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61-25-01: 61-25-01 CESSNA: Amdt. 376 Part 507 Federal Register December 9, 1961. Applies to All Models 120, 140, and 140A Aircraft, On Which A Met-Co-Aire Tricycle Landing Gear (STC SA4-916) Has Been Installed. Compliance required as indicated. To correct an unsafe condition in the main gear the following shall be accomplished: (a) Within 20 hours' time in service after the effective date of this AD and at periods thereafter not to exceed 100 hours' time in service: (1) Tighten and torque to 50-70 inch-pounds the four AN 4 bolts (two on each side) which extend through the Cessna main gear wedges and the Met-Co-Aire support plate, P/N RD-1001C-11. Care should be taken to insure that the AN 365 stop nuts have not bottomed on the bolt threads before adequately tightening the wedge in place as specified above; use metal washers under the nut or bolt heads as necessary. (2) Conduct a close visual inspection for cracks in the corners of the slots in the support plate, P/N RD-1001C-11, and in the attach plate. Parts exhibiting evidence of cracks shall be replaced with Met-Co-Aire P/N RD-1001C-6 or FAA approved equivalent. When a new part is installed, the repetitive inspection prescribed in this subparagraph may be discontinued. (b) Within 20 hours' time in service after the effective date of this AD: (1) Inspect the attachment of the top flanges of the bulkheads in the landing gear attachment box and perform such work as necessary to assure that all rivets which secure the box to the floor structure are properly installed. Refer to Met-Co-Aire installation instructions dated August 29, 1959, as revised January 1, 1961, for description and location of necessary rivets. (2) If installed, remove the adapter plates, Cessna P/N 0441147, which may have been used to extend the main gear wheels forward. (Met-Co-Aire Service Directive SD-1003 covers this same subject.) This directive effective December 20, 1961.
81-13-09 R2: 81-13-09 R2 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-4175 as amended by Amendment 39-4280. Applies to Models AS350 and AS355 Series Helicopters, certificated in all categories, that are equipped with tail rotor blade pitch horns, P/N 350A12-1368-01 or -02 (Airworthiness Docket No. 81-ASW-28). Compliance required as indicated. To detect possible cracks and prevent failure of the tail rotor blade pitch horns, accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD, unless already accomplished per Aerospatiale Telex Service No. 01.07A dated June 5, 1981, remove each pitch horn, clean and remove paint, inspect for flatness and inspect for cracks as specified in Aerospatiale Telex Service No. 01.07A. (b) Replace horns before further flight if not flat or if cracked. (c) Serviceable pitch horns that comply with this AD must be reinstalled as specified in the Aerospatiale Telex Service No. 01.07A. (d) For pitch horns, P/N 350A-12-1368-01, after initial compliance with paragraphs (a) and (c) of this AD and prior to the first flight of each day, conduct the following: (1) Clean thoroughly, the surface of each horn at the two-mounting bolts. (2) Inspect each horn for cracks using a five power or higher magnifying glass and light in the area of the mounting bolt countersink or spotface and adjacent radii of the yoke. (3) If a crack is found, remove the affected horn prior to further flight and install a serviceable horn as specified in paragraph (c) of this AD. (e) Equivalent means of compliance must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (f) Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations to fly aircraft to a base where paragraphs (a) through (c) of this AD can be accomplished. (g) For pitch horns, P/N 350A12-1368-01, accomplish the following: (1) Horns with 400 hours' or more total time in service on July 31, 1981, remove from service within the next 50 hours' time in service. (2) Horns with less than 400 hours' total time in service on July 31, 1981, remove from service before attaining 450 hours' total time in service. (h) For pitch horns, P/N 350A-12-1368-02, remove from service on or before attaining 1,250 hours' total time in service. (i) AS350 Service Bulletin No. 01.07 Revision 2 and AS355 Service Bulletin No. 01.01 Revision 1 may be used instead of TELEX Service No. 01.07A. (Aerospatiale Telex Service No. 01.07B dated June 30, 1981, pertains to the 450 hour' limit.) Amendment 39-4175 became effective July 31, 1981, to all persons including those persons to whom it was made effective by priority mail AD No. 81-13-09 issued June 16, 1981, and to whom part of the amendment was made effective by priority mail AD 81-13-09 issued June 16, 1981. This amendment 39-4280 becomes effective December 18, 1981.
