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80-14-11: 80-14-11 BOEING: Amendment 39-3831. Applies to all Model 747 series airplanes, (equipped with nose cargo doors) certificated in all categories. To prevent inadvertent opening of the nose cargo door, accomplish the following: \n\n\tA.\tUnless already accomplished, before further flight, in accordance with Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions, inspect portal latch fittings 1L through 8L and 1R through 8R for loose or missing bolts. Assure the bolts are at least finger tight when checked with the nose cargo door open. If all the bolts are installed and at least finger tight, the airplane may be returned to service for a maximum of three flights. Prior to the fourth flight, verify that the bolts, washers, and nuts are per drawing specification and tightened to the correct torque, as specified in paragraph IIIE of Boeing Alert Service 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions.B.\tIf fasteners are missing or loose, before further flight replace missing fasteners and torque all fasteners as specified in Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tC.\tIf replacement bolts of the correct type are unavailable for replacement of missing fasteners, tension-rated bolts heat treated to 160 KSI minimum may be temporarily installed for a maximum of 250 flight hours. Torque these bolts in accordance with paragraph IIIB of Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tD.\tAirplane dispatch with an inoperative latch lock system is not permitted unless the bolt/washer/nut installation and torque of all other latches is verified to be in accordance with the requirements of Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tE.\tAn unpressurized ferry flight may be made inaccordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tF.\tReport to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, telephone (206) 767-2516 or 767-2600, all discrepancies found as a result of this AD. (Reporting approved by the Bureau of Budget under BOB No. 04-R0174.) \n\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\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. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective July 15, 1980, and was effective earlier for those recipients of telegraphic AD T-80-NW-17 dated March 27, 1980.
62-07-01: 62-07-01 GENERAL DYNAMICS/CONVAIR: Amdt. 412 Part 507 Federal Register March 24, 1962. Applies to All Models 22 and 22M Aircraft. Compliance required within the next 75 hours' time in service after the effective date of this AD and at periods thereafter not to exceed 75 hours' time in service. To prevent further failures of the forward support trunnions for all elevator and rudder balance boards P/N 22-14715-7, 9, 15, and 17, the following shall be accomplished: Inspect the forward support trunnions for all elevator and rudder balance boards P/N 22- 14715-7, 9, 15, and 17 for failure or cracking. The inspection shall be conducted in accordance with Part A(1) of General Dynamics/Convair Alert Service Bulletin 880-A27-55 or 880M-A27- 24. Replace any failed or cracked part prior to further flight. When elevator balance board forward support trunnions, P/N 22-14715-15 and P/N 22- 14715-17, are replaced with Convair P/N's 22-11634-1 and 22-11634-3, respectively, or FAAapproved equivalents, the 75 hour repetitive inspections of the support trunnions for the elevator balance boards may be discontinued. When rudder balance board forward support trunnions, P/N 22-14715-7 and P/N 22- 14715-9, are replaced with Convair P/N's 22-11634-5 and 22-11634-801, respectively, or FAA approved equivalents, the 75 hour repetitive inspections of the support trunnions for the rudder balance boards may be discontinued. Upon request of the operator an FAA maintenance inspector, subject to prior 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. (Convair Alert Service Bulletins 880-A27-55A and 880M-27-24A cover this same subject.) This directive effective upon publication in the Federal Register forall persons except those to whom it was made effective immediately by telegram dated March 9, 1962. Revised April 7, 1962.
2014-09-08: We are superseding Airworthiness Directive (AD) 2007-16-19, which applied to certain The Boeing Company Model 747-200B, 747-300, and 747-400 series airplanes. AD 2007-16-19 required repetitive detailed inspections for cracking of the aft tension tie channels from body station (BS) 1120 to BS 1220 and from BS 880 to BS 1100, and corrective actions if necessary. AD 2007-16-19 also provided optional terminating action. This new AD retains the existing requirements, limits the area of the detailed inspection, adds repetitive surface high-frequency eddy current inspections, and mandates the previously optional terminating action. This AD was prompted by an analysis that indicated the need to mandate the previously optional modification. We are issuing this AD to prevent fatigue cracking of the tension ties, which could result in reduced structural integrity of the airplane and rapid depressurization of the airplane.
