Results
75-05-10: 75-05-10 BOEING: Amendment 39-2107. Applies to Boeing Model 727-200 series airplanes certificated in all categories, and Boeing Model 727-100, Serial Numbers 18877, 18878, 18879, 19281 and 19279 only. Compliance required as indicated. \n\tTo prevent escape slide latch cable failure and ensuing inability to open emergency exit and deploy escape slide, accomplish the following: \n\tA.\tWithin 25 hours time in service after effective date of this AD, unless already accomplished, inspect door mounted escape slide latch cable at both entry and service doors (4 doors). If corrosion or breakage is found, replace prior to further flight with a carbon steel assembly of the same type design and reinspect at intervals not to exceed 500 hours time in service, or replace with corrosion resistant assembly, per Boeing Alert Service Bulletin 727-25- 223, or later FAA approved revisions, or replace in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tB.\tBySeptember 1, 1975, unless already accomplished, replace carbon steel cable assembly with corrosion resistant assembly per Boeing Alert Service Bulletin 727-25-223, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 25, 1975.
2012-06-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD requires replacing the power control relays for the fuel boost pumps and override pumps with new relays having a ground fault interrupter (GFI) feature. This AD also requires an electrical bonding resistance measurement for certain GFI relays to verify that certain bonding requirements are met. This AD also requires, for certain airplanes, an inspection to ensure that certain screws are properly installed, and installing longer screws if necessary. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent damage to the fuel pumps caused by electrical arcing that could introduce an ignition source in the fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
72-16-02 R3: 72-16-02 R3 BEECH: Amendment 39-1494 as amended by Amendment 39-1549 and 39-2211 is further amended by Amendment 39-4085. Applies to Beech Models C45G, TC-45G, C-45H, TC-45H, TC-45J (SNB-5), RC-45J (SNB-5P), D18C, D18S, E18S, E18S-9700, G18S, H18, JRB-6, 3N, 3NM and 3TM Aircraft certificated in all categories with STC SA4-1531, STC SA111WE, STC SA1832WE or any other STC modification incorporating the provisions of the Volpar Tri-Gear Installation. \n\n\tCompliance required as indicated. \n\n\t1.\tNose Landing Gear Fork \n\n\t\ta.\tFor airplanes incorporating Volpar nose landing gear fork P/N 347 perform the following: \n\n\t\t\t(i)\tWithin the next 50 hours time in service or 25 landings, whichever occurs earlier, after the effective date of this amendment to AD 72-16-02, unless already accomplished within the last 50 hours time in service or 25 landings, and thereafter at intervals not to exceed 100 hours time in service or 70 landings, whichever occurs earlier, from the last inspection, inspect the fork for cracks using dye penetrant or fluorescent penetrant inspection methods in accordance with Volpar Service Bulletin No. 17, as revised July 29, 1969, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region, until modified in accordance with paragraph 1b. below. \n\n\t\t\t(ii)\tBefore each flight conduct a visual check of fork P/N 347 for cracks until modified in accordance with 1b. below. This visual check may be performed by the pilot in command and shall be recorded in the appropriate aircraft records per FAR 91.173. \n\n\t\tb.\tIf cracks are found by the inspections or checks per paragraph 1.a.(i) or 1.a.(ii) above, replace fork prior to further flight with Volpar P/N 884. \n\n\t\tc.\tThe inspections and checks required per paragraphs 1.a.(i) and 1.a.(ii) may be discontinued when Volpar fork P/N 884 is installed. \n\n\t2.\tNOSE LANDING GEAR TRUNNION \n\n\t\ta.\tFor airplanes incorporating Volpar nose landing gear trunnion P/N 271 with outside boss diameter of 1.01 + .01 in. (color coded clear) within the next 50 hours time in service after the effective date of this AD, unless already accomplished within the last 950 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, inspect the trunnion for cracks using dye penetrant or fluorescent penetrant inspection methods in accordance with Volpar Service Bulletin No. 19, dated 16 January 1970, or later FAA-approved revision, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region, until modified in accordance with paragraph 2b. below. \n\n\t\tb.