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87-14-05: 87-14-05 DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5676. Applies to Models DHC-8-101 and DHC-8-102 series airplanes, serial numbers 3 through 83, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the main landing gear yoke pin, accomplish the following: A. Within 25 landings after the effective date of this AD: 1. Inspect both main landing gears to determine the yoke pin part number, in accordance with Paragraph 1, Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 8-32-56, dated May 8, 1987. 2. Reidentify the shock strut, as necessary, in accordance with Paragraph 1, Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 8-32- 56, dated May 8, 1987. B. If yoke pin P/N 10150-3 is installed, replace it with yoke pin P/N 10150-5, in accordance with the following schedule:1. For Model DHC-8-101 airplanes (33,000 lb. airplane): prior to the accumulation of 5,500 flights since installation of the yoke pin. 2. For Model DHC-8-102 airplanes (34,500 lb. airplane): prior to the accumulation of 4,700 flights since installation of the yoke pin. C. Special 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. D. An 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, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to The de Havilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This amendment becomes effective August 1, 1987.
91-06-03: 91-06-03 BOEING: Amendment 39-6923. Docket No. 90-NM-152-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 045, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden cabin pressure loss, accomplish the following: \n\n\tA.\tWithin the next 500 flight cycles after the effective date of this AD, or prior to the accumulation of 12,000 total flight cycles, whichever occurs later, perform a detailed visual inspection for cracks of the Section 42 fuselage frame web at the stringer cutout from body station (BS) 540 to BS 920, Stringer (S) 8L to S-8R. Repeat this inspection thereafter at intervals not to exceed 3,000 flight cycles. \n\n\tB.\tIf cracking is found as the result of the inspections required by paragraph A. of this AD, prior to further flight, repair the fuselage frame web in accordance with the Boeing 747 Structural Repair Manual (SRM), Section 53-10-04, Figure 4 or Figure 35; or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tC.\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 (ACO), Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6923, AD 91-06-03) becomes effective on April 8, 1991.
2016-20-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2A12 (CL-601 Variant), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by a report that a potential chafing condition exists between the negative-G fuel feed drain line of the auxiliary power unit (APU) and its surrounding structure and components. This AD requires, for certain airplanes, a detailed inspection for chafing conditions of the negative-G fuel feed drain line of the APU, and corrective actions if necessary. For certain other airplanes, this AD requires replacement of the APU negative-G fuel feed tube assembly and the drain line. We are issuing this AD to address the unsafe condition on these products.
86-07-07: 86-07-07 GARLICK HELICOPTERS, HAWKINS AND POWERS AVIATION, INC.. INTERNATIONAL HELICOPTERS, INC., PILOT PERSONNEL INTERNATIONAL, INC., WILCO AVIATION: Amendment 39-5274. Applies to Model UH-1B helicopters modified by Garlick Helicopters, Hawkins and Powers Aviation, Inc., International Helicopters, Inc., Pilot Personnel International, Inc., and Wilco Aviation certified in any category that have a Bell Helicopter Textron, Inc., Part Number (P/N) 204-011-128-1 universal on the main rotor pitch change link. Unless already accomplished, compliance is required within 15 days after the effective date of this AD or the next 10 hours time in service, whichever occurs first. To prevent loss of main rotor control, accomplish the following: (a) Inspect the P/N 204-011-128-1 universal assembly on the pitch change control link of the main rotor for Arko Precision Machinists' supplier P/N "DW-6ZZ." If found, replace before further flight with a serviceable assembly. (b) If the P/N "DW-6ZZ" is missing or cannot be seen, apply MIL-G-81322 grease to each of the two grease fittings on the universal. If the grease does not purge past the seals, replace the P/N 204-011-128-1 universal before further flight with a serviceable assembly. (c) P/N 212-010-412-1 universal is an acceptable alternate replacement for P/N 204-011-128-1 and may be considered interchangeable. (d) Any alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective April 25, 1986.
2004-13-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3-SHERPA series airplanes, that requires a repetitive detailed inspection of the stub wing shear decks for corrosion and abnormal wear on and around the retaining pin in the main landing gear (MLG) forward pintle pin; and corrective action, if necessary. This AD also provides an optional terminating action. These actions are necessary to detect and correct corrosion and abnormal wear to the top and bottom shear decks, which could result in damage to the MLG and consequent reduced controllability of the airplane on landing. This action is intended to address the identified unsafe condition.
87-15-51: 87-15-51 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5701. Applies to Lockheed-California Model L-1011-385 series airplanes, certificated in any category, which have stainless steel bushings installed in the retract lugs of the left and/or the right main landing gear (MLG) shock strut cylinder. Compliance required as indicated, unless previously accomplished. To detect cracks and prevent structural failure of the MLG shock strut cylinder, accomplish the following: A. Within 10 days after the effective date of this AD, unless previously accomplished within the last 400 landings, and thereafter at intervals not to exceed 400 landings, perform an ultrasonic inspection of the inboard retract lugs of both the left and right MLG shock strut cylinder, following the procedure specified in Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Any MLG shock strut cylinders that are found cracked must be repaired or replaced prior to further flight, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special 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 inspection requirements of this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer, may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept, 65-33, U-33, B-1. This document may be examined at theFAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 4344 Donald Douglas Drive, Long Beach, California. This amendment, 39-5701, becomes effective August 24, 1987, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T87-15-51 issued July 22, 1987.
2022-02-10: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X, FALCON 900EX, and FALCON 2000EX airplanes. This AD was prompted by a report of an improper heat treatment process applied during the manufacturing of certain titanium screws. This AD requires replacement of certain titanium screws, 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.
94-17-15: This amendment adopts a new airworthiness directive (AD) that is applicable to The Enstrom Helicopter Corporation (Enstrom) Model F-28A, F-28C, F-28C2, F-28F, 280, 280C, 280F, and 280FX series helicopters. This action requires initial and repetitive inspections for delamination of the main rotor feathering elastomeric Lamiflex bearing (Lamiflex bearing). This amendment is prompted by several reported failures of the Lamiflex bearing. The actions specified in this AD are intended to prevent failure of the Lamiflex bearing, abnormal vibrations in the airframe and flight control system, and subsequent loss of control of the helicopter.
2004-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires installing three new vertical cargo nets in cargo-configured cabins. This action is necessary to prevent significant movement of cargo during operation, which could result in loss of control of the airplane or injury to the flightcrew. This action is intended to address the identified unsafe condition.
2004-06-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2004-06-51, which was sent previously to all known U.S. owners and operators of Boeing Defense and Space Group (Boeing) Model 234 helicopters by individual letters. This AD requires, before further flight, inspecting the upper shaft extension for a crack and modifying the aft vertical shaft assembly (assembly). Thereafter, this AD requires, before the first flight of each day, inspecting the upper shaft extension for any crack. If any crack is found during any of the inspections, replacing the assembly with an airworthy assembly is required before further flight. This amendment is prompted by the discovery of a crack in the upper shaft extension of an assembly. The actions specified by this AD are intended to detect a crack in the upper shaft extension, which could result in catastrophic failure of the assembly and subsequent loss of control of the helicopter.