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95-19-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-300 and -320 series airplanes. This action requires modification of the electrical wire bundle associated with the smoke detection system. This amendment is prompted by a report of a short circuit in this electrical wire bundle, which was caused by chafing of the wire against a smoke detection pipe. The actions specified in this AD are intended to prevent such chafing, which could result in short circuits of the electrical wire bundle and a potential fire hazard.
67-08-06: 67-08-06 ROLLS-ROYCE: Amdt. 39-453 Part 39 Federal Register, August 1, 1967. Applies to Spey Mark 506-14, 510-14, and 511-14 Engines. Compliance required as indicated. To prevent fuel loss due to clamp failure accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 25 hours' time in service, inspect in accordance with the Accomplishment Instructions of Rolls- Royce Service Bulletin SP 72-360 (Mod. 2689) and SP 71-93 (Mod. 2468 PP), Avica fuel tube clamps P/N's EU 34387A or 3405803, EU 34393A or 3405809, EU 34389A or 3405805, and EU 34388A or 3405804 to determine that the wire locking is intact and tight. (b) The repetitive inspections may be discontinued when Part 1 or Part 2 of Rolls-Royce Modifications 2939 and 2512PP or a later ARB-approved equivalent has been incorporated. (Rolls-Royce Alert Service Bulletin SP 72-A477 pertains to this subject.) This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated February 27, 1967. Revised August 1, 1967.
58-18-03: 58-18-03 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required by November 1, 1958. Following a recent case of damage to Nos. 1 and 2 flaps, beams and telescopic rods caused by a flap chain tensioner barrel becoming completely unscrewed on No. 1 flap chain, Vickers-Armstrongs recommends the wirelocking of flap chain tensioners on Nos. 1, 2 and 3 flaps. The British Air registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs Modification D.2554 covers this subject.)
70-12-11: 70-12-11 BRITTEN-NORMAN, LTD: Amdt. 39-1006. Applies to BN-2 and BN-2A airplanes, serial numbers up to and including S/N C231. Compliance is required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the flap actuating system, replace flap lever drive attachment bolt P/N A111-6G with a serviceable bolt, P/N A111-9G, and replace the flap center operating lever P/N NB-45-D-997 with either - (1) A serviceable flap center operating lever P/N NB-45-D-997 modified and remarked as P/N NB-45-D-2173 (MOD.NB/M/417) in accordance with Britten Norman Modification Leaflet No. BN-2/NB/M/417, Part 2, Issue 1, dated April 8, 1970, or a later ARB- approved issue or an FAA-approved equivalent; or (2) A serviceable flap center operating lever P/N NB-45-D-2173. This amendment becomes effective June 11, 1970.
69-08-04: 69-08-04 BRITISH AIRCRAFT CORPORATION: Amdt. 39-748. Applies to Model BAC 1-11, 203/AE and 204/AF airplanes. Compliance required within the next 2500 hours' time in service after the effective date of this AD, unless already accomplished. To prevent fuel leakage into the wing center section torque box area, replace the aluminum alloy refuel/defuel valve housing P/N AB 45A101 with modified stainless steel valve housing P/N AB 45A1239 in accordance with BAC 1-11 Service Bulletin No. 28-PM 924 or later ARB-approved issue or FAA-approved equivalent. This amendment becomes effective May 11,1969.
46-13-04: 46-13-04 DOUGLAS: (Was Service Note 10 of AD-618-3 and Service Note 11 of AD-669-3.) Applies to All DC3 Models Except Conversions From the C-47 Series. \n\n\t1.\tInspect visually for cracks all landing gear rear brace strut fittings, P/N 230659, that have not been removed and magnetically inspected at last airplane overhaul. This inspection should be accomplished prior to next flight. \n\n\t2.\tIf crack is less than 1/8-inch long it may be ground or filed out, being careful to remove all marks and scratches, without removing the fitting, until the next overhaul. If cracks are found to be longer than 1/8 inch, the fitting must be removed and repaired in accordance with paragraph 3 below. \n\n\t3.\tCracks in weld area can be repaired by grinding away all existing weld and rewelding. If cracks extend through spacer plate, the spacer plate may be cut back beyond the end of crack, all old weld removed, and a new section of spacer plate lap welded to the remaining portion of the spacer plate and then seam welded to the side plates. Cracks extending through the side plates for a maximum of 1/4 inch may be repaired by grinding a "V" on the outside surface of the plate to a minimum of 1/16 inch beyond the end of the cracks and welding. The weld must be ground smooth. \n\n\t4.\tIf fitting is removed, rivets may be replaced with spacers and 3/16-inch AN bolts having a ream fit through the bulkhead and fitting in order to facilitate installation. \n\n\t5.\tIn order to insure that parts in the airplane continue to remain satisfactory for service, the following inspection procedure should be followed: \n\n\t\t(a)\tVisually inspect landing gear rear brace strut fitting at periods not to exceed 1,000 hours. \n\n\t\t(b)\tRemove and magnetically inspect rear brace strut fitting at each major overhaul. \n\n\t(The inspection and repair outlined above are covered by Douglas Service Bulletin No. 233, Section IV.). \n\n\tThe inspections outlined above will not be necessary when the landing gear rear brace strut fitting, P/N 230659, is replaced by the new fitting, P/N 4341810. \n\n\t(Supplement to Douglas Service Bulletin No. 233, as revised October 24, 1946, covers this same subject.)
