Results
2005-20-41: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -300 series airplanes, powered by Pratt & Whitney PW2000 series engines. This AD requires repetitive inspections for loose or damaged components of the support brackets and associated fasteners for the hydraulic lines located in the nacelle struts, and any related investigative and corrective actions. This AD results from reports of damage and subsequent failure of the support brackets and associated fasteners for the hydraulic lines located internal to the upper fairing cavity of the nacelle struts. We are issuing this AD to prevent such failure, which, in conjunction with sparking of electrical wires, failure of seals that would allow flammable fluids to migrate to compartments with ignition sources, or overheating of the pneumatic ducts beyond auto-ignition temperatures, could result in an uncontained fire.
98-13-10: This amendment adopts a new airworthiness directive (AD) that applies to all Cessna Aircraft Company (Cessna) Model 182S airplanes. This AD requires repetitively inspecting all engine exhaust muffler end plates (four total) for cracks and replacing any muffler where an end plate is found cracked. The AD also requires fabricating and installing a placard that specifies immediately inspecting all engine exhaust muffler end plates any time the engine backfires upon start-up. This AD is the result of incidents where cracks were found in an engine exhaust muffler end plate on several of the affected airplanes. These cracks were caused by high stresses imposed on the attachment of the exhaust at the area of the firewall. The actions specified by this AD are intended to detect and correct damage to the engine exhaust mufflers caused by such high stress and cracking, which could result in exhaust gases entering the airplane cabin with consequent crew and passenger injury.
80-09-03 R1: 80-09-03 R1 BEECH: Amendment 39-3759 as amended by Amendment 39-3807. Applies to the following models and serial numbers of airplanes certificated in all categories having a Beech installed oxygen system: GROUP I MODEL SERIAL NUMBERS B90 LJ-490 thru LJ-501 C90 LJ-502 thru LJ-667 E90 LW-1 thru LW-326 H90 (Military T-44A) LL-1 thru LL-53 200 BB-2, BB-6 thru BB-185, BB- 187 thru BB-202, BB-204 thru BB-269, BB-271 thru BB-407, BB-409 thru BB- 468, BB-470 thru BB-482, BB-483 thru BB-488, BB-490 thru BB-509, BB-511 thru BB-518. 200T BT-1 thru BT-7 200C BL-1 and BL-2 A200 (Military C-12A) BC-1 thru BC-61 and BD-1 thru BD-30 A200 (Military C-12C) BC-62 thru BC-71 GROUP II MODEL SERIAL NUMBER C90 LJ-668 thru LJ-851 100 B-2 thru B-89 and B-93 A100 B-1, B-90 thru B-92, B-94, B- 100 thru B-247, except B-205 A100 (Military U-21F) B-95 thru B-99 B100 BE-1 thru BE-70 COMPLIANCE: Required as indicated, unless previously accomplished. To prevent seizure and binding of the oxygen control cable due to freezing of contaminating moisture which will interfere with actuation of the oxygen system, within the next 50 hours time-in-service after the effective date of this AD, accomplish the following: A) On airplanes listed in GROUP I of the applicability statement, locally fabricate, using letters at least 3/32" high, and install in clear view of the pilot, a placard which reads as follows: "Flight above 25,000 feet prohibited unless the oxygen system is ARMED (ON)." and operate the airplane in accordance with this limitation. B) On airplanes listed in Group II of the applicability statement, locally fabricate, using letters at least 3/32" high, and install in clear view of the pilot, a placard which reads as follows: "Flight above 25,000 feet prohibited unless the occupants are using oxygen" and operate the airplane in accordance with this limitation. C) Install a copy of theAD in the Limitation Section of the AFM of the airplanes listed in Group I and Group II of the applicability statement. D) The installation of the required placard and insertion of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person, who must make an entry in the airplane maintenance records indicating compliance with this AD. E) The placards specified herein may be removed from the airplane and a copy of the AD removed from the AFM upon modification of the airplane in accordance with Beechcraft Service Instructions No. 0867-341, Revision II, Part I, and recording of compliance with this paragraph in the airplane maintenance records. NOTE: The Beech Model H90 (Military T-44A), A100 (Military U-21F, S/N B-95 through B-99) and A200 (Military C-12A and C-12C) airplanes utilize P/N 90-384020-7, P/N 90- 384020-9 and P/N 90-384020-11, respectively, as replacement oxygen cable assemblies. These military airplanes and P/N 90-384020-11 cable assembly are not listed in Beechcraft Service Instruction No. 0867-341, Revision II. However, the replacement cable assemblies may be installed in these airplanes in accordance with said Service Instructions if removal of the placards is desired. F) Any equivalent method of compliance must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. Amendment 39-3759 became effective May 1, 1980. This Amendment 39-3807 becomes effective June 11, 1980.
