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76-18-01: 76-18-01 HUGHES HELICOPTERS: Amendment 39-2707. Applies to Model 269 series (including military Model TH-55A) helicopters certificated in all categories equipped with tail boom support strut assemblies P/N 269A2015 or P/N 269A2015-5, tail boom center attach fitting P/N 269A2324 and center frame aft cluster fittings P/N 269A2234(LH) and 269A2235(RH). Compliance required as indicated, unless already accomplished. To prevent fatigue failure of the tail boom support strut installation and resultant loss of the helicopter flight controllability accomplish the following: (a) For helicopters equipped with tail boom support strut assemblies P/N 269A2015 or 269A2015-5, within the next 50 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours time in service from the last inspection until the modifications of paragraph (c) are accomplished: (1) Support the tail boom and remove the tail boom support strut assemblies P/N 269A2015 on Hughes Model 269A, 269A-1, 269B and military TH-55A helicopter or P/N 269A2015-5 on Hughes Model 269C helicopter in accordance with the Hughes 269 Helicopter Basic Handbook of Maintenance Instructions Section 13; (2) Visually inspect the tail boom support strut aluminum end fittings for deformation or damage and visually inspect the tail boom support strut aluminum end fittings for cracks using the dye penetrant method in accordance with Hughes Service Information Notice N- 109.2 dated September 1, 1976 or later FAA-approved revisions. (b) If deformation, damage, or cracks are found during the inspections required by paragraph (a), before further flight, accomplish the modifications of either paragraph (c)(1) or (c)(2). (c) Within the next 500 hours time in service or one year whichever comes first, after the effective date of this AD: (1) Modify the tail boom support strut assemblies P/N 269A2015 and 269A2015-5 by replacing the aluminum end fittingswith stainless steel end fittings and attach bolts per Hughes Service Information Notice N-109.2 dated September 1, 1976 or later FAA- approved revisions, or (2) Replace the P/N 269A2015 strut assemblies with Hughes P/N 269A2015-9 and replace the P/N 269A2015-5 strut assemblies with Hughes P/N 269A2015-11. (d) For Hughes Model 269C helicopters, within the next 100 hours time in service, after the effective date of this AD, serialize the tail support strut assemblies P/N 269A2015-5 and P/N 269A2015-11 in accordance with Hughes Service Information Notice N-108 dated May 21, 1973 or later FAA-approved revisions. (e) Within 200 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 200 hours time in service from the last inspection until the modifications of paragraph (f)(2) are accomplished, inspect the tail boom center attach fittings P/N 269A2324 and center frame aft cluster fittings P/N 269A2234 (LH) and P/N 269A2235(RH) fordamage in accordance with Hughes Service Information Notice N-82.2 dated September 1, 1976 or later FAA-approved revisions. (f) If damaged parts are found during the inspections required by paragraph (e), before further flight: (1) Replace the damaged part with a serviceable part of the same part number, or (2) Replace damaged tail boom center attach fittings P/N 269A2324 with Hughes P/N 269A2324-7 and replace damaged center frame aft with cluster fittings P/N 269A2234(LH) and P/N 269A2235(RH) with Hughes P/N 269A2234-3(LH) and P/N 269A2235- 3(RH). (g) Equivalent procedures, inspections repairs, tail boom support strut assemblies, tail boom center attach fittings or center frame aft cluster fittings may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (h) Special flight permits may be issued to authorize operation of helicopter to a base for accomplishment of the inspections required by this AD per FAR's 21.197 and 21.199. This supersedes amendment 39-1587 (38 F.R. 2331), AD 73-03-01. This amendment becomes effective September 7, 1976.