2020-20-16: The FAA is superseding Airworthiness Directive (AD) 2018-17- 05, which applied to all Airbus SAS \n\n((Page 63435)) \n\nModel A350-941 and -1041 airplanes. AD 2018-17-05 required a check of the insulation resistance of the direct drive solenoid valve (DDSOV) of each affected electro-hydrostatic actuator (EHA) and applicable corrective actions. Since the FAA issued AD 2018-17-05, it was determined that certain EHA part numbers can be modified and re- identified as specified in a European Union Aviation Safety Agency (EASA) AD, which could inadvertently remove certain part numbers from the applicability in other EHA-related ADs including AD 2018-17-05. This AD was prompted by reports of EHA units that were returned to the manufacturer with degraded insulation resistance in the DDSOV; investigation results revealed that moisture ingress, due to incorrect sealing application, had caused this degradation. This AD was also prompted by a report of a technical issue detected on EHAs installed on inboard ailerons and elevators, causing potential erroneous monitoring of those actuators. This AD requires a check of the insulation resistance of the DDSOV of each affected EHA and applicable corrective actions, and modification or replacement of certain EHAs; as specified in two EASA ADs, which are incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2020-20-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, EC155B1, AS350B3, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters. This AD requires inspecting the main rotor (M/R) servo actuators, and depending on the inspection results, replacing the affected part, applying a slippage mark, and reporting information. This AD was prompted by an incident of a sudden, strong nose-up attitude followed by intensive vibrations and increased loads on the flight controls during a cruise flight. The actions of this AD are intended to address an unsafe condition on these products.
2003-21-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 airplanes, that currently requires a one-time detailed visual inspection of the wire bundle installation behind the first observer's station to detect damaged or chafed wires; and corrective action, if necessary. This amendment requires a new inspection of the wire bundle installation behind the first observer's station to detect damaged or chafed wires; repair if necessary; installation of a grommet around the lower edge of the feed-through; replacement of the support bracket with a new bracket; and relocation of the support clamp of the wire bundle; as applicable. The actions specified by this AD are intended to prevent the wire bundle contained in the feed-through from contacting the bottom of the feed-through, which could cause cable chafing, electrical arcing, and smoke or fire in the cockpit. This action is intended to address the identified unsafe condition.
80-21-01: 80-21-01 MCDONNELL DOUGLAS: Amendment 39-3933. Applies to DC-10 Series Airplanes fuselage numbers 1 through 243. \n\n\tCompliance required as indicated, unless already accomplished. To prevent restriction of travel of the wing and tail engine fuel shutoff valve, thereby adversely affecting operation of the engine emergency fire shutoff handles and loss of associated fire fighting safeguards, accomplish the following: \n\n\t(a)\tWithin 300 hours additional time in service after the effective date of this AD replace P/N AA 2603 type cable guard pins in accordance with McDonnell Douglas Alert Service Bulletin A76-28 as dated September 8, 1980. \n\n\t(b)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. \n\n\t(c)\tAlternative 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. \n\n\tThis amendment becomes effective October 13, 1980.
94-24-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, and -40 series airplanes, KC-10A (military) airplanes, and Model MD-11 series airplanes, that requires the installation of retainers and supports at the lateral control mixer bracket on the center of the wing rear spar of the airplane. This amendment is prompted by an analysis conducted by the manufacturer, which revealed that failure of a lateral control mixer bracket could result in uncommanded deployment of the spoiler. The actions specified by this AD are intended to prevent inadvertent asymmetric deployment of the spoiler, which may lead to reduced controllability of the airplane.
2021-10-17: The FAA is adopting a new airworthiness directive (AD) for certain Mooney International Corporation (Mooney) Model M20V airplanes. This AD was prompted by reports of short circuit and arcing of the alternator main power cable in the engine compartment. This condition, if unaddressed, could result in a fire hazard, loss of engine thrust control, and reduced control of the airplane. This AD requires inspecting the alternator main power cable and the exhaust crossover tube for damage, replacing damaged parts as necessary, and installing an additional alternator cable clamp. The FAA is issuing this AD to address the unsafe condition on these products.