78-23-13: 78-23-13 BRITISH AIRCRAFT CORPORATION: Amendment 39-3350. Applies to Viscount Model 744, 745D, and 810 Series airplanes, certificated in all categories. Compliance is required as indicated. The following parts are affected by this AD: 700 Series 800 Series 10" Oleos 14" Oleos Gland Nut 70050-317 72450-69 81050-69 Locking Plate 72450-71 81050-71 Locking Screw 70050-259 To ensure the security of the gland nut and locking plate/locking screw combination and prevent detachment of the gland nut of the main landing gear shock absorber struts, accomplish the following: (a) Within the next 25 landings after the effective date of this AD and thereafter at intervals not to exceed 25 landings from the last inspection until the inspection required by paragraph (c) of this AD is performed, visually inspect the gland nut and locking plate/locking screw combination as installed for security and satisfactory locking in accordance with paragraph 2.2 of the "Accomplishment Instructions" of British Aircraft Corporation Preliminary Technical Leaflet (PTL) No. 299 (700 Series) or PTL No. 168 (800 Series), as applicable, both at Revision 3, dated January 12, 1977, or an FAA-approved equivalent. (b) If, during any of the inspections required by paragraph (a) of this AD, the gland nut is found to be loose or not adequately locked, before further flight, remove the gland nut and inspect the thread form in accordance with paragraph (c) of this AD. (c) Within 500 landings after the effective date of this AD, unless already accomplished within the last 2,500 landings, and thereafter at intervals not to exceed 3,000 landings, remove the gland nut and inspect the condition of the threads in accordance with the criteria established in paragraph 2.2.2 of British Aircraft Corporation PTL No. 299 (700 Series) or PTL No. 168 (800 Series), as applicable, both at Revision 3, dated January 12, 1977, or an FAA- approved equivalent. (d)If, during any inspection performed in accordance with paragraph (c) of this AD, the thread form of the gland nut is found unacceptable under the criteria referenced in paragraph (c) of this AD, before further flight, replace the gland nut with a serviceable part of the same part number found acceptable under those criteria. (e) If, during any of the inspections required by this AD, a locking plate is found worn or fractured, before further flight, replace the locking plate with a serviceable part of the same part number. Replacement locking plates may be installed with the shock absorber strut intact by parting the plate as illustrated in Figure 1 of British Aircraft Corporation PTL No. 299 (700 Series) or PTL No. 168 (800 Series), as applicable, both at Revision 3, dated January 12, 1977, or an FAA-approved equivalent. This amendment becomes effective December 18, 1978.