47-50-04: 47-50-04 STINSON: Applies to L-5 Series Aircraft. Compliance required as soon as possible but not later than March 1, 1948. To prevent loss of elevator control, the elevator push-pull tube assemblies, P/N 76-62204, should be inspected for security and proper staking of nut which secures rod end and D-4 bearing in housing P/N 76-62206. If there is no cotter pin securing this nut, it should be staked to the rod in at least three places.
47-02-02: 47-02-02 DOUGLAS: (Was Mandatory Note 10 AD-762-7.) Applies to All C-54 Series Aircraft and DC-4 Aircraft, Serial Numbers 42904 to 42943, Inclusive; 42948 to 42952, Inclusive; 42982 to 42996, Inclusive; and 43065. \n\n\tTo be accomplished not later than July 1, 1947. \n\n\tInspect the clevis shear bolts in the vertical stabilizer forward attach fitting (Station 953), P/N 4106204 and -1, for loose or stretched bolts. In some instances, the lower 3/16-inch bolts, when being checked for tightness, have broken. In order to overcome the difficulty, the stabilizer attaching fittings should be reworked and bolts be replaced with high heat-treated bolts. \n\n\t(Douglas Service Bulletin DC-4 No. 11, covers this same subject.)
73-12-01: 73-12-01 BELL: Amendment 39-1650. Applies to Model 206A and 206B helicopters, serial numbers 4 through 865 and 867 through 873, certificated in all categories, equipped with vertical fin, P/N 206-020-113-5, -7 and -9. Compliance required within the next 25 hours' time in service after the effective date of this A.D., unless already accomplished within the last 25 hours' time in service, and thereafter at intervals not to exceed 25 hours' time in service from the last inspection. To detect possible fatigue cracks in the skin of the vertical fin in the area of the tail boom attachment, accomplish the following: (a) Remove all tail fairing assemblies to gain access to the inboard side of the vertical fin assembly. (b) Visually inspect the inboard skin of the vertical fin in the area of attachment for any cracks, paying particular attention to the area aft of the upper rear attachment insert. (c) If any crack is found greater than 3.5 inches in length, removeand replace the fin before further flight. (d) If any crack is found less than 3.5 inches in length, remove and replace or repair the fin in accordance with Part II of Bell Helicopter Company Service Letter No. 206-203, Revision C, dated March 14, 1973, or later FAA approved revision, before further flight. (e) If no cracks are found, continue the repetitive inspections specified above. (f) This A.D. is no longer applicable when the fin is modified in accordance with Part I or II of Bell Helicopter Company Service Letter No. 206-203, Revision C, dated March 14, 1973, or later FAA approved revision. (Bell Helicopter Company Service Bulletin No. 206-01-73-1, dated January 9, 1973, pertains to this subject.) This amendment becomes effective July 1, 1973.
47-50-05: 47-50-05 AERONCA, CHAMPION. PIPER, SILVAIRE (LUSCOMBE): Applies to Airplanes Equipped With Edo Model 92-1400 Floats. Compliance required by February 15, 1947. To prevent the possible failure of the wirepull attachment on Edo Model 92-1400 floats, install redesigned wirepull (Edo P/N 92-S-239 on J3C-50S and J3C-65S, Edo P/N 92-S-229 on PA-11S, Edo P/N 92-S-237 and -239 on S7AC, Edo P/N 92-S-237 on S11AC, and Edo P/N 92-S-233 and -235 on Silvaire (Luscombe) 8 Series) under each of the front and rear strut attachment fittings. (Edo Service Bulletin No. 2 dated August 15, 1947, contains detailed instructions for making this change.)