80-13-51: 80-13-51 GROUPEMENT d'INTERET ECONOMIQUE AIRBUS INDUSTRIE (AIRBUS): Amendment 39-4010. Applies to Model A300B4-103 airplanes modified in accordance with Airbus Mod. 2150, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible operation at degraded performance levels due to inaccurate performance data presented in the airplane flight manual (AFM), accomplish the following: (a) Prior to further flight, except that the airplane can be ferried in accordance with FAR Sections 21.197 and 21.199 to a place where replacement can be made, if CF-6-50C or CF- 6-50C1 engines are installed, replace with serviceable CF6-50C2 engines, and (b) Within 20 hours time in service after the effective date of this AD, incorporate Airbus Industrie A300B4-103 AFM, Revision 6, dated May 28, 1980, or an FAA-approved equivalent, into the airplane flight manual and operate the airplane accordingly. (c) If an equivalent meansof compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 2, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T80-13-51, issued June 18, 1980, which contained this amendment.
2003-21-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330-301, -321, -322, -341, and -342 airplanes. This action requires modifying the rear fuselage to reinforce a certain frame segment. This action is necessary to prevent fatigue cracking of the rear fuselage, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
94-22-07: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-8-70 series airplanes, that currently requires replacement of all attachment screws at the exhaust nozzle plug splice, and a check of nut plates for running torque and replacement of nut plates, if necessary. This amendment requires modification of the engine exhaust plug assemblies as terminating action for the currently required replacement and check. This amendment is prompted by reports of loose or missing attachments at the splice joint of the engine forward and aft exhaust plugs, and loss of the rear exhaust plug following an engine bird strike. The actions specified by this AD are intended to prevent reduced integrity of the engine exhaust plug installation, which may lead to separation of exhaust plugs from the airplane, and create a hazard to persons and property on the ground.
81-18-06: 81-18-06 FAIRCHILD: Amendment 39-4202. Applies to Model C-119 series airplanes certificated in all categories under various type certificates including, but not limited to Pacific International Foods, Inc., A6NW, William Waara, A32CE, Starbird, Inc., A5NW, Aero Union Corporation, A21WE, Hawkins and Powers, Inc., A24WE. Compliance required as indicated, unless already accomplished. To prevent possible wing failure due to loads induced by a free aileron, accomplish the following: (a) Within 100 hours' time in service or within 60 days from the effective date of this AD, whichever occurs earlier, conduct inspections of the inboard and outboard aileron, aileron control system, and all aileron attachment fittings of the outer wing panel using the applicable inspection instructions of Section III Wing Group and Section X Control Systems Group of USAF Technical Order T.O. 1C-119G-36 and additional inspection procedures given below. (b) Remove the left and right handinboard and outboard ailerons and inspect for evidence of cracks, corrosion, pitting; loose, distorted or corroded fasteners; excessive wear and elongated holes in accordance with the visual, dye penetrant and X-ray procedures of TO.O 1C-119G-36, paragraphs 3-25 through 3-36. (c) Inspect the aileron flight control linkage in the left and right hand wing outer panel for evidence of cracks, corrosion, pitting; loose, distorted or corroded fasteners; excessive wear and elongated holes in accordance with visual, magnetic and dye penetrant procedures of T.O. 1C-119G-36, paragraphs 10-11 through 10-14, with the following exceptions for the bellcrank item C-30 of T.O. 1C-119G-36. (1) Remove the left and right hand inboard aileron bellcrank assembly, P/N 110-727202-21 and P/N 110-727202-22, indicated as item C-30 in T.O. 1C-119G-36, Figure 10-3, page 10-25. (2) Conduct a dye penetrant inspection in accordance with T.O. 1C-119G-36, paragraph 10-14(c)(2), after removal ofthe bushings and bearings. Particular attention should be directed to the exterior and interior surfaces of the central hub of the bellcrank. (d) Using a 10X magnifier, inspect the truss support assembly which is attached to the upper and lower rear wing spar cap and inner aileron bellcrank inter-rib support bracket in left and right outer wing panels for evidence of corrosion, cracks or loss of structural integrity caused by erosion of tubular wall thickness. NOTE: Part numbers found on some C-119 model aircraft are P/N 78-135106-0005R and P/N 78-135106-0008L. (e) If any cracks, corrosion, pitting; loose, distorted or corroded fasteners; excessive wear or elongated holes are detected during the inspections, repair in accordance with T.O. 1C-119B-3 or replace with like serviceable part in accordance with the procedures of the applicable paragraphs in T.O. 1C-119G-36, prior to further flight. (f) Prior to return to service, after accomplishing other inspectionsrequired by this AD, conduct a balance inspection of all four ailerons per procedures specified in the applicable maintenance instructions. Any out-of-limit condition must be corrected prior to further flight. (g) Repeat the inspections required by paragraph (c), (d) and (f) of this AD at intervals not to exceed 3000 hours' time in service or one (1) year from the last such inspection, whichever occurs earlier. (h) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (i) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (j) The 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 may obtain copies upon request to FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region Office. This amendment becomes effective September 10, 1981.
