Results
98-10-12: This amendment adopts a new airworthiness directive (AD) that applies to all REVO, Incorporated (REVO) Models Colonial C-2, Lake LA-4, Lake LA-4A, Lake LA-4P, and Lake LA-4-200 airplanes. This action requires measuring for a clearance of 5/32 of an inch between the attachment fitting and the horizontal stabilizer rear beam, and a clearance of 1/16 of an inch between the attachment fitting and the stabilizer skin. If either area does not meet these minimum measurements, this AD requires removing the affected horizontal tail half from the airplane and inspecting the attachment fitting for any evidence of fretting, cracking, or corrosion. If cracks, fretting or corrosion are present, the attachment fitting must be replaced with a new fitting, and the stabilizer skin must be trimmed to provide a positive clearance for the fitting. This action is prompted by an incident report of an airplane losing control during flight after the attachment fitting to the horizontal stabilizer fractured. The actions specified by this AD are intended to prevent fatigue cracks to the horizontal and vertical stabilizer attachment fitting, which could result in loss of control of the airplane.
72-02-02: 72-02-02 GRUMMAN AIRCRAFT: Amendment 39-1374 as amended by Amendment 39-1538. Applies to Type G-164A airplanes equipped with any P&W R-1340 model engine. Compliance required within the next 25 hours in service, unless already accomplished, after the effective date of this AD. To preclude the possibility of fuel leakage resulting from cracks in the threaded area of certain aluminum alloy fuel line fittings, accomplish the following: 1. Replace two AN911-3D pipe thread nipples located in the carburetor inlet line and one AN911-3D nipple located at the outlet boss of the in-line fuel strainer mounted on the firewall bulkhead with corrosion resistant steel nipples P/N AN911-3S, AN911-3K or AN911-3J. 2. Replace the aluminum AN912-4D reducer at the carburetor fuel inlet boss with corrosion resistant steel reducers P/N AN912-4S or AN912-4K or AN912-4J. Grumman S/B No. 46 and 49 covers this same subject. Amendment 39-1374 was effective January 20, 1972. This Amendment 39-1538 is effective October 18, 1972.
2004-19-06 R1: The FAA is revising an existing airworthiness directive (AD) that applies to all Boeing Model 767-200, -300, and -300F series airplanes. The existing AD currently requires inspections to detect cracking or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at body station 955 and the skin; and follow- on/corrective actions. The existing AD results from reports of cracked and/or corroded fail-safe straps at body station (BS) 955 on Boeing Model 767-200 series airplanes. We issued the existing AD to detect and correct fatigue cracking or corrosion of the fail-safe straps, which could result in cracking of adjacent structure and consequent reduced structural integrity of the fuselage. This new AD revises the applicability of the existing AD to reduce the number of affected airplanes. We are issuing this AD to detect and correct fatigue cracking or corrosion of the fail-safe straps, which could result in cracking of adjacent structure and consequent reduced structural integrity of the fuselage. \n\nDATES: The effective date of this AD is November 1, 2004. \n\n\tOn November 1, 2004 (69 FR 57636, September 27, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 767-53A0100, dated September 26, 2002. \n\n\tWe must receive comments on this AD by December 5, 2005.
2017-10-12: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, AS332L1, AS332L2, and EC225LP helicopters. This AD requires repetitive inspections of the intermediate gear box (IGB) fairing. This AD was prompted by separation of the IGB fairing from the fairing gutter and subsequent interference with the drive shaft. The actions of this AD are intended to prevent an unsafe condition on these products.
