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80-03-07: 80-03-07 BELL: Amendment 39-3681. Applies to Bell Model 205A-1 helicopters, S/N 30001 through 30287 and S/N 30289 through 30296, certificated in all categories. Compliance required prior to further flight after March 4, 1980, unless already accomplished. To assure fuselage structural integrity by installing Monel rivets in the fuselage main beams splice, in place of improper aluminum rivets, accomplish the following: a. Inspect right and left main beam splice (BL14), WL54 from station 127.5 to 154 as specified in Bell Helicopter Textron Technical Bulletin No. 205-79-34. b. Equivalent means of compliance with this AD may be approved by the Chief, Administration, Southwest Region. c. The helicopters may be flown in accordance with FAR 21.197 to a base where inspections and repairs can be performed. This amendment becomes effective February 5, 1980.
81-06-01 R1: 81-06-01 R1 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-4062 as amended by Amendment 39-4086. Applies to Models MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU- 2B-25 and MU-2B-26 (all serial numbers up through and including 347, except Serial Numbers 313 and 321) airplanes certificated in all categories. This AD does not apply to MU-2B series airplanes having serial numbers with the suffix "SA." COMPLIANCE: Required as indicated unless already accomplished. To prevent a possible inflight fire in the engine aft nacelle area, accomplish the following: A) Within the next 50 hours time-in-service after the effective date of this AD, install the braided asbestos seal on both the LH and RH engine aft nacelles in accordance with Modification I of Mitsubishi MU-2 Service Bulletin No. 177B dated September 11, 1980. Installation of the seal can be accomplished without the removal of the engine. B) Within the next 100 hours time-in-service after the effective date of this AD, on airplane serial numbers 005 through and including 204, modify the engine aft nacelle area and wing trailing edge in accordance with Modification II of Mitsubishi MU-2 Service Bulletin No. 177B dated September 11, 1980. C) Aircraft may be flown in accordance with FAR 21.197 to a location where these modifications can be accomplished. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, P.O. Box 50109, Honolulu, Hawaii 96850. NOTE: All persons affected by this AD who have not already received the applicable service bulletin from the manufacturer may obtain a copy upon request to: Mitsubishi Heavy Industries, Ltd., 10, Oye-cho, Minato-ku, Nagoya, Japan, or Mitsubishi Aircraft International, Inc., P.O. Box 3848, San Angelo, Texas 76901. The Service Bulletin may also be examined at FAA, Pacific-Asia Region, Room 7321, 300 Ala Moana Boulevard, Honolulu, Hawaii 96850, and at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-4062 became effective on March 19, 1981. This amendment 39-4086 becomes effective on April 1, 1981.
2015-17-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by reports of a disconnect between the elevator lever and control rod. This AD requires replacement of left and right fixed control rods and lever assemblies of the elevator control system. We are issuing this AD to prevent a disconnect between the elevator lever and control rod, which could lead to un-commanded elevator movement of the associated control surface, a large difference between the position of the left and the right elevator control surfaces, and consequent reduced controllability of the airplane and degradation of the structural integrity of the horizontal stabilizer.
80-08-01 R1: 80-08-01 R1 BOEING: Amendment 39-3735 as amended by Amendment 39-4003. Applies to all Model 727 airplanes in passenger service: Before July 1, 1981, accomplish either A or B on all Model 727 airplanes operating in passenger service with the aft ventral stairway panels removed.\n \n\tA.\tNormal passenger access to the ventral stairway is not permitted. Install a conspicuous placard having one-half inch high red letters on a white background containing the words, "Emergency Exit Only, Not for Normal Passenger Use," on the ventral stairway sidewall panel P/N 65-70711 or in a location approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. Alternate methods of compliance may be approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region.\n \n\tB.\tInstall the original panels per FAA approved type design or other panels found to be equivalent by the FAA. An FAA Maintenance Inspector may determine if other than original panelsare acceptable or designs may be submitted to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region for approval. \n\n\tAmendment 39-3735 became effective April 17, 1980. \n\n\tThis amendment 39-4003 becomes effective January 5, 1981.
60-02-01: 60-02-01 BOEING: Amdt. 39-803. Part 39 of the Federal Aviation Regulations. Amendment 80 (25 F.R. 336), (AD-60-02-01) as amended by Amendment 39-58 (30 F.R. 5827) 60-02-01 and 39-632 is further amended by Amendment 39-803. Applies to the following 707-100 Series aircraft only: Serial Numbers 17586 through 17591, 17609, 17610, 17628 through 17638, 17640, 17641, 17658 through 17667, and 17696. \n\n\tThe occurrence of cracks in seven wing splice plates on early 707-100 Series aircraft, and the subsequent cracking of two plates in service, one after 1,150 flight hours, has led to further investigations which indicate that the plates used in early production can be expected to crack after certain periods of calendar and/or service time. These plates are installed on wing lower surface at RBL 70.5 and LBL 70.5. Improved plates have been installed on airplanes other than noted above. \n\n\tThe following inspections must be conducted until improved plates are installed at which time these special inspections are no longer required. \n\n\t(a) Unless already accomplished within that last four months or 750 hours' time in service, within the next 200 to 400 hours' time in service: \n\n\t\t(1) Remove left-and right-hand lower wing-body fairings. \n\n\t\t(2) Visually inspect all wing lower splice plates for cracks at RBL 70.5 and LBL 70.5. \n\n\t\t(3) Replace any splice plate found to be cracked, with Boeing redesigned plate in accordance with Boeing installation procedures. \n\n\t(b) For aircraft with less than 12,000 hours' time in service, repeat the inspections of original plates as described in (a) at intervals not to exceed 750 hours' time in service from the last inspection. \n\n\t(c) For aircraft with 12,000 or more hours' time in service, repeat the inspection of original plates as described in paragraph (a) at intervals not to exceed 8000 hours' time in service from the last inspection. \n\n\t(d) Upon request of the operator, an FAA maintenance inspector, subject toprior approval of the Chief, Aircraft Engineering Division, FAA, Western 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 such operator. \n\n\t(e) Aircraft which have accumulated 25,000 or more flight hours do not require further inspections under this Airworthiness Directive. \n\n\tThis AD supersedes AD 59-13-05. \n\n\t(Boeing Service Bulletin No. 186 (R-1) covers this same subject.) \n\n\tRevised April 27, 1965. \n\n\tRevised July 25, 1969.