88-12-07: 88-12-07 BOEING: Amendment 39-5937. Applies to Model 757 series airplanes, listed in Boeing Service Bulletin 757-27-0079, Revision 1, dated June 25, 1987, certificated in any category. \n\n\tCompliance required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent binding in the aileron control system, accomplish the following: \n\n\tA.\tModify the aileron control system in accordance with Boeing Service Bulletin 757-27-0079, Revision 1, dated June 25, 1987. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n \n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5937, becomes effective July 1, 1988.
2020-21-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS-365N2, AS 365N3, EC 155B, EC155B1, and SA-365N1 helicopters. This AD requires modifying the main gearbox (MGB) tail rotor (T/R) drive flange installation. \n\n((Page 63441)) \n\nThis AD was prompted by several reported occurrences of loss of tightening torque of the Shur-Lok nut, which serves as a retainer of the T/R drive flange. The actions of this AD are intended to address an unsafe condition on these products.
2003-21-02: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas transport category airplanes, that requires an inspection to determine the material composition of the lower inboard auxiliary spar cap of the left and right wings. For certain airplanes, this AD also requires repetitive detailed and dye penetrant inspections for cracking of the spar cap, and corrective actions if necessary. This action is necessary to detect and correct stress corrosion cracking of the auxiliary spar cap, which could cause excessive loads to the structure attaching the support fitting of the main landing gear (MLG) to the wing, and result in loss of the MLG. This action is intended to address the identified unsafe condition.
81-15-02: 81-15-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4154. Applies to Models AS350B, AS350C, AS350D, and AS350D-1 helicopters equipped with Air Cruisers' emergency flotation gear Model D24724 in accordance with STC SH2825SW (AS350C, AS350D, AS350D-1) or SH4032SW (AS350B), certificated in all categories (Airworthiness Docket No. 81-ASW-30). Compliance required as indicated. To prevent possible failure of the emergency float gear mounting brackets, P/N D16532- 2, D16625-3, and D16625-4, due to fatigue cracks, accomplish the following within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. a. Conduct a dimensional inspection of the four float mounting brackets, in accordance with Figure 1 of Aerospatiale Helicopter Corp. Service Bulletin No. SB350-13, dated May 22, 1981, to determine which part number brackets are installed. b. If machined brackets, P/N D16532-1, D16625-1, and D16625-2 are installed, no further action is necessary. c. If cast brackets, P/N D16532-2, D16625-3, and D16625-4, are installed, remove and replace with machined brackets, P/N D16532-1, D16625-1, and D16625-2. d. The helicopter may be flown in accordance with FAR 21.197 to a base where the inspection can be performed. This amendment becomes effective August 7, 1981.
65-13-01: 65-13-01 BOEING: Amdt. 39-81 Part 39 Federal Register June 15, 1965. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tService experience has shown the need for certain modifications in the horizontal stabilizer trim control and position warning systems. Accordingly, accomplish the following: \n\n\t(a) Within 3,000 hours' time in service after the effective date of this AD: \n\n\t\t(1) On Models 707 and 720 Series airplanes listed in Boeing Service Bulletin No. 1699(R-1)B, modify stabilizer trim green band rigging and limit in accordance with Boeing Service Bulletin No. 1699 (R-1)B, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2) On Model 707 Series airplanes listed in Boeing Service Bulletin No. 1990, modify stabilizer trim electrical limit in accordance with Boeing Service Bulletin No. 1990, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b) Within 5,000 hours' time in service after the effective date of this AD: \n\n\t\t(1) On all Models 707 and 720 Series airplanes, modify stabilizer trim actuator moisture control in accordance with Boeing Service Bulletins Nos. 1854 and 1854A, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2) On all Models 707 and 720 Series airplanes, modify actuator assembly secondary brake in accordance with Boeing Service Bulletin No. 1946(R-1), or later FAA- approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective July 15, 1965. \n\n\tRevised August 14, 1965. \n\n\tRevised October 20, 1965.