61-14-05: 61-14-05 LOCKHEED: Amdt. 307 Part 507 Federal Register July 11, 1961. Applies to All Model 1049 Series Aircraft. Compliance required as indicated. As a result of numerous occurrences of loss of main landing gear doors, the following inspections and rework are required. (a) Within the next 30 hours' time in service after the effective date of this AD and every 30 hours' time in service thereafter, conduct a visual inspection for cracks or loose fasteners in the front main landing gear door assemblies paying special attention to the front ribs and front hinge fittings. If any defects are found, they must be repaired or replaced prior to further flight, except that a ferry flight may be authorized in accordance with CAR 1.76 to a base where the required replacement or modifications are to be made. (b) When doors incorporating the modifications outlined in Lockheed 1049 Service Bulletin No. 2935, or FAA approved equivalent, are installed, the special inspections described in (a) may be discontinued. (c) Upon request of the operator, an FAA maintenance inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, 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. (Lockheed 1049 Service Bulletin No. 2935 pertains to this subject.) This directive effective July 17, 1961. Revised July 26, 1961.
2005-20-38: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron (Bell) model helicopters modified with Aeronautical Accessories, Inc. (AAI), Supplemental Type Certificate (STC) SH2820SO or that have the affected AAI Parts Manufacturer Approval (PMA) parts installed. This action requires inspecting a certain part-numbered reservoir assembly adapter (adapter) for the counter bore depth (dimension D). If the dimension D of the adapter exceeds .860 inch, before further flight, this AD requires replacing the reservoir assembly and adapter with airworthy parts. This amendment is prompted by a report of a rupture of an adapter during nitrogen charging because of inadequate wall thickness for the operating pressures. The actions specified in this AD are intended to prevent the rupture of an adapter, uncontrolled jetting of pressurized gas from the nitrogen bottle, and subsequent injury to occupants or damage to the helicopter.
2017-17-07: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84 turbofan engines. This AD requires inspection of the intermediate-pressure (IP) turbine stage 2 locking plates. This AD was prompted by a report of several IP turbine stage 2 locking plates cracked during module assembly. We are issuing this AD to correct the unsafe condition on these products.
98-12-35: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires replacement of the actuating ram bobbin and O-ring seals of the main landing gear (MLG) with new bobbins and improved O-ring seals. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent loss of dampening of the MLG actuating ram, which could result in failure of the MLG lockstruts, and consequent structural damage to the airplane.
63-14-03: 63-14-03 LYCOMING: Amdt. 583 Part 507 Federal Register July 6, 1963. Applies to O-540 Series Engines with Serial Numbers 101-40 Through 6129-40 and IO-540 Series Engines with Serial Numbers 101-48 Through 551-48 Which Do Not Incorporate Oil Pump Drive Shaft P/N's 67512 (Redesigned) or 74641. Compliance required as indicated. (a) For Model O-540 Series engines Serial Numbers 101-40 through 5264-40 and IO-540 Series engines, Serial Numbers 101-48 through 423-48, compliance with (c) required within 25 hours' time in service after the effective date of this AD and every 100 hours' time in service thereafter. (b) For Model O-540 Series engines, Serial Numbers 5265-40 through 6129-40 and IO-540 Series engines, Serial Numbers 424-48 through 551-48, compliance with (c) required as follows: (1) Within 25 hours' time in service after the effective date of this AD and every 100 hours' time in service thereafter for engines with more than 275 hours' time in service on the effective date of this AD. (2) Prior to the accumulation of 300 hours total time in service and every 100 hours' time in service thereafter for engines with 275 hours' or less time in service on the effective date of this AD. (c) Inspect the oil pump drive shaft (P/N 67512) on applicable engines in accordance with instructions contained in Lycoming Service Bulletin No. 295. Any shafts which are found to be damaged shall be replaced before further flight. These inspections shall be continued until Lycoming P/N 67512 (redesigned) or P/N 74641 oil pump drive shaft is installed at which time the inspections may be discontinued. NOTE: All remanufactured engines shipped from Lycoming after April 1, 1963, have the new shaft installed. This directive effective July 6, 1963.