\tIf cracks are found by the inspection per paragraph 2a. above, replace trunnion prior to further flight with Volpar P/N 271 \n\n\t\tc.\tThe inspections required per paragraph 2a. may be discontinued upon accomplishment of paragraph 2b. above. \n\n\t3.\tMain Landing Gear Cylinder and Top Brace Assembly \n\n\t\ta.\tFor airplanes with Volpar tri-gear which do not incorporate the Volpar P/N 859 strap reinforcement on Beech main landing gear cylinder and top brace assembly P/N 404-188406, inspect the cylinder and top brace assembly for cracks within 50 hours' time in service after the effective date of amendment 39-1594 to AD 72-16-02, unless already accomplished. For inspection purposes accomplish the following: \n\n\t\t\t(1)\tSupport aircraft on jacks. \n\n\t\t\t(2)\tRemove main wheel and brake assembly. \n\n\t\t\t(3)\tRemove main landing gear shock strut assembly from aircraft. \n\n\t\t\t(4)\tClean surfaces and inspect the cylinder and top brace assembly for cracks using magnetic particle inspection method per MIL-I-6868 or dye penetrant inspection method "C", type II, per MIL-I-6866. \n\n\t\tb.\tIf cracks are found by the inspections per paragraph 3a. above, repair in accordance with FAR Part 43 prior to accomplishing modification per paragraph 3c. below. \n\n\tNOTE: The repair is restricted to theareas shown on the attached Figure No. 2. If cracks are found in areas other than shown, disassemble shock strut and replace cylinder and top brace assembly as follows: \n\n\t\t\t(1)\tRelease air charge and remove AN 6286 valve from main landing gear shock strut. \n\n\t\t\t(2)\tRemove the following components from shock strut: \n\n\t\t\t\t(a)\tCylinder cap assembly P/N 414-188438 \n\n\t\t\t\t(b)\tBracket P/N 709 \n\n\t\t\t\t(c)\tTorque links P/N 738 and P/N 706 \n\n\t\t\t(3)\tDrain oil from the cylinder. \n\n\t\t\t(4)\tRemove the AN 365-820 nut from the lower end of the piston at the P/N 426 fork. \n\n\tNOTE: Care must be taken to avoid shearing the roll pin installed on the E-G-H18 aircraft metering rod assembly. Use a 3/4" socket to hold the upper end of the metering rod. On C-45 and D18 aircraft, a slotted screw driver is used to hold the metering rod. \n\n\t\t\t(5)\tRemove the P/N 426 fork from the piston by pressing off. Heat may be used on the fork to facilitate removal. Heat to a maximum of 300 degrees F - 350 degrees F. \n\n\t\t\t(6)\tRemove the P/N 275 stud from the bottom of the piston and slide piston, metering rod, inner cylinder and seals from the outer cylinder assembly. \n\n\t\t\t(7)\tReverse the above procedure for the assembly of shock strut using a cylinder and top brace assembly that has been inspected and modified in accordance with paragraph 3c. below. \n\n\t\t\t(8)\tComplete a landing gear operational check before returning the aircraft to service. \n\n\tCAUTION: (a)\tThe AN 936-816 lock washer should be installed on to the threaded portion of the metering rod between the P/N 275 stud and the base of the piston. \n\n\t\t(b)\tThe AN 6227-7 "O" ring should be installed in groove on metering rod before installation in the piston. \n\n\t\t(c)\tThe 426 fork should not be driven or pressed on to piston with the AN 365 nut. Heat should be used on the P/N 426 fork. Cool piston with ice to allow slide fit, then torque AN 365 nut in place on stud. \n\n\tc.\tIf no cracks are found by the inspections perparagraph 3a. above, modify cylinder and top brace assembly with Volpar P/N 859 strap reinforcement prior to further flight in accordance with the attached Figure No. 1. \n\n\tNOTE: Following the installation of the reinforcement, reinspect the top brace assembly for cracks using magnetic particle inspection method per MIL-I-6868. If cracks are found, repair in accordance with FAR Part 43 prior to further flight. \n\n\tAmendment 39-1494 became effective August 3, 1972. \n\n\tAmendment 39-1549 became effective November 3, 1972. \n\n\tAmendment 39-2211 became effective May 27, 1975. \n\n\tThis amendment 39-4085 becomes effective April 16, 1981.