80-22-08: 80-22-08 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3955. Applies to Model AS 350 Series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the tail rotor transmission and deterioration of the tail rotor flapping hinge bearings, which could result in loss of directional control of the helicopter, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD - (1) Modify the tail rotor drive shaft assembly by incorporating Aerospatiale Modification No. AMS 350A-07-6519, or an FAA-approved equivalent. (2) Modify the tail rotor transmission, P/N 350A-33-0006-03, by incorporating Aerospatiale Modification No. AMS 07-8519, or an FAA-approved equivalent. (3) Incorporate paragraph 2.D, "Operating Instructions," of Aerospatiale Service Bulletin 65.13, dated November 6, 1979, or an FAA-approved equivalent, and Aerospatiale Work Card 05.23.203, page 1, dated October 1979, page 2, dated November 1979, page 3, dated November 1978, and page 4, dated November 1979, or an FAA-approved equivalent, into the helicopter maintenance manual, and perform the last flight of the day checks accordingly. (b) For helicopters not modified in accordance with Aerospatiale Modification Nos. AMS 350A-07-6519 and AMS 07-8519 - (1) Before further flight, except that the helicopter may be flown in accordance with FAR Section 21.197 to a base where these inspections can be performed, and thereafter following the last flight of each day: (i) Inspect the tail rotor flapping hinge bearings, P/N 704A.33.633.038, to determine the out of flush dimension "M" of the bearing inner to outer bushing in accordance with Work Card 65.40.605, dated October 1979, of the maintenance manual, or an FAA-approved equivalent. (ii) Inspect the tail rotor transmission, P/N 350A-33-0006-03, for evidence of oil leaks andcracks. (2) If as a result of the determination required in paragraph (b)(1)(i) of this AD, dimension "M" is found to be less than 0.04 inches/1 millimeter, or more than 0.08 inches/2 millimeters, before further flight, replace the laminated bearing, P/N 704A-33-633-038, with a new or serviceable bearing of the same P/N, and continue the repetitive inspections of paragraph (b)(1)(i) of this AD. (3) If as a result of the determination required in paragraph (b)(1)(i) of this AD, dimension "M" is found to be greater than 0.04 inches/1 millimeter but less than 0.08 inches/2 millimeters, return the helicopter to service and repeat the inspections required in paragraphs (b)(1)(i) of this AD. (4) If as a result of the determination required in paragraph (b)(1)(ii) of this AD, evidence of an oil leak, or cracking is found, replace the tail rotor transmission, P/N 350A- 33-0006-03, with a serviceable tail rotor transmission which has Aerospatiale Modification AMS 07-8519 incorporated, and discontinue the repetitive inspection of paragraph (b)(1)(ii) of this AD. (c) For all tail rotor transmissions held as spares and not already modified, install Aerospatiale Modification No. AMS 07-8519, or an FAA-approved equivalent, before installation of the tail rotor transmission on the helicopter. (d) If an equivalent means of compliance is used in complying with paragraphs (a), (b), or (c) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: 1. Aerospatiale AS 350 Service Bulletin No. 65-08, revision 1, dated August 13, 1979, refers to the same subject as paragraphs (a)(2) and (c) of this AD. 2. Aerospatiale AS 350 Service Bulletin No. 65-13, dated November 6, 1979, refers to the same subject as paragraphs (a)(1), and (b)(1) of this AD. This amendment becomes effective October 23, 1980 as to all persons except those persons to whom it was made immediately effective by telegraphic AD T79EU19, issued November 30, 1979, which contained this amendment.
94-20-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires replacement of the thrust reverser flow restrictor devices with one-way (check) valve restrictors. This amendment is prompted by reports of actuator piston seal leakage found during actuator overhaul on certain Model 747-400 series airplanes. The actions specified by this AD are intended to prevent possible deployment of a thrust reverser in flight and subsequent reduced controllability of the airplane.
81-01-01: 81-01-01 PIPER: Amendment 39-4051. Applies to Piper PA-31T S/N 8120008, 8120009, 8120010, and 8120013, and Piper PA-31T1 airplanes S/N 8104007, 8104008, 8104009, 8104010, 8104011, 8104012, and 8104013. Compliance required as indicated, unless already accomplished. To prevent loss of the propeller and intake lip deicing functions, comply as follows: Prior to further flight in known icing conditions, inspect for proper propeller and intake lip deice power relay in accordance with Piper telegraphic form letter #31-28, dated December 22, 1980, or equivalent, approved by Chief, Engineering and Manufacturing Branch. If (P/N 484247) relay is installed, check to insure that correct D.C. relay PRD7DYD (24 VDC) is installed. If the latter relay is not installed, remove and install proper relay prior to further flight in known icing conditions. This amendment is effective February 27, 1981, and was effective upon receipt by all recipients of the letter dated December 24, 1980.
