136
Installation of Dual Fuel System Fire Resistant Plumbing Provisions for Selective Shut-Off -Propeller.
18/SB-141
Anti-Icing System (Airplanes having Standard Systems) Provisions for Selective Shut-Off - Propeller.
18/SB-141A
Anti-Icing System (Airplanes with Tank & Pump in L.H. Nacelle).
In addition to the above, inspect cabin interior fabrics and finishes to determine that these materials or any substitutes or replacements for the materials originally installed comply with the applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
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2006-07-24: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and -300 series airplanes. This AD requires replacing certain electrical panels with certain new panels. This AD results from a report of some loose wire terminations in the P50 panel that caused intermittent indications in the flight deck. We are issuing this AD to prevent intermittent indications in the flight deck, incorrect circuitry operation in the panels, and airplane system malfunctions that may adversely affect the alternate flaps, alternate gear extension, and fire extinguishing.
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2006-08-01: The FAA adopts a new airworthiness directive (AD) that supersedes AD 97-24-09, which applies to certain BURKHART GROB LUFT- UND-RAUMFAHRT GmbH & Co. KG (Grob) Model G 103 C Twin III SL sailplanes. AD 97-24-09 currently requires repetitively inspecting the propeller bearing and upper pulley wheel for increased play and, if increased play is found, modifying the propeller bearing and pulley wheel. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. Consequently, this AD requires you to modify the propeller bearing and upper pulley wheel by installing a new securing plate and tightening the grooved nut to the new torque values. We are issuing this AD to prevent loss of the sailplane propeller caused by increased play in the current design propeller bearing and upper pulley wheel. This could result in loss of control of the sailplane.
DATES: This AD becomes effective on May 9, 2006.
On January 5, 1998 (62 FR 62945, November 26, 1997), the Director of the Federal Register previously approved the incorporation by reference of GROB Luft-und Raumfahrt Service Bulletin No. 869-18, dated March 7, 1996, and GROB Luft-und Raumfahrt Service Bulletin No. 869-18/ 2, dated July 8, 1996.
As of May 9, 2006, the Director of the Federal Register approved the incorporation by reference of GROB Luft-und Raumfahrt Service Bulletin MSB869-18/3, dated May 24, 2002, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
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57-07-01: 57-07-01 BELL: Applies to All Model 47H1 Helicopters Serial Numbers 1347 Through 1349, 1351 Through 1360, and 1362 Through 1371.
Compliance required as indicated.
Due to reported looseness of synchronized elevator assemblies and cracking of elevator shafts, the following daily inspection and rework are required:
1. Daily Inspection: In order to determine that looseness of the elevator assembly is not excessive, the following inspection must be conducted daily until rework, item 2 is accomplished:
(a) Hold end of elevator and move gently in vertical and horizontal directions (both sides) to check for looseness. Looseness may be in the four rivets that secure the shoulder fittings to the elevator shaft, between the shoulder fittings and the elevator shaft, or in the bolts and tapered bushing securing the two sections of the elevator at the elevator splice coupling.
(b) If looseness is found, the elevator assembly should be removed so that the rework and additional inspections of item 2 be accomplished.
2. Rework or replacement of loose or cracked elevator assemblies must be completed prior to the next flight.
(a) Inspect elevator shafts at tapered bushing holes for cracks or hole elongation. Remove rivets which attach shoulder fittings, P/N 47-267-404-3, to elevator shaft and to inboard elevator rib. Slide shoulder fittings away from ribs and inspect elevator shafts and shoulder fittings with a 10-power glass for cracks or rivet hole elongation.
(b) If shafts are cracked, replace the elevator assembly.
(c) If shoulder fittings are cracked, replace the shoulder fittings.
(d) If no cracks are found, remove burrs from holes and rework elevator shafts in accordance with Bell Service Bulletin No. 117.
This bulletin describes in detail the procedure for removing existing filler plugs from elevator shafts, inserting new plugs, P/N 47-267-420-5, attaching shoulder fittings to the elevator ribs and shafts, installing and securing a spring pin, P/N MS171600, reassembling splice coupling, P/N 47-267-433-1, reassembling elevator assemblies with two additional AN 173-20A bolts and the four 79B1-3-4 tapered bushings previously removed. If the tapered bushing holes are elongated, four 79B1-3-5 tapered bushings must be used in place of the -4 tapered bushings removed.
(Bell Service Bulletin No. 117 covers this same subject.)
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2006-07-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-301, -311, and -315 airplanes. This AD requires replacing the pressure control valve of the Type 1 emergency door. This AD results from reports that the pressure control valve of the Type 1 emergency door is susceptible to freezing. We are issuing this AD to ensure that the pressure control valve does not freeze and prevent the door seal from deflating, which could result in the inability to open the door in an emergency.
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73-11-05: 73-11-05 ISRAELI AIRCRAFT INDUSTRIES: Amdt. 39-1645. Applies to Model 1121 Series airplanes, S/N's 3 through 150, excluding S/N 107.
Compliance required prior to next takeoff.
To prevent the possible failure of a main landing gear
(a) Visually inspect the trunnion bosses of the main landing gear upper body, P/N ES12845, for cracks using a mirror and flashlight.
(b) If a crack is found in a main landing gear, 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, replace that main landing gear with a serviceable part of the same part number or an FAA-approved equivalent, and report the finding of the crack on FAA Form 8330-2 to the Chief, Aircraft Certification Staff, Federal Aviation Administration (AEU-100), c/o U. S. Embassy, APO New York, New York 09667. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174).
NOTE: During the inspection required by paragraph(a) particular attention should be directed to the top of the trunnion boss along the forging flash or seam extending from the bushing face.
This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated April 27, 1973, which contained this amendment.
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