2012-06-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F airplanes (collectively called A300-600 series airplanes), and Model A310 series airplanes. This AD was prompted by a report of a crack in the selector valve pipe of the forward cargo door located in the avionics bay opposite the line replaceable unit racking. This AD requires replacing a certain aluminum high pressure pipe with a new corrosion resistant stainless steel pipe. We are issuing this AD to prevent cracking in the selector valve pipe of the forward cargo door which could impact the 90 VU avionics line replaceable unit, and could result in multiple computer failures, affecting flight safety.
74-20-01: 74-20-01 CESSNA: Amendment 39-1966. Applies to Models 310Q (Serial Numbers 1038 through 1069, 1071 through 1081, 1083 through 1086, 1088 through 1105, 1107, 1109, 1110, 1112, 1113, 1115 through 1118, 1122, 1123, 1125 and 1126); Model 340 (Serial Numbers 0325 through 0354); Model 402B (Serial Numbers 0575 through 0581, 0583 through 0586, 0588, 0590 through 0611, 0613, 0614 and 0617); Model 414 (Serial Numbers 0503 through 0529, 0531 and 0532); and Model 421B (Serial Numbers 0322, 0584 through 0625, 0627, 0629 through 0633, 0635 and 0636) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude possible main landing gear trunnion failure, accomplish the following: A) Within 25 hours' time in service after the effective date of this AD, visually inspect the LH and RH main landing gear assembly to determine whether the landing gear assembly serial numbers fall within the following serial number blocks: Aircraft Models Affected Main Landing Gear Assembly Serials Affected L/H R/H Model 310Q B170 thru B279 W146 thru W273 Model 340 B199 thru B345 B164 thru B330 Model 402B B199 thru B345 B164 thru B330 Model 414 B199 thru B345 B164 thru B330 Model 421B W108 thru W185 W090 thru W170 If a main landing gear assembly falls within the above serial number blocks, visually inspect the trunnions for cracks or forming flaws in accordance with Cessna Service Letter ME74-14 dated August 9, 1974, or subsequent revisions. Repeat these inspections at intervals of 25 hours' time in service thereafter until the trunnions are replaced. B) If cracks or forming flaws are found during any inspection required by Paragraph A, prior to further flight, replace the main landing gear upper strut with an airworthy part in accordance with Cessna Service Kit 421-63. C) Within 100 hours' time in service after the effective date of this AD, replace main landing gear upper strut assemblies of the serial numbers listed in Paragraph A with an airworthy part in accordance with Cessna Service Kit 421-63. D) The inspections required by this AD may be discontinued upon replacement of the affected main landing gear upper strut assemblies. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective September 25, 1974.
70-06-04: 70-06-04 BRITTEN NORMAN, LTD: Amdt. 39-951. Applies to Models BN-2 and BN-2A airplanes having serial numbers C19 through C130 which have modification NB/M/155 incorporated. To ensure the security of the locking keys in the outboard side of the four wing to fuselage attachment spindles, accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD, unless already accomplished, remove the four access panels W11, W14, W33, and W36 from the upper surface of the wing center section and visually inspect to ensure that the waisted locking key in each of the four attachment spindles is in position and is tightly retained there by the outboard face of the plain nut. (b) If any movement or incorrect positioning of any locking key is evident during the inspection required by paragraph (a), before further flight re-secure the affected locking key in accordance with Britten-Norman Service Bulletin No. BN-2/SB.25, dated January 8, 1970, or later ARB issue or an FAA-approved equivalent. This amendment becomes effective March 17, 1970.
2012-05-09: We are issuing an airworthiness directive (AD) for all Mooney Aviation Company, Inc. (Mooney) Models M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20L, M20M, M20R, M20S, and M20TN airplanes that supersedes an existing AD that is applicable to certain Model M20R and M20TN airplanes. The existing AD currently requires inspecting the tail pitch trim assembly for correct positioning and proper attachment and inspecting the Huck Bolt fasteners for proper security with repair as necessary for certain Models M20R and M20TN. That AD also requires sending the inspection results to the FAA and Mooney. This AD retains all of the actions, except the reporting requirement from the previous AD and adds airplane models to the applicability. This AD was prompted by a report of an incident on a Mooney Model M20TN airplane regarding failure of the tail pitch trim assembly, which could result in loss of control. We are issuing this AD to correct the unsafe condition on these products.