2017-14-04: We are superseding Airworthiness Directive (AD) 95-26-13 for certain Piper Aircraft, Inc. Models PA-28-140, PA-28-150, PA-28-151, PA-28-161, PA-28-160, PA-28-180, PA-28-181, PA-28-235, PA-28-236, PA- 28R-180, PA-28R-200, PA-28R-201, PA-28S-160, PA-28S-180, PA-32-260, PA- 32-300, PA-32-301, PA-32-301T, PA-32R-300, PA-32R-301 (SP), PA-32R-301 (HP), PA-32R-301T, PA-32RT-300, PA-32RT-300T, and PA-32S-300 airplanes equipped with oil cooler hose assemblies that do not meet certain technical standard order (TSO) requirements. AD 95-26-13 required inspections, replacement, and adjustment of the oil cooler hose assemblies, as well as providing for a terminating action. This AD retains all of the requirements of AD 95-26-13 and adds language to clarify those requirements. This AD was prompted by several inquiries asking for clarification of the AD's applicability and compliance requirements. We are issuing this AD to correct the unsafe condition on these products.
98-10-06: This amendment supersedes Airworthiness Directive (AD) 96-19-07, which currently requires the following on Burkhart Grob Luft-und Raumfahrt (Grob) Models G115C, G115C2, G115D, and G115D2 airplanes: installing a placard that restricts the never exceed speed (Vne) of the affected airplane models from 184 knots to 160 knots; installing on the airspeed indicator glass a red line at 296 km/h (160 knots); installing a placard that prohibits aerobatic maneuvers; and placing a copy of the AD in the Limitations Section of the airplane flight manual. This AD will temporarily retain the flight restrictions that are currently required by AD 96-19-07; and will eventually require accomplishing certain inspections and modifications, as terminating action for these flight restrictions. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent loss of control ofthe airplane caused by excessive speed or aerobatic maneuvers.
62-24-02: 62-24-02\tBOEING: Amdt. 506 Part 507 Federal Register November 10, 1962. Applies to 707/720 Airplanes, Serial Nos. 18385-18397, 18400-18404, 18374, 18414-18419, 18411, 18372, 18373, 18335-18339, 18079-18082, 18423-18425, 18376, 18377, 18451-18453 Inclusive; Also Applies to Airplanes Which Have Been Modified By Operators to Incorporate Motor Operated Valves Per Boeing Service Bulletins 1414, 1483, 1484, 1489, 1490, 1491, 1492 and 1493. \n\tCompliance required within 350 hours of airplane time in service after the effective date of this directive, unless already accomplished. \n\tHydraulic system motor operated valves, Whittaker P/N 146505-1, incorporated in both the utility and auxiliary hydraulic systems, have failed in service due to stress corrosion in the end cover retaining nut. All failures have occurred in parts with the original heat treatment. To prevent such failures: \n\t(1)\tModify all valves by installing new end covers and nuts of the same Whittaker part number but identified by a blue anodized color; and \n\t(2)\tReplace the valve shear seals and the bearing with new longer seals and a new bearing. \n\t(Whittaker Service Bulletin SBC 2021 covers this same subject.) \n\tThis directive effective November 10, 1962.
98-10-07: This amendment adopts a new airworthiness directive (AD) that applies to all Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASK 21 sailplanes that have certain modifications installed. This AD requires changing the sailplane flight manual s weight and balance information. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the operator from using inaccurate weight and balance information provided in the sailplane flight manual (SFM), which could lead to hazardous flight conditions.
98-10-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 and 767 series airplanes. This action requires a one-time inspection to confirm the installation of Teflon sleeves over certain electrical wires inside conduits installed in the fuel tanks; and corrective actions, if necessary. This amendment is prompted by a report of missing Teflon sleeves, which protect the wiring insulation from chafing. The actions specified in this AD are intended to prevent such chafing, which could eventually expose the electrical conductor creating the potential for arcing from the wire to the conduit, and consequent fuel tank fire/explosion.
2017-10-19: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-C2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires initial and repetitive on-wing inspections of affected intermediate pressure compressor (IPC) rotor seals. This AD was prompted by a failure of the IPC rotor seal. We are [[Page 30956]] issuing this AD to correct the unsafe condition on these products.