2002-12-07: This amendment supersedes emergency airworthiness directive (AD) 2000-18-53 that was sent previously to all known U.S. owners and operators of certain Textron Lycoming reciprocating engines. That action required before further flight after receipt of that emergency AD, replacement of the oil filter converter plate gasket or the converter plate kit. That action also required, within 10 hours time-in-service (TIS) or within 3 days after the effective date of that emergency AD, inspection of the oil filter base for signs of oil leakage and evidence of gasket extrusion. That action also required replacement of the converter plate gasket at intervals not to exceed 50 hours TIS since the last replacement of the gasket. This amendment requires the same replacements and inspection, and introduces the installation of an improved design gasket or converter plate kit as terminating action for the repetitive gasket replacements. The actions specified in this AD are intended to prevent complete loss of engine oil and subsequent seizing of the engine and possibility of fire, caused by oil leakage between the converter plate and accessory housing.
99-04-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, and -800 series airplanes, that requires repetitive inspections to detect damage of the aft strut insulation blanket. This AD also requires eventual replacement of the insulation blankets with new, improved blankets, which constitutes terminating action for the requirements of this AD. This amendment is prompted by reports of damaged aft strut insulation blankets. The actions specified by this AD are intended to prevent such damage, which could result in exposure of the lower surface of the strut to extreme high temperatures, consequent creation of a source of fuel ignition, and increased risk of a fuel tank explosion and fire.
2002-12-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Honeywell International Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Company) TPE331-11U, -12B, -12JR, -12UA, -12UAR, and -12UHR series turboprop engines. This action requires repetitive Spectrometric Oil Analysis Program (SOAP) sampling, SOAP trend assessment, and inspections and replacement of certain gearbox components. This amendment is prompted by reports of spur gearshaft (bull gear) rim separations and high-speed pinion (HSP) assembly failures. The actions specified in this AD are intended to prevent bull gear rim separations and HSP assembly failures from abnormal gear wear, which could result in uncontained gearbox fragmentation, in-flight shutdowns, and engine rotor overspeed events.
2017-17-05: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 series airplanes; and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by reports of cracks initiating at the upper radius of a certain frame and a determination that the current inspection procedure is not reliable in detecting certain cracking of the forward fitting of the frame. This AD requires repetitive inspections to detect cracking of the upper radius of the forward fitting of a certain frame, and related investigative actions and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-16-13: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by a report indicating that the lanyard length of the passenger drop down oxygen masks is too long. This AD requires replacing the existing oxygen mask lanyards with lanyards of the correct length. We are issuing this AD to address the unsafe condition on these products.
2011-05-03: We are superseding an existing airworthiness directive (AD) that applies to 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: There has been numerous reported failures of the Regional Jet engine TCGB [throttle control gearbox] P/Ns: 2100140-003, 2100140- 005 & 2100140-007. Some of these failures have resulted in in-flight engine shutdowns. Post incident investigations revealed that excessive wear within the [[Page 10217]] engine TCGB could alter the rigging position or cause the throttle to jam. With the rigging position altered, movement of the throttle lever towards the idle position can result in throttle moving too close to the fuel shut-off position, which potentially, can cause the engine to flame out. * * * * * We are issuing this ADto require actions to correct the unsafe condition on these products.
2005-20-40: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200CB, and -200PF series airplanes. This AD requires an inspection of each trailing edge flap transmission assembly to determine the part number and serial number, and related investigative and corrective actions and part marking if necessary. This AD results from a report indicating that cracked flap transmission output gears have been discovered during routine overhaul of the trailing edge flap transmission assemblies. We are issuing this AD to prevent an undetected flap skew, which could result in a flap loss, damage to adjacent airplane systems, and consequent reduced controllability of the airplane.