79-10-12: 79-10-12 CANADAIR: Amendment 39-3471. Applies to all Canadair Models CL-44D4 and CL-44J certificated in all categories. Compliance required prior to application for U.S. registration and airworthiness certification. To preclude possible failure of the main landing gear actuating system, accomplish the following: a) Inspect the end caps of the main landing gear actuator, Jarry Hydraulics, P/N 3650-3 or -7 (Canadair Assembly numbers 44-75129-800 or -802 respectively) for cracks using the dye penetrant method or an FAA approved equivalent inspection. b) If cracks are found, replace end cap with a crack free cap prior to next flight. This amendment is effective May 18, 1979.
2019-24-18: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727 airplanes, Model 757 airplanes, and Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports of nuisance stick shaker activation while the airplane accelerated to cruise speed at the top of climb. This AD was also prompted by an investigation of those reports that revealed that the angle of attack (AOA) (also known as angle of airflow) sensor vanes could not prevent the build-up of ice, causing the AOA sensor vanes to become immobilized, which resulted in nuisance stick shaker activation. This AD requires a general visual inspection of the AOA sensors for certain AOA sensors, and replacement of affected AOA sensors. The FAA is issuing this AD to address the unsafe condition on these products.
74-22-05: 74-22-05 PIPER: Amendment 39-1991. Applies to Piper Models PA-23 and PA-23-160. Serial Nos. 23-1 to 23-2046 incl. and PA-23-235, PA-23-250 and PA-E23-250 Serial Nos. 27-1 to 27-3943 incl. except 27-3837. Compliance required within 100 hours or ninety days after the effective date of this AD, whichever occurs first. In order to prevent the heater fuel valve stem and cap nut from backing off and spilling fuel, accomplish the following: a. Inspect the stem and cap nut on Valves P/N's 17781-00 and 19460-00 for proper safetying and secureness in accordance with Apache Service Manual No. 752422, Section 13-138 or Aztec Service Manual No. 753564, Section 13-135 as applicable, and Piper Service Bulletin No. 401 dated May 21, 1974, or subsequent approved revisions, or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. b. If the stem and nut are not secure or properly safetied, disassemble and inspect the stem, seat body and threads for damage in accordance with Section 13-135 or 13-138 of the applicable airplane Service Manual. Any part found damaged must be replaced with a serviceable part. Also, replace the cap nut (or the complete assembly if necessary) with a like part which has been drilled for MS20995C41 safety wire, or has equivalent safetying provisions approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. c. Re-install valve assembly, safety wire cap nut and pressure check fuel system in accordance with Section 13-136 or 13-139 of applicable Airplane Service Manual and Piper Service Bulletin No. 401, or equivalent methods approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. d. Aircraft may be flown to a base where the maintenance required by this Airworthiness Directive may be performed per FAR's 21.197 and 21.199. This amendment is effective October 23, 1974.
2007-22-01: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (Bell) Model 206A and 206B series helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority to identify and correct an unsafe condition on an aviation product. The aviation authority of Canada, with which we have a bilateral agreement, states in the MCAI: Transportation Safety Board of Canada (TSB) investigation into an accident involving Model 206B has revealed that the Spindle repaired by Cadorath Aerospace Inc., failed during flight resulting in loss of control of the helicopter. A similar repair was performed by H-S Tools & Parts Inc. This AD requires actions that are intended to address this unsafe condition related to certain repaired transmission pylon support spindles.
83-24-09: 83-24-09 DeHAVILLAND AIRCRAFT OF CANADA, LTD.: Amendment 39-4781. Applies to DeHavilland Model DHC-7 airplanes, Serial Numbers 3 through 92 inclusive. Compliance is required within the next 750 flight hours or three months after effective date of this AD, whichever occurs first, unless previously accomplished. To protect against loss of trimability and partial loss of pitch control, accomplish the following: 1. Incorporate Modification Number 7/2209 on each elevator and Modification Numbers 7/2211 and 7/2216 on the tailplane in accordance with instruction contained in DeHavilland Service Bulletin No. 7-55-6, Rev. B, dated September 17, 1982. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 3. 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 inspections and/or modifications as required by this AD. This amendment becomes effective December 21, 1983.