64-12-04: 64-12-04 GENERAL DYNAMICS: Amdt. 742 Part 507 Federal Register June 5, 1964. Applies to All Models 22, 22M, 30 and 30A Aircraft. Compliance required within 1,500 hours' time in service after the effective date of this AD, unless already accomplished. Inadvertent operation of the engine air turbine starter at continuous overspeeds has occurred in flight. This caused failure of the starter with resultant damage to surrounding nacelle structure and propulsion systems. To preclude starter failures of this nature, the following modifications and airplane flight manual procedures are required: (a) Modify the Models 22, 22M, 30, and 30A starter operation warning systems to include a master warning light indication when the starter valve is in the open position in accordance with the following General Dynamics/Convair Service Bulletins or an FAA approved equivalent: (1) General Dynamics/Convair Service Bulletin 880 S.B. No. 80-5 for the Model 22. (2) General Dynamics/Convair Service Bulletin 880M S.B. No. 80-2 for the Model 22M. (3) General Dynamics/Convair Service Bulletin 990 S.B. No. 80-3 for the Models 30 and 30A. (b) As an alternative for Models 30 and 30A aircraft, relocate the existing starter operation warning lights from the flight engineer's panel assembly to the pilot's overhead control panel per General Dynamics/Convair Service Bulletin 990 S.B. No. 80-1. (c) FAA engineering approval of equivalent methods of complying with (a) shall be processed through the FAA, Aircraft Engineering Division, Western Region. (d) Revise the Emergency Procedures section of the appropriate FAA approved Airplane Flight Manual to incorporate the procedure for isolating a malfunctioning starter valve in flight as set forth in the following FAA approved General Dynamics/Convair Airplane Flight Manual revisions: (1) Revision 73 to CS 59-061 dated December 17, 1963, for Model 22-2 and Revision 74 to CS 59-019 dated December 17, 1963, for the Model 22-1. (2) Revision 34 to CS 61-008 dated December 17, 1963, for the Model 22M. (3) Revision 32 to CS 61-048 dated December 17, 1963, for the Model 30. (4) Revision 14 to CS 62-046 dated December 17, 1963, for the Model 30A. This directive effective July 6, 1964.
2005-20-31: The FAA is rescinding an existing airworthiness directive (AD) that applies to Honeywell FMS one million word (1M or 700K) data bases (9104 cycle or earlier) as installed in, but not limited to McDonnell Douglas Model MD-11 and MD-11F airplanes, Boeing Model 747-400 series airplanes, and Boeing Model 757 and 767 airplanes. That AD requires a revision to the FAA-approved Airplane Flight Manual (AFM) and installation of a placard to prohibit the use of Nondirectional Beacon (NDB) approaches for landing. That AD was prompted by an anomaly in the Honeywell FMS one million word (1M or 700K) data bases (9104 cycle or earlier). We issued that AD to prevent an airplane deviating from the published approach to the runway, which could lead to premature ground contact before reaching the runway. Since we issued that AD, we have determined that the Honeywell FMS one million word (1M or 700K) databases (9104 cycle or earlier) no longer exist on any of the affected airplanes.