74-16-07: 74-16-07 LOCKHEED: Amendment 39-1909. Applies to Model L-1011-385-1 series aircraft with Lockheed serial numbers 1002 through 1066, certificated in all categories. Compliance required within 1,800 hours additional time in service after the effective date of this AD, unless already accomplished. To prevent a single failure from causing a cargo door to open during takeoff roll, accomplish one of the following: (a) Modification as described in Lockheed Service Bulletin 093-52-045 dated October 18, 1973, or later FAA-approved revisions. (b) Equivalent modifications, approved by the Chief, Aircraft Engineering Division, FAA Western Region. Aircraft may be flown to a base where maintenance may be performed per FAR's 21.197 and 21.199. This amendment becomes effective September 11, 1974.
75-04-02: 75-04-02 SIKORSKY AIRCRAFT: Amendment 39-2082. Applies to S-55, S-55B, S-55C and S-62A Helicopters certificated in all categories, including military type HRS-1, HRS-3, CH-19, H-19B, H-19G, H-19A, H-19D, HO4S-3G, UH-19D, H19D5, UH-19B, UH-19D helicopters, equipped with P/N S10-10-3325-1 and S10-10-3325-2 main rotor spindles. (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 50 hours' time in service, conduct a dye penetrant inspection of the exposed areas of the lugs of the main rotor spindles. (b) If a crack is found during the above inspection, replace the cracked spindle with a spindle that has been inspected in accordance with paragraph (a) above and found to be free of cracks, prior to flight. (c) Report in writing any cracks found during the inspection of paragraph (a) to: Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Each report must include the length and location of the cracks and the total time in service of the spindle. Sikorsky message SST62A6C74.3 covers this inspection. This amendment becomes effective February 19, 1975.
70-03-07: 70-03-07 AIRESEARCH: Amdt. 39-936. Applicable to operators of aircraft with AiResearch model GTP30-141 Auxiliary Power Units installed, including but not limited to, those Convair 600/640 aircraft listed in AiResearch Telegraphic Bulletin No. 49-A1838, dated January 17, 1970, or later FAA approved revisions. Within ten (10) hours time in service, install a placard in full view of the pilot, to read: "Operation of the APU is prohibited in flight, except in emergency. Operate the APU at no load for at least one minute before shutdown." This placard may be removed when the APU is replaced with APU modified to series 4 or Change 5 in accordance with AiResearch Telegraphic Service Bulletin No. 49-A1838, dated January 17, 1970, or later FAA approved revisions. This amendment is effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 23, 1970.
2011-12-10: This amendment supersedes an existing airworthiness directive (AD) for the specified Robinson model helicopters that currently requires a visual inspection for skin separation along the leading edge of blade skin aft of the skin-to-spar bond line on the lower surface of each main rotor blade (blade) and in the tip cap area. The existing AD also requires a ``tap test'' for detecting a separation or void in both bonded areas and repainting any exposed area of the blades. If any separation or void is detected, the AD requires, before further flight, replacing the blade. Thereafter, before each flight, the existing AD also requires checking for any exposed (bare) metal along the skin-to- spar bond line on the lower surface of each blade near the tip. If any bare metal is found, that AD requires an inspection by a qualified mechanic. This amendment contains the same requirements but expands the applicability to include all serial-numbered model helicopters and limits the applicability to specific blade part numbers. This amendment also requires a repetitive inspection of the blade and any necessary rework. This amendment is prompted by a fatal accident in Israel. We have also included responses to comments objecting to the recording requirements in the current AD relating to the pilot checks before each flight and to comments that the burden of the before-each-flight pilot check exceeds the benefit. We have concluded that a check before the first flight of each day is sufficient for aviation safety. The actions specified by this AD are intended to provide more specific AD actions, to relieve the burdens associated with the before-each-flight check by changing it to a daily check, to detect blade skin debond, and to prevent blade failure and subsequent loss of control of the helicopter.
