Results
51-12-01: 51-12-01 WRIGHT: Applies to All Models C9GB, C9GC, C9HD and Military R-1820 Series Engines. Compliance required as soon as possible, but not later than April 1, 1952. To preclude piston pin failures, piston pins P/N's 68827, 117691, and 131061, which have not been carburized, must be replaced at each engine overhaul. Piston pins P/N's 117691 and 131061 retain the same part number when carburized, but may be identified by the symbol "C" on the recessed end of the pin. Piston pins P/N 68827 were never carburized and therefore should not be reused. It is suggested that orders for carburized piston pins be placed well in advance of required delivery date. (Wright Service Bulletin No. C9-156A covers this same subject.)
2011-20-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting to determine the clearance and any wire bundle damage between wire bundle W443 and the left forward rudder quadrant, followed by adjusting the minimum clearance between the wire bundle and the left forward rudder quadrant, and repairing any wire bundle damage. This AD was prompted by reports of contact between wire bundle W443 and the left forward rudder quadrant. We are issuing this AD to detect and correct contact between the wire bundle and the left forward rudder quadrant. Damage to the wire bundle from contact between the wire bundle and the left forward rudder quadrant could result in uncommanded stabilizer trim and autopilot disconnects due to shorted wires, potentially affecting the capability of the flightcrew during high work load and consequently reducing control of the airplane. Restricted movement of the rudder quadrant at full right rudder travel would reduce controllability of the airplane.
99-16-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A300, A310, and A300-600 series airplanes. This action requires a one-time inspection of the autopilot systems for proper engagement to determine if the main electro valve electrical connectors of the yaw, roll, and pitch autopilot actuators are correctly installed; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent erratic movements of the ailerons, elevator, and/or rudder that are commanded by discrepant autopilot actuators, which could result in reduced controllability of the airplane.
54-06-02: 54-06-02 MARTIN: Applies to All Model 202 Aircraft. Compliance required at next overhaul but not to exceed the next 1,000 operating hours. Several instances have been found of unsatisfactory wing scarf splice bushing installations which result in applying undesirable bending loads on the bolts because of incomplete lining of the holes. To eliminate this condition, inspect the wing lower chord scarf splices at wing Stations 187 L.H. and R.H. If a bushing is found that does not meet the length requirements specified in Martin 202 Service Instruction Letter No. 29, that bushing must be removed and a correct one installed in accordance with Service Instruction Letter No. 29, before the airplane is returned to service. (Martin S. I. L. No. 29 covers this same subject.)
2011-20-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracked nuts * * * were found on aircraft's production line during routine post assembly inspection. Investigation revealed that the cracks resulted from hydrogen embrittlement combined with high hardness. Non-conformity with certified mechanical properties of this fastener can potentially lead to an unsafe condition. The unsafe condition is cracked nuts in multiple locations (including aileron fittings, rudder tab assembly and mounting structure for power drive units) could result in failure of affected locations and consequent reduced controllability or reduced structural capability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-20-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: BAE Systems have received reports of in-service failure of the Main Landing Gear (MLG) shock absorber lower attachment pin. * * * * * This condition, if not detected and corrected, could lead to a MLG collapse on the ground or during landing and consequently damage to the aeroplane or injury to the occupants. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-04-10: This amendment adopts a new airworthiness directive (AD) that applies to certain Beech Aircraft Corporation (Beech) Models 34C, T-34C, and T-34C-1 airplanes. This action requires replacing the eight wing attachment steel bolts and hardware with Inconel bolts and hardware. A report of the right lower aft wing attachment nut assembly separating in two pieces on a Model T-34C-1 airplane prompted this action. The actions specified by this AD are intended to prevent the wing from separating from the fuselage because of failure of this assembly.