84-01-03 R1: 84-01-03 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4787 as amended by Amendment 39-5534. Applies to Models SA315, SE3160, SA316, and SA319 series helicopters, certificated in all categories, that are equipped with main gearbox "A" frame support assemblies, P/N 315A21.04.000, 315A21.05.000, 3160S22.04.000, and 000.1, or 3160S22.05.000, and 000.1. Compliance required as indicated, unless already accomplished. To prevent possible in-flight failure of an "A" frame due to fatigue cracks in either lower eye end-fitting, accomplish the following: (a) For Model SA315 series helicopters, comply with Lama SA315 Service Bulletin No. 01.18, Revision A, within 50 hours' time in service after the effective date of this AD. This bulletin established a finite service life for certain identified original and repaired "A" frame assemblies and permits only one-time replacement/repair of an eye end-fitting on each "A" frame assembly. Replacing a repair eye end-fitting with another repair eye end-fitting is prohibited. NOTE: The service bulletin establishes a 3,200-hour service life limit for certain original and repaired "A" frames and a 1,600-hour service life limit for certain other original and repaired "A" frames. (b) For Models SE3160, SA316, and SA319 series helicopters, comply with Alouette SB No. 01.49, Revision 1, dated May 30, 1986, within 50 hours' time in service after the effective date of this AD amendment. This bulletin establishes a finite service life for certain identified original and repaired "A" frame assemblies for these helicopters and permits only one-time replacement/repair of an eye end-fitting on each "A" frame assembly. Replacing a repair eye end-fitting with another repair eye end-fitting is prohibited. NOTE: Revision A of the service bulletin establishes for the Model SE3160 an 11,000- hour service life limit for certain original and repaired "A" frames and a 5,500-hour service life limit for certain other original and repaired "A" frames. Revision 1, dated May 30, 1986, instituted on Model SE3160 helicopters an unlimited service life for original "A" frames whose serial number is preceded by letters other than "RO". (Frames with RO serial numbers retain the 11,000-hour and 5,500-hour service life). For Model SE3160 helicopters, a repair eye end-fitting is limited to 5,500 hours service life. For the Models SA316B and C and SA319B helicopters, the service bulletin, Revision A and 1, retains the present 3,200 or 1,600-hour service life limit for certain original and repaired "A" frames and eye end-fittings and establishes a 1,600-hour service life for certain other original and repair eye end-fittings. (c) Aircraft may be flown in accordance with FAR 21.197 and 21.199 to a base where compliance may be accomplished. (d) The Director of the Federal Register approved the incorporation by reference of the manufacturer's specifications and procedures identified and described in this directive pursuant to 5 U.S.C. 552(a)(1). Persons may obtain copies of the service bulletins upon request to Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. The documents may be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. A file on this AD which includes the incorporated material in full is maintained at the regional office in Fort Worth, Texas. These materials are incorporated as they exist on the date of the approval and a notice of a change to the service life limits stated in these documents will be published in the Federal Register. (e) Equivalent means of complying with this AD must be approved by the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. This procedure shall be done in accordance with AerospatialeAlouette SB No. 01.49, Revision 1, dated May 30, 1986. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, Attention: Customer Support. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. Amendment 39-4787 became effective February 21, 1984. This amendment, 39-5534, becomes effective April 25, 1987.
98-09-27: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 768 and 772 series turbofan engines. This action requires initial and repetitive visual inspections of thrust reverser hinge lugs and attachment ribs for cracks, and, if necessary, removal from service and replacement with serviceable parts. This amendment is prompted by aircraft certification testing which revealed that stresses on the thrust reverser hinge were higher than had been anticipated during engine certification. The actions specified in this AD are intended to prevent thrust reverser hinge failure, possibly resulting in liberation of the thrust reverser cowl duct from the engine nacelle, which could result in impact damage to other sections of the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of May 21, 1998. Comments for inclusion in the Rules Docket must be received on or before July 6, 1998.
60-02-02: 60-02-02\tBOEING: Amdt. 75 Part 507 Federal Register January 15, 1960. Applies to the following 707-100 Series Aircraft Only: Serial Numbers 17586 through 17591, 17609, 17610, 17628 through 17641, 17659 through 17666, 17925, 17926. \n\tCompliance required as indicated. \n\tService experience has shown that it is possible for the inboard aileron balance panel end seals to loosen and restrict movement of the aileron on some Boeing 707 aircraft. Therefore, certain inspection(s) or modification(s) are to be accomplished. \n\tPart I. Within the next 200 hours' time in service and at each 200 hours' time in service thereafter until Part II of this AD is accomplished, conduct the following inspection(s). \n\t(a)\tRemove the inboard aileron balance bay access panels on the wing lower surfaces. \n\t(b)\tInspect the fasteners retaining the felt end seals P/N 5-87140-8 and P/N 3-94377-1 at each end of the balance panel hinge and retorque as necessary. \n\t(c)\tReinstall access panels. \n\tPart II. ThePart I inspections may be discontinued after incorporating the following modification(s). \n\t(a)\tRemove the inboard aileron balance bay access panels on the wing lower surfaces. \n\t(b)\tDelete felt end seals 5-87140-8 and washer BAC-W10P-69S (8 places) and retaining screw NAS 514P-632-8, washer AN 960-6 and nut (16 places). Open holes are satisfactory. \n\t(c)\tDelete felt end seals 3-94377-1 (8 places). \n\t(d)\tInspect and replace any damaged nuts and nut plates from which bolts were removed. \n\t(e)\tDelete spacer washer AN 960D10 (8 places). \n\t(f)\tReassemble using shorter bolts to compensate for parts deleted or modified. \n\t(g)\tCheck for proper operation of inboard ailerons. \n\t(h)\tReinstall access panels. \n\t(Boeing Service Bulletin No. 245 pertains to this same subject.)