75-07-02: 75-07-02 CESSNA: Amendment 39-2132. Applies to Models 177, 177RG and F177RG airplanes. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo preclude separation of the foam rubber air filter seal, within 25 hours' time in service, after the effective date of this AD, accomplish the following: \n\n\tA)\tOn Models 177 (Serial Numbers 17702040 through 17702220); 177RG (Serial Numbers 177RG0433 through 177RG0625); and Model F177RG (Serial Numbers F177RG0093 through F177RG0122) airplanes, remove the air filter seal attached with double-backed adhesive tape and replace with a new P11-0766 air filter seal using EC1300LP adhesive in accordance with Cessna Service Letter SE 75-3, dated January 24, 1975, or later revision. \n\n\tB)\tOn Models 177 (Serial Numbers 601 and 17700001 through 17702039); 177RG (Serial Numbers R177RG0001 through 177RG0442); and F177RG (Serial Numbers F177RG0001 through F177RG0092) airplanes, visually inspect the air filter for the date of manufacture and on those air filters manufactured between November 1, 1973, and November 1, 1974, replace the air filter seal in accordance with Paragraph A above. \n\n\tC)\tAny alternate 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 March 26, 1975.
2012-02-18: We are adopting a new airworthiness directive (AD) for all DASSAULT AVIATION Model MYSTERE-FALCON 50 airplanes. This AD was prompted by reports of cracking of the flap tracks. This AD requires revising the maintenance program to include revised airworthiness limitations. We are issuing this AD to prevent cracking of the flap tracks, which could lead to flap asymmetry and loss of control of the airplane.
73-20-03: 73-20-03 HILLER AVIATION: Amdt. 39-1724. Applies to Hiller Model UH-12, UH-12A, UH-12B, UH-12C, UH-12D, and UH-12E Helicopters certificated in all categories. Compliance required within the next 5 hours time in service after the effective date of this AD, unless already accomplished on receipt of the airmail AD dated September 6, 1973, and thereafter at intervals not to exceed 50 hours time in service from the last inspection. To detect cracks in the main rotor hub P/N's 51437, 51437-6, 51437-7, 51437-8, 51437- 9, 51437-11, 51437-901, and 51437-11-911, accomplish the following: Conduct dye penetrant inspection of the main rotor hubs P/N's 51437, 51437-6, 51437-7, 51437-8, 51437-9, 51437-11, 51437-901, 51437-11-911, inside the hub in the area opposite the control rotor trunnion attachments. If cracks are found, replace with a new part before further flight and continue the 50 hour interval dye penetrant inspections. Report cracks found, model and serial number, and total time in service on the main rotor hub, to Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. (Reporting approved by the Bureau of the Budget under B.O.B. No. 04-R0174). This amendment is effective on October 30, 1973.
74-20-12: 74-20-12 COMMANDER AIRCRAFT DIVISION, ROCKWELL INTERNATIONAL: Amendment 39-1979. Applies to Rockwell Model 690A series airplanes, S/N 11100 through 11197. Compliance required as indicated unless already accomplished. 1. Before the first flight of each day after the effective date of this A.D., check the cutout around the openable pilot's and co-pilot's side windows for cracks. 2. If cracks are found in either side window, replace the openable side window with a non-openable side window, P/N 360012-501, before further flight, except flight with cabin unpressurized may be made in accordance with FAR 21.197 to a base where the replacement can be accomplished. 3. Within 50 hours' time in service after the effective date of this A.D., unless already accomplished, replace all openable side windows, with a non-openable side window, P/N 360012-501, in accordance with Rockwell Service Bulletin 143 dated September 10, 1974, or an equivalent method approved by the Chief,Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Fort Worth, Texas. This amendment becomes effective October 4, 1974.
2012-04-01: We are superseding an existing airworthiness directive (AD) for all RR RB211-Trent 800 series turbofan engines. That AD currently requires removal from service of certain critical engine parts based on reduced life limits. This new AD reduces the life limits of additional critical engine parts. This AD was prompted by RR reducing the life limits of additional critical engine parts. We are issuing this AD to prevent the failure of critical rotating parts, which could result in uncontained failure of the engine and damage to the airplane.