2017-17-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a report of fatigue cracking found in a certain fuselage frame common to the water tank support intercostal clip located between certain stringers. This AD requires inspections for any cracking of a certain fuselage frame, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-16-09: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model MYSTERE-FALCON 50 airplanes and FALCON 2000 airplanes. This AD was prompted by a report indicating that during ground maintenance, a Model FALCON 2000 airplane experienced a loss of hydraulic pressure affecting both hydraulic systems due to damage to both brake hoses on the main landing gear (MLG). This AD requires an inspection for certain brake hoses, installation of protective wraps or installation of certain brake hoses, and replacement of certain brake hoses. We are issuing this AD to address the unsafe condition on these products.
2005-20-27: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A340-211, -212, -311, and -312 airplanes. This AD requires an initial rotating probe inspection and initial and repetitive ultrasonic inspections for discrepancies of the first fastener hole of the horizontal flange of the keel beam on previously modified airplanes, installation of new fasteners, and corrective action if necessary. This AD results from a report that certain inspections done before accomplishing the modification of the lower keel beam fitting and forward lower shell connection, revealed cracking that was outside the modification limits specified in the service bulletin; the cracking was repaired by installing a titanium doubler. We are issuing this AD to find and fix discrepancies of the fastener holes of the horizontal flange of the keel beam, which could result in reduced structural integrity of the fuselage.
2017-17-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report of cracks in the upper aft skin of the right wing at certain fastener holes along the rear spar upper chord. This AD requires repetitive inspections for cracking of the upper aft skin of the wings, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
80-13-13: 80-13-13 DEHAVILLAND: Amendment 39-3816. Applies to all DHC-6 model airplanes equipped with floats, certificated in all categories. To prevent spreader strut lug failure and interference between float fitting and front strut, accomplish the following: (a) On aircraft Serial Numbers 1 thru 611 incorporating S.0.0. 6002 and 6082 float and chassis installation, within 100 hours in service or one month, whichever occurs first, after the effective date of this AD, unless previously accomplished, incorporate modifications in accordance with DeHavilland Service Bulletin 6/330, Revision "C", dated February 29, 1980, or approved equivalent modification. (b) On all aircraft with front spreader struts P/N C6UF1014-1, within 200 hours in service or two months, whichever occurs first, after the effective date of this AD, unless previously accomplished, incorporate modification in accordance with DeHavilland Service Bulletin 6/357, Revision "C", dated February 29, 1980, or approved equivalent modification. (c) Equivalent modifications must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) 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 July 1, 1980.
2003-19-14 R2: The FAA is revising Airworthiness Directive (AD) 2003-19-14 R1, which applies to certain BURKHART GROB LUFT--UND RAUMFAHRT GmbH & CO KG (GROB) Models G103 TWIN ASTIR, G103A TWIN II ACRO, and G103C TWIN III ACRO sailplanes. AD 2003-19-14 R1 requires you to modify the airspeed indicators, install flight speed reduction and aerobatic maneuver restrictions placards (as applicable), and revise the flight and maintenance manuals. AD 2003-19-14 R1 approves simple aerobatic maneuvers for Model G103A TWIN II ACRO sailplanes and provides an option for modifying the rear fuselage for Models G103A TWIN II ACRO and G103C TWIN III ACRO sailplanes to terminate the flight limitation restrictions for aerobatic maneuvers. This AD retains all the actions from AD 2003-19-14 R1 for Models G103A TWIN II ACRO and G103C TWIN III ACRO and reinstates certain operating limits for Model G103 TWIN ASTIR sailplanes. We are issuing this AD to prevent damage to the fuselage during limit load flight, which could result in reduced structural integrity. This condition could lead to loss of control of the sailplane. \n\n\nDATES: This AD becomes effective on November 30, 2005. \n\n\tOn August 12, 2004 (69 FR 34258, June 21, 2004) the Director of the Federal Register approved the incorporation by reference GROB Service Bulletin No. MSB315-65, dated September 15, 2003; GROB Service Bulletin No. OSB 315-66, dated October 16, 2003; and GROB Work Instruction for OSB 315-66, dated October 16, 2003. \n\n\tAs of November 30, 2005, the Director of the Federal Register approved the incorporation by reference of GROB Service Bulletin No. MSB315-64/3, dated September 14, 2004.