2011-18-23: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-8-11, DC-8-12, DC-8-21, DC-8-31, DC-8-32, DC-8- 33, DC-8-41, DC-8-42, and DC-8-43 airplanes; Model DC-8-50 series airplanes; Model DC-8F-54 and DC-8F-55 airplanes; Model DC-8-60 series airplanes; Model DC-8-60F series airplanes; Model DC-8-70 series airplanes; and Model DC-8-70F series airplanes. This AD requires repetitive high frequency eddy current or repetitive low frequency eddy current inspections for cracks on the area around certain fasteners of the access opening doubler on the left and right wing center spar lower cap, and repair, if necessary. This AD was prompted by reports that cracks in the center spar lower cap and, in some cases, the web of the spar, have been found at stations Xrs = 168.00, Xrs = 251.00, and Xrs = 358.00. We are issuing this AD to detect and correct cracks in the area around certain fasteners of the access opening doubler on the left and right wing center spar lower cap, which could compromise the structural integrity of the wing structure.
2011-18-09: We are adopting a new airworthiness directive (AD) for certain model IO-720-A1B Lycoming Engines reciprocating engines. This AD requires a crankshaft inspection for certain parts that may be installed. This AD was prompted by the failure of a crankshaft due to incorrect parts installed. We are issuing this AD to prevent engine crankshaft failure and damage to the airplane.
94-14-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires either the removal of the girt bar visual indicator brackets on passenger exit doors, or modification of the lanyard connecting the survival kit to the slide/raft. This amendment is prompted by a report that, during an emergency evacuation demonstration, the lanyard became entangled on the girt bar indicator mechanism, and subsequently prevented an exit door from opening fully to a locked position. The actions specified by this AD are intended to prevent the lanyard from becoming entangled and interfering with proper opening of the exit door, a situation which could impede the successful evacuation of passengers through the door during an over water operation where ditching is required.
2005-25-10R1: We are revising an existing airworthiness directive (AD) for the products listed above. That AD currently requires initial and repetitive ultrasonic inspections of propeller hubs, part number (P/N) 660709201. This new AD requires introducing a new hub assembly P/N as an optional terminating action to the repetitive hub inspections. This AD was prompted by the need to [[Page 54927]] introduce an optional terminating action for the repetitive inspections. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.
2003-03-12: This amendment adopts a new airworthiness directive (AD), that is applicable to Turbomeca S.A. Arriel 1 A2, 1 C, 1 C1, 1 C2, 1 D, 1 D1, 1 E2, 1 K, 1 K1, 1 S, 1 S1 and Arriel 2 B, 2 B1, 2 C, 2 C1, 2 S1 series turboshaft engines. This amendment requires the insertion of a sleeve in the attachment boss of the compressor bleed valve, and bonding the sleeve in the bleed-valve mounting pad. This amendment is prompted by several cases of contained centrifugal compressor impeller blade ruptures that occurred in service. The actions specified by this AD are intended to prevent acoustic excitation of the centrifugal compressor impeller blades resulting in contained compressor impeller blade ruptures and power loss that could lead to an uncommanded in-flight shutdown.
69-11-05: 69-11-05 PIPER: Amdt. 39-772. Applies to type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2, 31-4; 31-6 thru 31-345; 31-347 thru 31-357; 31-359 thru 31-366; 31-368 thru 31- 373; 31-375 thru 31-378; 31-380 thru 31-384; 31-386 thru 31-406; 31-408 thru 31-422; 31-426 thru 31-428; 31-430; 31-431; 31-433; 31-434; 31-436; 31-437; 31-439; 31-444 and 31-445; certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. (a) To improve the stall characteristics by the installation of stall strips on the leading edge of the wing, comply with Piper Service Bulletin No. 294, dated May 16, 1969, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective June 5, 1969.
78-13-05: 78-13-05 CESSNA: Amendment 39-3250. Applies to the following models and serial number airplanes certificated in all categories: MODEL SERIAL NUMBERS 340 340-0001 and up 340A 340A0001 through 340A0472 402B 402B0301 through 402B1332 404 404-0001 through 404-0223 414 414-0251 and up 414A 414A0001 through 414A0042 421 421-0001 and up 421A 421A0001 and up 421B 421B0001 and up 421C 421C0001 through 421C0478 COMPLIANCE: Required as indicated unless already accomplished. To detect seats with seat-to-seat track fittings improperly installed and seats installed facing the wrong direction, which if allowed to go uncorrected, could result in seat failure in those situations where the seats and seat belts are relied on to restrain the passengers, within 25 hours time-in-service after the effective date of this AD accomplish the following: A) Visually inspect all affected passenger seats for correct installation in the airplane and for proper assembly and correct any discrepancies prior to the next flight, all in accordance with Cessna Multi-Engine Service Letter ME78-17, dated May 15, 1978, or later revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on July 5, 1978.