74-22-06: 74-22-06 DEHAVILLAND: Amendment 39-1993. Applies to DHC-6 airplanes Serial Numbers 1 to 393 inclusive, excluding Serial Numbers 107, 168, 182, 184, 209, 383, 385, 386, 390 and 391, certificated in all categories. To detect cracks in the horizontal stabilizer rear spars, within the next 50 hours in service or 1 week, whichever occurs first, after the effective date of this AD, unless already accomplished, inspect visually using a magnification glass of at least 10 power or an approved equivalent for spanwise cracks along the radii at the junctions of the rear spar webs with the top and bottom flanges between Station 10.00 and Station 53.00 on the left and right hand horizontal stabilizers. If cracks are found, accomplish the following: 1. Alter the spar in accordance with paragraph 2 of Accomplishment Instructions of de Havilland Service Bulletin No. 6/310, dated June 28, 1974, or an approved equivalent before further flight, except that the airplane may be flown inaccordance with FAR 21.197 to a base where the alteration can be performed. 2. Equivalent inspections or alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 3. The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective October 23, 1974.
2012-02-04: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc RB211-Trent 500 series turbofan engines. This AD requires a one-time inspection of the fuel tubes and fuel tube clips for evidence of damage, wear, and fuel leakage. This AD was prompted by reports of wear found between the securing clips and the low-pressure (LP) fuel tube outer surface, which reduces the fuel tube wall thickness, leading to fracture of the fuel tube and consequent fuel leak. We are issuing this AD to prevent engine fuel leaks, which could result in risk to the airplane.
75-18-07: 75-18-07 BELL: Amendment 39-2346. Applies to Bell Models 206A, 206B, 206A-1, and 206B-1 helicopters certificated in all categories. Compliance required within 600 hours' time in service after the effective date of this AD, unless already accomplished. To prevent loss of attaching bolt torque for the main rotor blade hub pillow blocks, accomplish the following: (a) Remove the four nuts and bolts that attach the pillow block assemblies to the main rotor yoke and remove the washers, P/N 206-010-171-1, and bushings, P/N 206-010- 170-1. (b) Install four flanged bushings, P/N 206-011-128-1, into the pillow blocks with the flanges facing outboard. Secure the pillow blocks to the yoke with appropriate nuts and bolts, with a washer under each nut, and torque the nut and bolt 60 inch pounds, plus drag (tare) torque of the self-locking nut. (Note: Compliance with items 1, 2, and 3 of Bell Service Bulletin No. 206-75-3, dated May 1, 1975, or later FAA approved revision, will constitute compliance with the requirements of this AD.) This amendment becomes effective September 19, 1975.
73-18-02: 73-18-02 HAWKER SIDDELEY AVIATION, LTD.: Amendment 39-1706. Applies to Hawker Siddeley Model BH-125 and DH-125 airplanes equipped with overhauled oxygen cylinders. Compliance is required within the next 14 days after the effective date of this AD, except as provided in paragraph (c), and thereafter at each replacement of an oxygen cylinder with an overhauled oxygen cylinder. To prevent the possible burst failure of overhauled oxygen cylinders, P/N WKA 29396/GR14, WKA 29396/GR22, WKA 31393, and WKA 31394, due to the overhaul stamp impression being located on a critical area of the cylinder, accomplish the following: (a) Visually inspect the surface of the oxygen cylinder for evidence of stamp impressions indicating the date of the overhaul or letters designating the overhaul agency. (b) If stamp impressions are found during an inspection required by paragraph (a), on the cylinder shoulder, either (1) outboard of a radius of 3 inches from the cylinder center, or (2) inboard of a 3 inch radius and accompanied by local distortion in the hemispherical profile at the stamp impression, before further flight, replace the cylinder with a serviceable part of the same part number, or an FAA-approved equivalent. (c) If the oxygen system is to be recharged before accomplishment of the inspection provisions of this AD, the oxygen system charge must be limited to not more than 50 percent of normal full quantity, and a placard must be installed adjacent to the oxygen system charging point, stating, "System Contents Must Not Exceed 1/2 Full At Any Time." (d) The placard required by paragraph (c) may be removed when it is determined by an inspection in accordance with paragraph (a) that the oxygen cylinders have no stamp impressions on the cylinder shoulder, outboard of a radius of 3 inches from the cylinder center, and if there is a stamp impression inboard of a 3 inch radius, that there is no local distortion in the hemispherical profile at the stamp impression. This amendment becomes effective August 28, 1973.