79-06-01: 79-06-01 CONSOLIDATED AERONAUTICS: Amendment 39-3435. Applies to Lake Model LA-4-200 airplanes, serial numbers 927, 931, 933 through 941 inclusive, 944 through 947 inclusive, 949 through 953 inclusive, 955, and 957. Compliance is required as indicated, unless already accomplished. To prevent operation of riveted aluminum engine mounts with cracked straps, accomplish the following: 1. Prior to further flight and thereafter prior to each flight until paragraph 2 is accomplished, visually inspect the left and right U-shaped straps, P/N 2-5400-245, that attach the lower engine mount fittings to the mount ring for cracks in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc., Service Bulletin B61, dated February 23, 1979. Replace cracked aluminum straps, P/N 2-5400-245, with steel straps, P/N 2-5400-275, in accordance with the above-mentioned service bulletin prior to further flight. 2. Within the next 15 hours flight time, replace the aluminum straps, P/N 2-5400- 245, installed on riveted aluminum engine mounts, with steel straps, P/N 2-5400-275, in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc., Service Bulletin B61, dated February 23, 1979. 3. 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lake 4 Sales Corporation, P.O. Box 399, Tomball, Texas 77375. This amendment is effective to all operators upon publication in the FEDERAL REGISTER, and was effective upon receipt for all recipients of the telegraphic airworthiness directive dated February 23, 1979.
2014-08-06: We are superseding Airworthiness Directive (AD) 2005-22-01 for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters. AD 2005-22-01 required inspecting the main rotor lower bifilar arm assembly (bifilar arm assembly) for a crack, and if there is a crack, replacing the bifilar arm assembly. AD 2005-22-01 also required a one-time test for the correct torque on the lug nuts, and if necessary, conducting torque stabilization tests. This new AD retains the requirements of AD 2005-22-01 and also requires replacing the main rotor hub (MRH) pilot with a different part-numbered MRH pilot, which is terminating action for the requirements of the AD. This AD was prompted by the development of a terminating procedure for the inspections required by AD 2005-22-01. We are issuing this AD to prevent failure of a bifilar lug, damage to the main rotor system, and subsequent loss of control of the helicopter.
86-16-11 L: 86-16-11 BELL HELICOPTER TEXTRON, INC.: Letter issued August 12, 1986. Applies to all Bell Helicopter Model 412 helicopters, S/N 33001 through 33118, 33120 and 33121, certified in any category. Compliance required as indicated unless already accomplished. To prevent failure of the tail rotor control, accomplish the following: (a) Within 20 hours' time in service after receipt of this AD, visually inspect the T/R hub assembly P/N 212-011-701-3, in accordance with Part I of Bell Helicopter Textron, Inc. (BHTI), Alert Service Bulletin (ASB) 412-86-25, Revision "A," dated July 23,1986. (1) If the (P/N) 212-011-716-1 T/R trunnion housing is cracked or there is axial play in the T/R trunnion, or if there are excess balance washers, comply with Part II of the Alert Service Bulletin before further flight. (2) Repeat this inspection every 20 hours' time in service until paragraph (b) of this AD is accomplished. (b) Remove the 212-011-701-1 T/R hub and bladeassembly and inspect the trunnion bearing housing, P/N 212-011-716-1, as detailed in Part II of BHTI ASB 412-86-25, Revision "A," dated July 23, 1986, within 150 hours' time in service or within 60 days after the issue date of this AD, whichever occurs first. Replace any housing having an end web thickness of .059 inches or less with a serviceable part. An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Helicopter Certification Branch, Aircraft Certification Division, FAA, Southwest Region. This airworthiness directive becomes effective upon receipt.
2014-05-28: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of excessive wear on the lower latch surface of the main landing gear (MLG) up-lock hook. This AD requires revising the maintenance program. We are issuing this AD to detect and correct up- lock hooks worn beyond the wear limit, which could prevent the successful extension of the MLG using the primary landing gear extension system, which in combination with an alternate extension system failure could result in the inability to extend the MLG.
