Results
67-11-01: 67-11-01 COLONIAL AERONAUTICS (LAKE): Amdt. 39-381 as revised by Amdt. 39-459. Applies to models Colonial C-1 S/N 1 through 14, 16 through 20, 22 through 25; Colonial C-2 S/N 115, 126 through 143; Lake LA-4P S/N 121; Lake LA-4A S/N 244 and 245; Lake LA-4 S/N 246 through 356. Compliance required within 25 hours' time in service after April 5, 1967, the original effective date of this AD, unless already accomplished. To preclude unrestricted fuel from entering the cabin compartment in the event of failure of the fuel pressure gauge instrument line, accomplish the following: Colonial C-2 and LA-4 Series - Braze a 3/16" diameter x 3/8" aluminum alloy rod into the 9 o'clock position of the "T" end of AN 824-4D fitting. Drill through rod with a #60 drill (0.40 in.). If previously accomplished using a 5/32" diameter rod, this is satisfactory. Install the "T" assembly in the fuel pressure gauge instrument line just above the top of the hull (firewall) with the orifice end in the 6 o'clock position. Cap the open end (9 o'clock position) using an AN929-D4 cap. NOTE: If the airplane is equipped with a fuel combustion heater, the AN 824-4D fitting already provided may be utilized and reworked per above. Colonial C-1 - Remove the AN 894D6-4 reducer in the aft end of the fuel gauge instrument line and tap a 3/16-24NF thread 3/8" deep in the male end. Insert a threaded 3/16" aluminum rod utilizing "Loctite" sealant. Drill through rod with a #60 drill. This procedure may also be applied to the C-2 and LA-4 model aircraft. Lake Aircraft Division, Consolidated Aeronautics Service Letters Nos. 14, dated February 24, 1967, and 14A, dated May 5, 1967, pertain to this request. Their P/N's 2-6700-153 and 1-6700-99 are the equivalent "T" and reducer assembly respectively. This amendment effective August 5, 1967. Revised August 5, 1967.
2014-15-19: We are superseding Airworthiness Directive (AD) 2013-03-23 for all Gulfstream Aerospace LP (Type Certificate previously held by Israel Aircraft Industries, Ltd.) Model Gulfstream G150 airplanes. AD 2013-03- 23 required revising the airplane flight manual (AFM) to include procedures to advise the flightcrew of certain runway slope and anti- ice corrections and takeoff distance values. This new AD requires revising the Performance section of the AFM, which includes the revised procedures. This AD was prompted by the issuance of a revision to the AFM, which modifies runway slope and anti-ice corrections to both V1 and takeoff distance values. We are issuing this AD to prevent the use of published, non-conservative data, which could result in the inability to meet the required takeoff performance, with a consequent hazard to safe operation during performance-limited takeoff operations.
2017-19-04: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by a determination that new or more restrictive maintenance requirements and/or airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2014-18-02: We are superseding Airworthiness Directive (AD) 2014-05-02 for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2014-05-02 required repetitive inspections for cracking and corrosion of the aft pressure bulkhead, repetitive inspections of the frame chord drain path for debris, and corrective actions if necessary; and, for certain airplanes, enlargement of frame chord drain holes. This AD requires the same actions as AD 2014-05-02, but revises a certain repetitive inspection interval to avoid a misunderstanding of the repetitive inspection interval for the aft pressure bulkhead. This AD was prompted by reports from operators expressing confusion regarding a certain repetitive inspection interval for the aft pressure bulkhead. We are issuing this AD to detect and correct corrosion or cracking of the aft pressure bulkhead, which could result in loss of the aft pressure bulkhead web and stiffeners, and consequent rapid decompression of the airplane.