2003-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes. This AD requires a one-time inspection of the single-phase remote control circuit breaker(s) (RCCBs) in a certain area of the electrical/ electronic (E/E) compartment to determine the part number and serial number of the RCCB(s), and replacement of certain RCCBs with new or serviceable RCCBs, if necessary. This action is necessary to prevent failure of an RCCB to trip during an overload condition due to a defective braze joint in the RCCB latch assembly, which could result in overheating of the RCCB load wire, and consequent smoke and possible fire in the E/E compartment of the airplane. This action is intended to address the identified unsafe condition.
69-06-04: 69-06-04 PIPER: Amdt. 39-736. Applies to Type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2 to 31-326, 31-328 to 31-332, and 31-334, certificated in all categories. Compliance required within the next 100 hours' time in service, after the effective date of this AD, unless already accomplished. (a) Inspect and adjust, if necessary, the total friction in the elevator control system, comply with Piper Service Bulletin No. 289, February 17, 1969, or later changes thereto or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective March 27, 1969.
97-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe 125-800A series airplanes and Hawker 800 series airplanes, that requires a detailed visual inspection of the fuel feed hose assemblies of the auxiliary power unit (APU) to detect overheating, degradation, proper routing, and adequate clearance; and the correction of any discrepancies found. This amendment also requires modification of the fuel feed hose of the APU. This amendment is prompted by reports of heat damage to the fuel feed hose assembly of the APU due to contact between the hose assembly and hot surfaces. The actions specified by this AD are intended to prevent heat damage of the fuel feed hose, which could lead to a possible fire/smoke hazard when failure of the hose assembly occurs and consequent fuel mist or spray is emitted into the rear equipment bay.
2011-18-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been three in-service reports of cracked barrel nuts found at the front spar locations of the wing-to-fuselage attachment joints. Additionally, three operators have reported finding a loose washer in the barrel nut assembly. Failure of the barrel nuts could compromise the structural integrity of the wing-to-fuselage attachments. * * * * * The unsafe condition could result in separation of the wing from the airplane during flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-26-03: 67-26-03 PIPER: Amdt. 39-582. Applies to Model PA-28-140 Airplanes, Serial Numbers 28-20913 through 28-22917; Model PA-28-150, PA-28-160, PA-28S-160, PA-28-180, PA-28S-180 Airplanes, Serial Numbers 28-2533 through 28-3979; Model PA-28-235 Airplanes, Serial Numbers 28-10676 through 28-10891, Model PA-32-260 Airplanes, Serial Numbers 32- 04, 32-17 through 32-861; Model PA-32-300, PA-32S-300 Airplanes, Serial Numbers 32-15, 32- 40000, through 32-40239. Compliance required as indicated. To prevent the possibility of restricting fuel flow through the fuel system screens and filters caused by sealing material film (sloshing compound) which has peeled from the inner surfaces of the main fuel tanks, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, inspect the entire interior of both main fuel tanks for sealing material film which has separated from or is loosely attached to the tank interior surfaces. Inspection may be accomplished through the filler neck without removing the tank from the aircraft, but the tank should be completely drained and dried. Exert precautions usually followed around explosive vapors. (b) Remove all separated and loosely attached material from the tank interior. (c) If no loose or separated material is found in aircraft having less than 1000 hours' time in service repeat the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service from the last inspection. The inspections may be discontinued after the third inspection (including the initial inspection prescribed in (a) above or at 1000 hours' total time in service if no peeling has been found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. (d) If no loose or separated material is found in aircraft having 1000 hours' or more timein service it will not be necessary to inspect after the initial inspection prescribed in (a) above. (e) If loose or separated material was found at any time, prior to but not later than the next 100 hours' time in service after effective date of this airworthiness directive remove the tank from the airplane and reseal in accordance with Piper Service Bulletin No. 251B dated March 13, 1968, and with instructions contained in Piper Kit No. 921-388V, or Piper Kit No. 757-572V, or an equivalent method approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Following resealing conduct the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service. These inspections may be discontinued after the second inspection if not further peeling is found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 43.9. The inspection time intervals (other than for the initial inspection) may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100-hour scheduled inspections. This supersedes 67-16-02. This amendment becomes effective April 12, 1968.
