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69-13-07: 69-13-07 FAIRCHILD HILLER: Amdt. 39-789 as amended by Amendment 39-970. Applies to UH-12D, UH-12E, UH-12E-L, UH-12L and UH-12L4 type helicopters certified in all categories. Compliance required as indicated. To prevent failure of the attachment of collective yoke support brackets, P/N 31351 or 31483, to upper transmission housings, P/N 23541 or 23541-5, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, inspect the collective yoke support bracket attachment bolts for torque and visually inspect the Rosan inserts in the transmission housing for cracks or any other damage. Replace damaged inserts, and inserts where a bolt torque of less than 50 inch pounds is encountered, prior to further flight in accordance with Fairchild Hiller Service Bulletins SB UH12L-23-1 and SB UH12D thru G-23-1 dated May 20, 1969 or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, remove the Rosan R206SB-8 inserts and install Rosan RD206SB-8 inserts in their place, and install MS20073-04-7 bolts in accordance with Fairchild Hiller Service Bulletins SB UH12L-23-1 and SB UH12D thru G-23-1 dated May 20, 1969 or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Where oversize Rosan R231SB-8 inserts have been installed, replace with Rosan RD231SB-8 inserts and RL-31-SB-9 locking rings in accordance with Fairchild Hiller Service Bulletins UH12L-23-1 and UH12D through G-23-1 dated 19 January 1970 or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Amendment 39-789 effective July 9, 1969. This Amendment (39-970) is effective April 30, 1970.
70-06-03: 70-06-03\tBOEING 737 SERIES AIRPLANES: Amdt. 39-952. Applies to Boeing 737 series listed in Boeing Service Bulletin 27-1031 dated 22 August 1969 and Revision 2 dated 27 January 1970, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo provide for proper operation of the takeoff warning system and automatic speed brake retraction system at temperatures down to minus 65 degrees F, accomplish the following: \n\n\t(a)\tWithin 50 hours time in service after the effective date of this AD, unless already accomplished, install a placard in the cockpit in full view of the pilot to read: "DO NOT USE AUTOMATIC SPOILER DEPLOYMENT AT AMBIENT TEMPERATURES BELOW ZERO DEGREES FAHRENHEIT." This placard may be removed when Item (b) is accomplished. \n\n\t(b)\tWithin 1000 hours time in service after the effective date of this AD, unless previously accomplished, replace the takeoff warning switch actuating cam with a modified cam and accomplish the rigging procedures for proper alignment of the power lever knobs in the throttle control system with the warning switch in accordance with Boeing Service Bulletin 27- 1031 dated 2 August 1969, and Revision 2 dated 27 January 1970, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNOTE: The manufacturer is currently providing AFM revisions to operators relating to the characteristics of the warning system. Operators should incorporate this information in their manuals immediately upon receipt. \n\n\tThis amendment becomes effective on March 13, 1970.
97-04-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes. This action requires modification of the electrical wiring of the stick pusher/shaker test function to reinforce system protection. This amendment is prompted by a report of at least one occurrence when the stick pusher self-activated during flight. The actions specified in this AD are intended to prevent inadvertent activation of the stick pusher, which could cause reduced controllability of the airplane, especially during takeoff or landing.
49-15-02: 49-15-02 MARTIN: Applies to All Model 202 Aircraft. I. To be accomplished prior to return to service. The wing splice attachment fitting, Station 187, must be inspected and reworked in accordance with the procedures outlined in Martin Service Bulletin No. 73, revised May 10, 1949, including the following amendments; Amendment 1, revised October 14, 1948; Amendment 2, revised May 10, 1949; Amendment 3, dated October 5, 1948; Amendment 4, dated October 15, 1948; Amendment 5, dated December 27, 1948; Amendment 6, dated May 10, 1949. II. Compliance required as indicated. The inspections outlined in the above Service Bulletin No. 73 must be conducted on all aircraft as follows: 1. Conduct the inspections outlined above in Service Bulletin 73 at maximum intervals of 900 hours and beginning with the last inspection conducted at approximately 1,500 hours total flight time, the succeeding intervals shall not exceed 600 hours. 2. Conduct the inspections of amendments 2and 6 of Service Bulletin 73 between 1,500 and 1,700 total flight hours and at maximum intervals of 200 hours thereafter. As an added precautionary measure do not operate the aircraft in excess of 90 percent of the Placard Vne and Vno speeds as shown in Aircraft Specification A-795. In the event any turbulence is encountered in flight, immediately reduce the speed to a maximum of 170 m.p.h. and further reduce the speed to a maximum of 150 m.p.h. dependent upon the severity of the turbulence. (Suitable revisions to the operating manual will be provided.) III. Compliance required as indicated. 1. Compliance with the Glenn L. Martin Schedule No. 202-87-1, calling for the return of 202 aircraft to the Glenn L. Martin Co. factory during 1949 for incorporation of modifications described in Martin Service Bulletin No. 87 is hereby directed. 2. After this has been accomplished on each airplane, items I and II are no longer applicable to that airplane. This supersedes AD49-09-01.