2020-20-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-202, -203, -223, -223F, -243, -243F, - 302, -303, -323, -343, and -941 airplanes; and Model A340-313, -541, and -642 airplanes. This AD was prompted by the results of laboratory tests on non-rechargeable lithium batteries installed in emergency locator transmitters (ELTs), which highlighted a lack of protection against currents of 28 volts DC or 115 volts AC that could lead to thermal runaway and a battery fire. This AD requires modifying a certain ELT by installing a diode between the ELT and the terminal block, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
64-09-06: 64-09-06 SCHLEICHER: Amendment 716 Part 507 Federal Register April 18, 1964, as revised by Amendment 39-1282. Applies to Models Ka6 and K8 Gliders. Compliance required as indicated. Cracks and faulty welds have been found at the joint fitting welded to the airbrake push- pull rod and in the weld between the bearing bracket for the airbrake flap cross shaft lever and the fuselage main frame. (a) On Model Ka6 all serial numbers up to and including Serial Number 6067 and Model K8 all serial numbers up to and including Serial Number 8098, within 25 hours' time in service after the effective date of this AD, visually inspect for cracks in the joint fitting welded to the airbrake push and pull rod with at least a 3-power magnifying glass. (1) If cracks are found at the fitting welded to the airbrake push-pull rod in either Models Ka6 or K8 gliders, replace the push-pull rod with a modified part as provided for in Schleicher Modification No. 7 dated September 13, 1962, for Model Ka6 and Modification No. 9 dated September 13, 1962, for Model K8 before further flight. (2) If the inspection in (a) reveals no cracks, install the modified push-pull rod within 50 hours' time in service after the effective date of this AD. (Schleicher Modification No. 7 for Model Ka6, dated September 13, 1962, Modification No. 9 for Model K8 dated September 13, 1962, pertain to this same subject.) Amendment 716 Part 507 Federal Register April 18, 1964, became effective May 19, 1964. Revised December 2, 1964. This amendment 39-1282 becomes effective September 7, 1971.
2003-21-03: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) models PW118, PW120, PW120A, and PW121 turboprop engines. This AD requires replacing the low pressure rotor speed (NL) sensor port sealing tube and reworking or replacing the external air tube connecting the P2.5/P3 switching valve to the rear inlet case. This AD is prompted by a report of an internal oil fire in the engine intercompressor case (ICC). A fire in the ICC could cause the existing tubes to disengage due to melted brazing on the tubes. Once these tubes disengage, the ICC fire then develops into an external fire within the engine nacelle cavity. We are issuing this AD to prevent fire in the engine nacelle cavity, in-flight engine shutdown, and airplane damage.
80-17-02: 80-17-02 PIPER AIRCRAFT CORPORATION: Amendment 39-3872. Applies to the following Piper models of airplanes certificated in all categories: PA-31 and PA-31-325, S/N 31-7401201 through 31-8012076, 31-8012078, and 31-8012079; and PA-31-350, S/N 31-7405401 through 31-8052169 and 31-8052172. Compliance is required within the next 50 hours time in service after the effective date of this AD unless already accomplished. To ensure flutter integrity of the elevator system, accomplish the following: (a) Inspect the elevator balance weights for correct dimensions, and, if necessary, install correct elevator balance weights in accordance with Piper Aircraft Corporation Service Bulletin No. 690, dated July 7, 1980, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (b) Revise the part numbers on both elevators in accordance with Piper Aircraft Corporation Service Bulletin No. 690, dated July 7, 1980, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (c) Make appropriate maintenance record entry. This amendment becomes effective August 8, 1980.
2020-18-01: The FAA is adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. (Textron) Model 172N, 172P, 172Q, 172RG, F172N, F172P, FR172K, R172K, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, 182R, T182, F182P, F182Q, FR182, R182, TR182, 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D, TP206E, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, TU206G, 207, 207A, T207, T207A, 210-5 (205), 210-5A (205A), 210B, 210C, 210D, 210E, 210F, and T210F airplanes. This AD was prompted by cracks found in the lower area of the forward cabin doorpost bulkhead. This AD requires repetitively inspecting the lower area of the forward cabin doorposts at the strut attach fitting for cracks and repairing any cracks. The FAA is issuing this AD to address the unsafe condition on these products.