82-18-07: 82-18-07 CANADAIR: Amendment 39-4446. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 through 1007, 1010 through 1014, and 1016 through 1023, certificated in all categories. Compliance is required as indicated to prevent possible temporary interruption of the stall protection system stick pusher capability. Accomplish the following unless already accomplished: 1. Within the next 25 hours time in service, modify the stall protection system in accordance with instructions contained in Canadair Alert Service Bulletin A600-0090, Revision 1, dated October 28, 1981. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. The 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). This amendment becomes effective September 7, 1982.
69-16-01: 69-16-01\tBOEING: Amdt. 39-838. Applies to Boeing Model 727, 727C, and 727-200 Series Airplanes. \n\tCompliance required within 300 hours time in service after the effective date of this AD as indicated, unless already accomplished. \n\tTo provide the flight crew with more complete procedures to be followed if all generators are lost change the Airplane Flight Manual to read the following, or make an equivalent change approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(a)\tBoeing 727 series (except 727-31, -31C, and 231), Airplane Flight Manual, Emergency Procedures Section, Loss of All Generators paragraph, must be revised to read: \n\tLOSS OF ALL GENERATORS \n\tPhase I \n\tEssential power selector - STANDBY \n\tBattery Switch - Check ON \n\tPHASE II \n\tAny generator field relay - CLOSE \n\tRepeat if necessary until voltage and frequency of a generator are normal. \n\tWhen voltage and frequency are normal switch essential power selector to operating generator. \n\tNOTE: If a differential fault is indicated in any generator system, an automatic lockout feature prevents closing of the field relay. This lockout feature can be bypassed by momentarily moving the battery switch to OFF, then back ON, or by manually tripping and resetting the associated generator DC control circuit breaker. \n\tPhase III \n\tRestore system to normal if desired. \n\tNOTE: Leave generator supplying essential power isolated until system integrity is verified. \n\tRemove heavy electrical loads (galleys, air conditioning pack fans, etc.) or \n\tOpen bus tie breakers (if closed) before closing Generator Control Breakers. \n\tFor further information, see electrical systems operation, Normal Procedures - Section III. \n\t(b)\tBoeing 727 series 727-31, -31C, and 231, Airplane Flight Manual, Emergency Procedures Section, Loss of All Generators paragraph, must be revised to read: \n\tLOSS OF ALL GENERATORS \n\tPhase I \n\tEmergency Power Switch - ON \n\tBattery Switch - Check ON \n\tPhase IIAny generator field relay - CLOSE \n\tRepeat if necessary until voltage and frequency of a generator are normal. \n\tWhen voltage and frequency are normal switch essential power selector to operating generator. \n\tNOTE: If a differential fault is indicated in any generator system, an automatic lockout feature prevents closing of the field relay. This lockout feature can be bypassed by momentarily moving the battery switch to OFF, then back ON, or by manually tripping and resetting the associated generator DC control circuit breaker. \n\tPhase III \n\tRestore system to normal if desired. \n\tNOTE: Leave generator supplying essential power isolated until system integrity is verified. \n\tRemove heavy electrical loads (galleys, air conditioning pack fans, etc.) or \n\tOpen bus tie breakers (if closed) before closing Generator Control Breakers. \n\tFor further information, see electrical system operation, Normal Procedures - Section III. \n\tThe effective date of amendment 39-810 is revised to"August 15, 1969." \n\tEffective August 15, 1969. \n\tRevised September 12, 1969.
2017-15-14: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-215-6B11 (CL-415 Variant) airplanes. This AD was prompted by a report indicating that an oxygen bottle was found loose while the clamp strap was in the locked position. This AD requires modification of the clamp strap and installation of additional shims, as applicable, to the flight crew's oxygen bottles' retaining structures. We are issuing this AD to address the unsafe condition on these products.