2015-16-02: We are superseding Airworthiness Directives (AD) 2003-14-11, AD 2004-11-08, AD 2004-13-25, AD 2004-18-14, AD 2007-05-12, AD 2008-06- 07, AD 2009-18-20, AD 2010-15-02, and AD 2012-04-07 that apply to certain Airbus Model A330 and A340 series airplanes. AD 2003-14-11, AD 2004-11-08, AD 2004-13-25, AD 2004-18-14, AD 2007-05-12, AD 2008-06-07, AD 2009-18-20, AD 2010-15-02, and AD 2012-04-07 required revising the maintenance program to incorporate certain maintenance requirements and airworthiness limitations; replacing certain flap rotary actuators; repetitively inspecting elevator servo-controllers and pressure relief valves of the spoiler servo controls; repetitively testing the elevator servo control loops, modifying the elevator servo controls, and repetitively replacing certain retraction brackets of the main landing gear; and revising the airplane flight manual. This new AD requires revising the maintenance program or inspection program to incorporate certain maintenance requirements and airworthiness limitations. This new AD also removes Airbus Model A340-200, -300, -500, and -600 series airplanes from the applicability and adds Airbus Model A330-323 airplanes to the applicability. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to address the aging effects of aircraft systems. Such aging effects could change the characteristics of those systems, which, in isolation or in combination with one or more other specific failures or events, could result in failure of certain life limited parts, which could reduce the structural integrity of the airplane or reduce the controllability of the airplane.
63-16-06: 63-16-06 UNIVERSAL: Amdt. 590 Part 507 Federal Register July 24, 1963. Applies to Models Temco D-16 and D-16A Aircraft. Compliance required within the next 25 hours' time in service after the effective date of this AD, and at each periodic inspection thereafter. The landing gear selector valve end fitting P/N 145-58145-3 (heat-treated and nonheat- treated) has a service history of failure during attempts to extend the gear. To preclude further difficulties: Inspect the gear actuating system in accordance with Navion Service Letter No. 81 dated March 31, 1961. Any defective parts found as a result of this inspection must be replaced before further flight. This directive effective August 23, 1963.
62-17-01: 62-17-01 BEECH: Amdt. 467 Part 507 Federal Register July 26, 1962. Applies to All Model 278 Propellers With More Than 200 Hours' Time in Service Installed in Single Engine Tractor Type Aircraft Such as Beech Model A45 (T-34A), B45, D45 (T-34B), H35, and Subsequent Bonanza Aircraft. Compliance required as indicated. Cracks have occurred in the welded joint where the aft side of the hub barrel is joined to the hydraulic cylinder. Such cracks could lead to serious oil loss. (a) Within the next 25 hours' of time in service after the effective date of this AD, and thereafter within each 100 hours' time in service, remove the propeller spinner and visually inspect for cracks and oil leaks in the weld area where the aft side of the hub barrel is joined to the hydraulic cylinder. (b) At each propeller overhaul inspect the hub by magnetic particle inspection or FAA approved equivalent method. Give particular attention to the weld area where the aft side of the barrel is joined to the hydraulic cylinder. (c) Replace cracked parts with new parts prior to further flight. NOTE: Repairs are not permissible. (Beech Propeller Service Bulletin No. 6 dated January 1962, applies to this subject.) This directive effective August 27, 1962.
98-01-10: This amendment supersedes Airworthiness Directive (AD) 87-03-10, which currently requires repetitively inspecting the fillet area of both the left and right main landing gear (MLG) wheel axle/piston tube support junction area for cracks on Empresa Brasileira de Aeronautica S.A. (EMBRAER) Models EMB-110P1 and EMB-110P2 airplanes, and requires replacing any MLG wheel axle/piston tube assembly where a crack is found. AD 87-03-10 also provided the option of reworking this area when no cracks were found as terminating action for the repetitive inspections. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This AD requires the following on EMBRAER Models EMB 110-P1 and EMB 110-P2 airplanes that do not have an "R" stamped on both the left and right MLG wheel axle/piston tube assembly end-piece:inspecting (one-time) the fillet area of each MLG wheel axle/piston tube support junction area to assure that the area is free of cracks, replacing any MLG wheel axle/piston tube assembly if a crack is found, and reworking this area on both the left and right MLG's, as terminating action for the repetitive inspections that are currently required by AD 87-03-10. The actions specified in this AD are intended to prevent failure of the MLG wheel axle/piston tube assembly caused by fatigue cracking, which could result in loss of control of the airplane during landing operations.
2008-25-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires changing the wiring of the fuel boost pump and doing other specified actions. This AD results from reports of short circuits in an electrical connector at the wing-to- body electrical disconnect panel. We are issuing this AD to prevent a short circuit of the electrical connector for the fuel boost pump, which could cause the instruments for fuel, flap, slat, and aileron systems to malfunction and create a potential ignition source inside the fuel tanks. A potential ignition source inside the fuel tank in combination with flammable fuel vapors could result in a fuel tank explosion and consequent loss of the airplane.