2017-13-03: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. This AD requires adding an identification number to life-limited rod ends that do not have a serial number (S/N). The actions of this AD are intended to address an unsafe condition on these products.
2017-13-04: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2 (including configuration C-2e) and MBB-BK 117 D-2 helicopters. This AD requires replacing the main rotor (M/R) blade vibration absorbers. This AD was prompted by a report of strong M/R blade vibrations on a Model MBB-BK 117 C-2 helicopter. The actions of this AD are intended to prevent an unsafe condition on these products.
98-09-19: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes, and Model MD-88 airplanes, that requires modification of certain non-regulating shutoff valves on the engine starter, or installation of a pressure relief valve in the pneumatic supply line to the starter air shutoff valve on engines 1 and 2. This amendment is prompted by reports of uncontained failures of engine starters during flight and maintenance, which resulted from the application of excessive pressure on the engine starter that was associated with the installation of non-regulating shutoff valves on the starter. The actions specified by this AD are intended to prevent such uncontained failures of the engine starters, which could create a fire hazard in the engine nacelle.
61-23-02: 61-23-02 CANADAIR: Amdt. 362 Part 507 Federal Register November 3, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. To preclude failure of the elevator tab tension rods, P/N 28-90031, the life of each rod is limited to 450 hours' time in service. Every 450 hours' time in service, all eight tension rods of the elevator tab system must be replaced with similar parts supplied by Canadair or FAA approved equivalent. For those aircraft with more than 450 hours' time in service on the effective date of this AD, rods must be replaced within the next 25 hours' time in service. When the rods are replaced and detuned in accordance with the procedures in Canadair Service Bulletin No. CL44D4-201 Issue 2, the replacement time is increased to 10,000 hours' time in service. (Canadair Service Bulletins Nos. CL44D4-190, and CL44D4-201 Issue 2 apply to this subject.) This directive effective November 3, 1961. Revised June 23, 1962.
79-08-05: 79-08-05 PIPER (TED SMITH): Amendment 39-3449. Applies to Aerostar Model 600, 601, and 601P Airplanes certificated in all categories. Compliance required as indicated. To prevent possible fire or explosion in the area aft of the fire wall in the engine nacelles, accomplish the following: (a) Within 10 hours time in service from the effective date of this AD, prior to engine start for each flight, check the lower engine nacelle cowling and the lower wing surface just outboard of the engine nacelle for wetting or other indications of fuel leakage. The checks required by this AD may be performed by the pilot. NOTE 1. Removal of the engine or nacelle cowling is not required to perform this check. NOTE 2. For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. (b) If fuel stains, discoloration or any other signs of leakage are observed, the source of leakage must be determined and the leak repaired prior to further flight. (c) Within the next ninety (90) days from the effective date of this AD or by the next annual inspection after the effective date of this AD, whichever occurs later, rework the aft nacelle and fire wall area to provide sealing, drainage, and ventilation per Part II of Piper Aerostar Service Bulletin 600-80, dated April 6, 1979. (d) Pre-flight inspections required by (a) may be discontinued after rework per (c) is accomplished. (e) 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 repairs required by this AD. (f) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective May 24, 1979.