2012-02-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, and -300 series airplanes. This AD was prompted by a report from the airplane manufacturer that airplanes were assembled with air distribution ducts in the environmental control system (ECS) wrapped with Boeing Material Specification (BMS) 8-39 or Aeronautical Materials Specifications (AMS) 3570 polyurethane foam insulation, a material with fire-retardant properties that deteriorate with age. This AD requires reworking certain air distribution ducts in the ECS. We are issuing this AD to prevent ignition of the BMS 8-39 or AMS 3570 polyurethane foam insulation on the duct assemblies of the ECS due to a potential electrical arc, which could start a small fire and lead to a larger fire that may spread throughout the airplane through the ECS.
75-22-19: 75-22-19 SIAI-MARCHETTI: Amendment 39-2388. Applies to F.260 and F.260B airplanes, Serial Numbers 101 thru 125, 2-26 thru 2-52 (except S/N 2-33, 2-47, 2-50, and 2-51), 3-76, 3-77, and 502, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent failure of the main landing gear, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, or before the accumulation of 300 hours total aircraft time in service, whichever occurs later, perform a magnetic particle inspection of the landing gear bellcrank pivot bolts, P/N 260-14-35- 1, in accordance with SIAI Marchetti Service Bulletin S.B. No. 260B7, dated August 27, 1971, or an FAA-approved equivalent. (b) If cracks are found, before further flight, comply with paragraph (d) of this AD. (c) If no cracks are found, comply with paragraph (d) of this AD within the next 100 hours' time in service after the inspection.(d) Where required by paragraph (b) or (c) of this AD, replace the pivot bolts P/N 260-14-35-1 and bushings P/N 260-14-17-3 with modified bolts P/N 260-14-35-3 and modified bushings P/N 260-14-17-5 in accordance with SIAI Marchetti Service Bulletin S.B. No. 260B8, dated September 18, 1971, or an FAA-approved equivalent. This amendment becomes effective October 27, 1975.
70-09-04: 70-09-04 MCDONNELL DOUGLAS: Amdt. 39-982. Applies to Douglas DC-9 series airplanes certificated in all categories as listed in Douglas Aircraft Company Service Bulletin No. 28-16, Revision 1, dated January 9, 1970, or later FAA approved revision. \n\n\tCompliance required within the next 800 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent a possible fuel interruption due to tire tread separation striking the fire-x-fuel shutoff valve cable system, accomplish the following. \n\n\tInstall a protective guard over the fire-x-fuel shutoff valve return idler pulley bracket located in the main landing gear wheel wells in accordance with the instructions of Douglas Aircraft Co. Service Bulletin No. 28-16, Revision 1, dated January 9, 1970, or later FAA approved revision or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective June 2, 1970.
2012-01-06: We are adopting a new airworthiness directive (AD) for certain Model 767-200 and 767-300 series airplanes. This AD was prompted by reports of water accumulation in the forward lower lobe of the forward cargo compartment. This AD requires installing cargo bulkhead supports, ceiling supports, a secondary dam support, drainage tubing, and ceiling panels to the forward lower lobe in the forward cargo compartment. We are issuing this AD to prevent water from accumulating in the forward lower lobe of the forward cargo compartment and entering the adjacent electronic equipment bay, which could result in an electrical short and the potential loss of several functions essential for safe flight.
71-10-01: 71-10-01 BELLANCA: Amendment 39-1205. Applies to Model 17-30 (Serial Numbers 30002 through 30216) Airplanes. Compliance: Required as indicated unless already accomplished. To prevent hazardous fuel leakage in these airplanes, accomplish the following: Within 50 hours time in service after the effective date of this AD, install an electric fuel pump seal chamber drain in accordance with instructions contained in Bellanca Service Letter No. 64, dated April 6, 1971, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 8, 1971.