64-06-03: 64-06-03\tBOEING: Amdt. 708 Part 507 Federal Register March 19, 1964. Applies to All Models of the 727 Series Aircraft Listed in Boeing Alert Service Bulletin No. 27-18.\n \n\tCompliance required as indicated. \n\n\t(a)\tConduct daily visual inspection of rod end fittings P/N 907 008 001 on all flight spoiler actuators. Pay particular attention near the runout end of the keyway slot cut into the eye portion of the fitting. \n\n\t(b)\tOn airplanes with 350 or more hours' time in service, within the next 25 hours' time in service unless already accomplished, turn rod end out one-half turn to relieve hold down load in affected actuator rod end fittings. Continue daily inspections.\n \n\t(c)\tReplace cracked parts and continue daily inspections. \n\n\t(d)\tThe special inspections noted in (a), (b), and (c) may be discontinued when FAA Engineering and Manufacturing Branch, Western Region approved redesign and revised rigging procedures are incorporated. \n\n\t(Boeing Alert Service Bulletin No. 27-18 covers this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 4, 1964.
80-21-03: 80-21-03 CESSNA: Amendment 39-3949. Applies to Models 210K, 210L, 210M, 210N, T210K, T210L, T210M, T210N and Model P210N airplanes certified in all categories which have the King Radio Model KFC-200 autopilot installed in accordance with the Supplemental Type Certificates (STCs) SA1202CE or SA1487CE and have the roll axis servo actuator mounted in the right outboard wing. COMPLIANCE: Required as indicated unless the requirements of Paragraphs A)1, 2 and 3 have been previously accomplished. To prevent loss of roll axis flight control: A) Prior to further flight: 1. Gain access to the right wing aileron bellcrank by removing the aft cover plate on the underside of the wing between wing stations 155 and 172 in accordance with the appropriate Cessna service manual. 2. Visually inspect the clevis bolt and nut which secures the autopilot bridle cable and the aileron cable to the aileron bellcrank to verify there is a cotter pin installed to secure the nut.3. If a cotter pin is installed, reinstall the cover plate and comply with Paragraph B. 4. If no cotter pin is installed, further visually inspect the clevis bolt to determine if the bolt was cross drilled for a cotter pin. 5. If there is a cotter pin hole and the nut is still in place, install an AN380-2-2, or equivalent, cotter pin and reinstall the cover plates. 6. If there is no cotter pin hole, replace the clevis bolt with a proper AN23-15, or equivalent, bolt as defined by Advisory Circular AC43.13. Reinstall the washers between the cable end fittings and install the nut and cotter pin. After securing the nut and cotter pin, re-rig the aileron system in accordance with the appropriate Cessna service manual and adjust the bridle cable to 20 2 pounds tension. King Radio Corporation Installation Bulletin No. 170, dated October 1, 1980, has information applicable to this AD. B) Make the prescribed entry in the airplane maintenance records. C) Within 10 days notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect clevis bolt or lack of cotter pin in complying with paragraphs A)4. or A)6. One acceptable means of making these reports is Malfunction or Defect Report (FAA Form 8010-4). (Reporting approved by the Office of Management and Budget under 0MB No. 04-R0174.) D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This airworthiness directive becomes effective on October 23, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated October 2, 1980, and is identified as AD 80-21-03.
83-15-05 R2: 83-15-05 R2 BOEING: Amendment 39-4696 as amended by Amendment 39-4967 is further amended by Amendment 39-5176. Applies to Boeing Model 757 and 767 series airplanes certificated in all categories. To prevent loss of engine power due to fuel exhaustion resulting from erroneous fuel quantity indications, accomplish the following: \n\n\tA.\tFor Model 757 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-310 with part number S345T002-350 in accordance with Boeing Service Bulletin 757-28A7 dated March 23, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tB.\tFor Model 767 aircraft, replace Fuel Quantity Indicating System (FQIS) processor part number S345T002-41 with part number S345T002-42 in accordance with Boeing Service Bulletin 767-28A5 dated March 15, 1984, or later FAA approved revision, prior to April 1, 1985. \n\n\tC.\tFor Model 757 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 757-28A7, dated June 17, 1983, or later FAA approved revision, until FQIS processor part number S345T002-350 is installed. \n\n\tD.\tFor Model 767 aircraft, continue an inspection program in accordance with Boeing Alert Service Bulletin 767-28A5, dated June 12, 1983, or later FAA approved revision, until FQIS processor part number S345T002-42 is installed. \n\n\tE.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSubsequent FAA-approved FQIS processors may be installed in place of part numbers S345T002-42 and S345T002-350 required by paragraphs C. or D., above. \n\n\tAll persons affected by this directive who have not already received appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-4696 became effective August 9, 1983. \n\tAmendment 39-4967 became effective January 25, 1985. \n\tThis Amendment 39-5176 becomes effective January 6, 1986.