58-23-01: 58-23-01 BELL: Applies to All 47B, B3, D, D1, G, G2 and H1 Helicopters. Compliance required as indicated. Service experience indicates numerous failures of the tail rotor pitch change control bearing, P/N R4AF4 and alternate P/N's SIRP and 7R4AXIC. Failures of this bearing have been partly attributed to the pitch change control shaft being bent. To preclude the possibility of losing tail rotor control, a service life of 100 hours' time in service has been established for the tail rotor pitch change bearings P/N's R4AF4, 47-641-146-1, SIRP, and 7R4AXIC. All bearings with 90 or more hours' time in service shall be retired within the next 10 hours' time in service after the effective date of this amendment, except that tail rotor pitch change bearings with 190 or more hours' time in service as of the effective date of this amendment shall be retired prior to the accumulation of 200 hours' time in service. The bearing service life of 100 hours is predicted by the maintenance of a concentric pitch change control shaft to within the allowable tolerances. To insure straightness of the pitch change control shaft, P/N 47-641-034 or P/N 47-641-045, a 600-hour inspection for runout is required. The shaft must be inspected at the next 600-hour inspection or not later than December 15, 1958, and every 600 hours thereafter. Inspect shaft for allowable runout as follows: 1. Remove shaft from tail rotor gear box in accordance with Bell Service Manual. 2. Mount shaft at acme screw thread end in collet. 3. Measure concentricity of bearing shaft diameter. This diameter must be concentric within 0.060 TIR. 4. If diameters are not concentric within 0.060, shaft must be straightened within this tolerance. (Manufacturers Urgent Action Maintenance and Overhaul Instructions, Nos. S58-41 thru S58-47, H58-10, H58-11 and H58-12, dated October 3, 1958, cover same subjects.) Revised September 21, 1961. Revised January 18, 1963.
2014-16-23: We are superseding Airworthiness Directive (AD) 2011-16-01 for all Dassault Aviation Model FALCON 7X airplanes. AD 2011-16-01 required adding an automatic reversion logic and a means for the pilot to override pitch trim control normal modes, and installing placards in the cockpit; replacing the frame of the emergency switch box; replacing certain horizontal stabilizer electronic control units (HSECU); revising the Limitations section of the airplane flight manual (AFM); and revising the maintenance program to incorporate a certain task. This new AD requires modifying the fly-by-wire (FBW) standard; and operational testing of the electric motors reversion relays and trim emergency command of the horizontal stabilizer trim system (HSTS), and repairs if necessary. This AD was prompted by an uncontrolled pitch trim runaway during descent. We are issuing this AD to prevent an uncontrolled pitch trim runaway, which could result in loss of control of the airplane.
2014-17-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4- 600R series airplanes; Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of rupture of the uplock springs of the nose landing gear (NLG) and main landing gear (MLG) doors and legs. This AD requires repetitive inspections of the uplock springs of the NLG and MLG doors and legs for broken and damaged springs, and corrective actions if necessary. We are issuing this AD to detect and correct improper free fall extension of the MLG or NLG, which could lead to possible loss of control of the airplane on the ground, and consequent damage to the airplane and injury to occupants.
74-23-08: 74-23-08 GRUMMAN AMERICAN CORPORATION: Amendment 39-2007. Applies to Grumman G-159 airplanes certificated in all categories. Compliance required within the next 200 hours time in service after the effective date of this airworthiness directive unless already accomplished. To provide dual electrical power for the fire extinguisher squib circuits accomplish the following or an equivalent rework approved by the Chief, Engineering and Manufacturing Branch, Southern Region. Remove the existing left and right engine fire extinguisher switches and left hand eyebrow circuit breaker panel nameplate. Install MS24524-21 switches, electrical wiring, 159SB10112-1 nameplate and check out system in accordance with Grumman Gulfstream I Aircraft Service Change 210. This amendment becomes effective November 15, 1974.
66-22-02: 66-22-02\tBOEING: Amdt. 39-285 Part 39 Federal Register September 7, 1966. Applies to Model 727 Series Airplanes Listed in Boeing Service Bulletin No. 29-22, Dated February 21, 1966.\n \n\tCompliance required within the next 700 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of the pneumatic brake system due to leaks between the control valve and the brake housing, modify the pneumatic brake system line installation in accordance with Boeing Service Bulletin No. 29-22, dated February 21, 1966, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective October 7, 1966.
2016-18-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300ER series airplanes. This AD requires replacing the low-pressure oxygen flex hoses with new non- conductive low-pressure oxygen flex hoses in the gaseous passenger oxygen system in airplanes equipped with therapeutic oxygen. This AD was prompted by a determination that the low-pressure oxygen flex hoses in the gaseous passenger oxygen system can potentially be conductive. We are issuing this AD to prevent electrical current from passing through the low-pressure oxygen flex hoses in the gaseous passenger oxygen system, which can cause the flex hoses to melt or burn, and a consequent oxygen-fed fire in the passenger cabin.