94-08-09: This amendment adopts a new airworthiness directive (AD), applicable to Jetstream Model ATP airplanes, that requires a one-time inspection and appropriate torque loading check of certain wing top surface stringer joint fasteners, and correction of discrepancies. This amendment is prompted by a report of loose fasteners on the wing top surface stringer joint bolts at Rib 0. The actions specified by this AD are intended to prevent reduced structural integrity of the wing top surface stringer joints at Rib 0, which subsequently could lead to reduced structural integrity of the wing.
2011-18-11: We are superseding an existing airworthiness directive (AD) for all Viking Air Limited (type certificate No. A-815 formerly held by Bombardier Inc. and de Havilland, Inc.) Model DHC-3 airplanes. That AD currently requires repetitively inspecting the elevator control tabs for discrepancies, taking necessary corrective actions to bring all discrepancies within acceptable tolerances, and reporting certain inspection results to the FAA. This new AD retains the actions currently required in AD 2011-05-02 and removes the Supplemental Type Certificate (STC) SA01059SE condition in the Applicability section. This AD was prompted by our determination that we inadvertently omitted certain airplanes from the Applicability section. We are issuing this AD to correct the unsafe condition on these products.
2011-17-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * The airworthiness limitations applicable to the Safe Life Airworthiness Limitation Items (SL ALI) are given in Airbus A330 ALS Part 1 and A340 ALS Part 1, which are approved by the European Aviation Safety Agency (EASA). The revision 05 of Airbus A340 ALS Part 1 introduces more restrictive maintenance requirements and/or airworthiness limitations. Failure to comply with this revision constitutes an unsafe condition. For A330 aeroplanes, this EASA AD retains the requirements of EASA AD 2010-0131, which it supersedes. For A340 aeroplanes, this EASA AD supersedes EASA AD 2009-0192, and requires the implementation of the new or more restrictive maintenance requirements and/or airworthiness limitations as specified in Airbus A340 ALS Part 1, revision 05. The unsafe condition is fatigue cracking, damage, and corrosion in certain structure, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-11-16: 95-11-16 SOCATA GROUPE AEROSPATIALE: Amendment 39-9249; Docket No. 94-CE- 26-AD. Applicability: TBM 700 airplanes, serial numbers 1 to 49, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent ice accumulation on the elevator horn, which could lead to loss of control of the airplane, accomplish the following: (a) Install pneumatic deicers on the elevator horn leading edges in accordance with Socata Technical Instruction of Modification No. OPT70 K020-30, dated February 1993. This installation is referenced in Socata TBM Service Bulletin SB 70-020-30, dated February 1993. (b) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office (ACO), FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Brussels ACO. (d) The installation required by this AD shall be done in accordance with Socata Technical Instruction of Modification No. OPT70 K020-30, dated February 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from SOCATA Groupe AEROSPATIALE, Socata Product Support, Aeroport Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; or the Product Support Manager, U.S. AEROSPATIALE, 2701 ForumDrive, Grand Prairie, Texas 75053. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on July 19, 1995.