98-09-23: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011 series airplanes, that currently requires various modifications and corrective actions to prevent a potential fire hazard caused by heat damage to the flex fuel feed line from an undetected gearbox fire. In lieu of the various modifications and corrective actions, that AD also provides for an optional terminating action (i.e., installation of a vent air tube in the gear compartment and thickened gearbox housings) for another existing AD. For airplanes on which that optional terminating action has been accomplished, this amendment requires accomplishment of the various modifications and corrective actions. This amendment is prompted by a report indicating that, due to bearing failure, an in-flight fire occurred on an airplane on which a thickened gearbox housing was installed. The actions specified by this AD are intended to detect and correct bearing failure, which could lead to a fire in the gearbox.
98-09-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes (formerly known as Beech Aircraft Corporation Model 1900D airplanes). This AD requires inspecting and repairing the radio switching panel relay printed circuit board (PCB) and the nose avionics wire harnesses, and replacing the existing A017 component PCB with a new A017 component PCB that has internal overcurrent protection fuses. Several reported incidents of lost use of the pilot/co-pilot intercom system, VHF communication system, and public address system while in flight prompted this action. The actions specified by this AD are intended to prevent the loss of the pilot and co-pilot intercom, VHF communications, and passenger address system, which could result in loss of all communication during critical phases of flight.
98-09-17: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747-200F and -200C series airplanes. This action requires repetitive inspections or a one-time inspection to detect cracking of certain areas of the upper deck floor beams; and corrective actions, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in the upper chord and web of upper deck floor beams. The actions specified in this AD are intended to prevent such fatigue cracking and the resultant failure of such floor beams. Failure of the floor beam could result in damage to critical flight control cables and wire bundles that pass through the floor beam, and consequent reduced controllability of the airplane; failure of the floor beam also could result in the failure of the adjacent fuselage frames and skin, and consequent rapid decompression of the airplane.
2005-20-29: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 300, 747SP, and 747SR series airplanes. This AD requires repetitive inspections to detect cracks in various areas of the upper deck floor beams, and repair if necessary. This AD results from fatigue testing that revealed severed upper chords of the upper deck floor beams due to fatigue cracking. We are issuing this AD to detect and correct cracking in the upper chords of the upper deck floor beams. Undetected cracking could result in large deflection or deformation of the upper deck floor beams, resulting in damage to wire bundles and control cables for the flight control system, and reduced controllability of the airplane. Multiple adjacent severed floor beams could result in rapid decompression of the airplane. \n\nDATES: This AD becomes effective November 16, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference ofBoeing Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003; and Boeing Alert Service Bulletin 747-53A2452, dated April 3, 2003; as of November 16, 2005. \n\n\tOn June 27, 2002 (67 FR 36081, May 23, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. \n\n\tOn June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53-2349, dated June 27, 1991.
60-06-03: 60-06-03 BRANTLY: Amdt. 112 Part 507 Federal Register March 10, 1960. Applies to all Brantly B-2 helicopters Serial Numbers 1 through 29 with tail rotor guard upper fitting, P/N B2-416-2 installed. Compliance required within the next 10 hours' time in service and at each 10 hours' time in service thereafter. A fatigue crack has been found around the forward end of the weld joining the tail rotor guard to the sheet metal bracket at the upper tail rotor gear box. To preclude the possibility of the tail rotor loss because of entanglement with the tail rotor guard, the following shall be accomplished: (a) Remove paint in the area of the weld joining the upper guard fitting P/N B2-416- 2 and the tail rotor guard P/N B2-416-3 and inspect the weld area for cracks using a dye penetrant method or equivalent. (b) If a crack is found the defective parts must be replaced or repaired prior to further flight. The fitting may be repaired by stop drilling the crack and adding a reinforcing plate of 0.035 inch by 1 inch by 1 inch SAE 4130 steel over the crack, welding all four edges to P/N B2- 416-2. The reinforcing plate may be located under the head of the screw attaching the guard fitting to the tail rotor gear box, provided the plate is drilled for this screw and extends completely under the screw head. (c) When an improved upper fitting as specified in Brantly Service Bulletin No. 1 is incorporated, the provisions of this directive no longer apply.