2019-24-12: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-401 and - 402 airplanes. This AD was prompted by a report that certain fuselages were delivered with nonconforming keel tension fittings and stringer end fittings. This AD requires a detailed visual inspection of stringer end fittings and keel fittings for loose or working fasteners, signs of wear, and corrosion, and repair if necessary; and a general visual inspection of the keel tension fitting and stringer end fittings, as applicable, and repairs and replacement of the keel and stringer end fittings if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
72-14-05: 72-14-05 PIPER: Amendment 39-1480 as amended by Amendment 39-1943. Applies to PA-23-250 and PA-E23-250 series aircraft Serial Nos. 27-2505 and up equipped with non-supercharged engine and certificated in all categories. Compliane required within the next 50 hours time in service after the effective date of this AD, unless already accomplished within the last 50 hours and thereafter at intervals not to exceed 100 hours. a. For airplanes Serial Nos. 27-7304959 and up, and earlier serial numbered aircraft which have field replacements, equipped with exhaust stack assemblies P/N's 33419-2, -3, 33420-2, -3 and stack support kit No. 760702, visually inspect both engine exhaust system stacks, manifolds, support tubes and brackets, and the slip joint inside the alternate air heat shroud. Inspect for cracks, flaking, burning, distortion and exhaust gas leaks at flanges and joints. Parts found cracked, flaked, burned, distorted or which allow leakage must be replaced prior to further flight. b. For airplanes Serial Nos. 27-2505 to 27-7304958 inclusive equipped with original type exhaust system configuration or field replacement components as listed under Piper Service Letter No. 533, Service Spares Letter No. SP-301 or Service Bulletin No. 319: Visually inspect in accordance with a. above and adjust and align ball joint stack assemblies and supports in accordance with Piper Service Bulletin No. 319 dated April 19, 1971 or later approved revision. c. Equivalent inspections or modifications may be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Aircraft may be flown to a base where the maintenance required by this airworthiness directive may be performed as permitted by FAR's 21.197 and 21.199. (Piper Service Spares Letter No. SP-301 dated November 11, 1969, and Service Bulletin No. 319 dated April 19, 1971, pertain to this subject) Amendment 39-1480 supersedes AD 69-23-01. Amendment 39-1480 was effective July 12, 1972. This Amendment 39-1943 is effective September 3, 1974.
80-17-12: 80-17-12 MCDONNELL DOUGLAS: Amendment 39-3890. 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 engine emergency fire shut off handle and loss of associated fire fighting safeguards, accomplish the following: \n\n\tWithin 300 hours additional time in service after the effective date of this AD, accomplish paragraph (1) or (2) below. \n\n\t(1)\tInspect and seal cable guard pin P/N AA 2603-9 in place in accordance with McDonnell Douglas Alert Service Bulletin A76-27 dated 6/24/80 and within 1500 hours additional time in service after the effective date of this AD accomplish the modification described in McDonnell Douglas Service Bulletin 76-27 dated 7/16/80; or \n\n\t(2)\tAccomplish the modification described in McDonnell Douglas Service Bulletin 76-27 dated 7/16/80. \n\n\t(3)\tAccomplishment of the modification described in McDonnell Douglas Service Bulletin 76-27 dated 7/16/80 is terminating action for this AD. Service Bulletin 76-27 calls for the replacement of the existing guard pin with a new guard pin incorporating a lip retaining head. \n\n\t(4)\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 modification required by this AD. \n\n\t(5)\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 August 28, 1980.
2007-21-08: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Model Hawker 800XP airplanes. This AD requires doing an inspection of panel DA wiring for clearance and for signs of chafing or exposed conductors, and repairing or replacing the wires and cable ties if necessary. This AD results from reports of wire bundle interference in the DA panel, chafed wire bundles, and exposed conductors. We are issuing this AD to prevent chafing of wire bundles, which could cause an electrical short and consequent loss of several functions essential for safe flight and smoke or fire in the flight compartment and main cabin.