67-30-05: 67-30-05 MCDONNELL DOUGLAS: Amdt. 39-505 Part 39 Federal Register November 9, 1967. Applies to Model DC-9 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tDue to at least three reports of malfunctions in the battery charger installed in DC-9 airplanes that have resulted in smoke and fire in the electrical compartment, accomplish the following: \n\n\t1.\tWithin 10 hours' time in service after the effective date of this AD: \n\n\t\tA.\tInspect the battery charger, P/N 263-40061-01 and inspect and service each battery in the electrical compartment in accordance with Paragraphs 1, 2 and 3 of the "Inspection Procedures for Aircraft" section of a wire dated 10-19-67, constituting McDonnell Douglas DC-9 Alert Service Bulletin A-24-26, or by a method approved by the Chief, Aircraft Engineering Division, FAA, Western Region: \n\n\t\tB.\tDeactivate circuit breakers normally coded K7, K8, and K9, titled battery charger and transfer relay (20 AMP, left bus) and secure in the open position, or remove and stow wires P32A14C, P33A14B, and P34A-14A at the circuit breaker: \n\n\t\tC.\tPlacard circuit breakers K7, K8, and K9 to indicate that they are deactivated: \n\n\t\tD.\tUnless already accomplished in accordance with Paragraph 5 of the "Inspection Procedures for Aircraft" section of the Service Bulletin referenced in this Paragraph, place an operating limitation in the form of a placard in the vicinity of the APU start switch stating: "Operating Limitation, Do not start APU electrically inflight": and \n\n\t\tE.\tUnless already accomplished in accordance with Paragraph 5 of the "Inspection Procedures for Aircraft" section of the Service Bulletin referenced in this Paragraph, place an operating limitation in the form of a placard in the cockpit in clear view of the pilot and copilot, stating: "Operating Limitation, Do not ground start APU after battery charger circuit breakers are opened (pulled) prior to takeoff." \n\n\t2.\tIf an inspection specified in Paragraph 1 of this AD reveals evidence of overheating, cracking, or other abnormal appearance of the battery charger (including the flag lugs and positive ceramic stud build-up and solder-joint on the inside and outside of the charger on the filter, and the solder-joints to chassis), replace before further flight. \n\n\t3.\tThe following operating limitations are prescribed for all affected airplanes: \n\n\t\tA.\tImmediately prior to start of each taxi: \n\n\t\t\ti.\tDetermine that the battery charger is operating in the pulsing mode. \n\n\t\t\tii.\tPull circuit breakers U21, W21, and X24 in immediate succession to deactivate the batter charger. \n\n\t\t\tiii.\tEnter the electrical compartment and inspect the battery charger and adjacent vicinity to determine that the charger has been operating satisfactorily as evidence by a lack of smoke. (May be accomplished by ground personnel.) \n\n\t\tB.\tAfter parking close (push in) circuit breakers U21, W21, and X21 in immediate succession. \n\n\tNOTE No. 1: The APU may be started after landing and during taxi to the ramp. \n\n\tNOTE No. 2: The APU may be windmill started in flight in the event of a complete in-flight loss of electrical power. \n\n\tThe operating limitations specified in Subparagraphs A and B of this Paragraph must be placed in the aircraft in the form of a placard in clear view of the pilot. For the purpose of this AD, any document (including a pilot check list) including these limitations constitutes a "placard" within the meaning of this Paragraph. \n\n\t4.\tCompliance with Paragraphs 1 and 3 of this AD is no longer required, and the operating limitations prescribed in those Paragraphs may be removed upon: \n\n\t\tA.\tAccomplishing the modifications specified in the "Accomplishment Instructions" sections of McDonnell Douglas DC-9 Service Bulletin Nos. 24-25 dated December 1, 1967 (or later FAA-approved revision), 24-27 dated December 1, 1967 (or later FAA-approved revision), 25-97 dated November 10, 1967 (or later FAA-approved revision); and \n\n\t\tB.Removing FAA-approved revisions dated May 3, 1967, and incorporating FAA-approved revisions dated December 1, 1967, to the Emergency Procedures Section of the FAA-approved DC-9 Series 10 Airplane Flight Manual (Douglas Report DAC-32999) or the FAA-approved DC-9 Series 30 Airplane Flight Manual (Douglas Report DAC-33530), as appropriate, under the heading of "Electrical Smoke of Unknown Origin" Phase III. \n\n\tThis amendment effective December 19, 1967.
94-08-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires inspections to detect cracking in the brake side half hub in the bearing housing area of certain main landing gear (MLG) wheels, and replacement of the MLG wheel, if necessary. This amendment also requires the eventual replacement of certain MLG wheels with other wheels, as terminating action for the repetitive inspections. This amendment is prompted by in-service experience that indicates the possibility of fatigue cracking occurring in the subject area. The actions specified by this AD are intended to prevent failure of the brake side half hub due to fatigue cracking, which could lead to separation of the MLG wheel and tire from the axle.