46-27-01: 46-27-01 DOUGLAS: (Was Mandatory Note 5 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tTo be accomplished not later than November 1, 1946. \n\n\tInspect immediately the spar webs in the wing integral tank area to ascertain if reinforcements have been installed in accordance with Douglas Service Bulletin C-54-205 dated October 1, 1945. If not already installed, reinforcements must be added by November 1, 1946. Pending rework, airplanes which do not have reinforcements may be operated if daily inspection shows there is no leakage. Fuel should be carried in outer wing tanks as cracks may develop that might not be detected.
68-07-02: 68-07-02 GLASFLUGEL: Amendment 39-569. Applies to Glasflugel H-301 "Libelle" gliders, serial numbers 2 through 55, equipped with Tost Type Universal 53 glider tow couplings. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To reduce the release load on the Tost Type Universal 53 glider tow coupling when the tow cable imposes asymmetrical loads, install tow cable deflectors on each side of the CG hook in accordance with Glasflugel Modification No. 23, Drawing No. 301-15-16, or later LBA- approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. This amendment becomes effective April 26, 1968.
68-04-03: 68-04-03 BRITISH AIRCRAFT: Amendment 39-556. Applies to BAC 1-11 200 Series airplanes. Compliance required as indicated. To prevent fatigue damage to the Nose Undercarriage Retraction Jack Piston Head, P/N AB44-321, accomplish the following: (a) Within the next 1,000 landings or before the accumulation of 10,000 landings, whichever occurs later, replace pre Modification PM 3069 piston heads, P/N AB44-321, with serviceable piston heads of the same part number or with BAC Modification PM 3069 piston heads. If pre Modification PM 3069 piston heads, P/N AB44-321 are used as replacements, replace the piston heads at intervals not to exceed 10,000 landings. (b) The repetitive replacements required by paragraph (a) may be discontinued after the incorporation of BAC Modification PM 3069 piston heads. (c) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing eachairplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (BAC 1-11 Alert Service Bulletin 32-A-PM 3069 and BAC 1-11 Service Bulletin 32-PM 3069 cover this subject.) This amendment becomes effective March 21, 1968.
71-05-05: 71-05-05 BRITTEN NORMAN: Amdt. 39-1163. Applies to Britten Norman Models BN-2 and BN-2A series airplanes. Compliance is required as indicated. To prevent failure of the elevator trim control system, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD unless already accomplished within the last 10 hours' time in service and thereafter at intervals not to exceed 20 hours' time in service since the last inspection remove the elevator trim jack assembly from the airplane and inspect the eye end, P/N AGS-590, for cracks using the dye penetrant method or an FAA approved equivalent. (b) If the eye end is found to be cracked during the inspection required by paragraph (a), before further flight replace the cracked eye end with a serviceable eye end of same part number and continue the repetitive inspections required by paragraph (a), or replace the cracked eye end with a new eye end P/N NB45B2385 in accordance with paragraph(c). (c) On or before February 15, 1971, replace the elevator trim jack eye end P/N AGS- 590 with a new eye end P/N NB45B2385 in accordance with Britten Norman Modification Leaflet BN-2NBM 468 dated January 21, 1971, or an FAA approved equivalent. (d) The repetitive inspections required by paragraph (a) may be discontinued after the elevator trim jack eye end has been replaced in accordance with paragraph (c). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated January 26, 1971, which contained this amendment.
69-16-04: 69-16-04 FAIRCHILD: Amdt. 39-814. Applies to F-27 airplanes Serial Nos. 1 through 128 and FH-227 airplanes Serial Nos. 501 through 518 and 520 through 578, certificated in all categories. To prevent hazards associated with the spring loading of the main landing gear door trolley mechanism, and to prevent overtravel of the main landing gear doors during retraction, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the door trolley locking lever as described in Fairchild Hiller F-27 Service Bulletin 32-73 dated February 25, 1969, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 32-15 dated February 25, 1969, for FH-227 aircraft or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the main landing gear doors as described in Fairchild Hiller F-27 Service Bulletin 32-74 dated April 10, 1969, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 32-17 dated April 10, 1969, for FH-227 aircraft or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective September 1, 1969.
49-43-01: 49-43-01 CONVAIR: Applies to All Model 240 Aircraft With Muff Type Augmenter Installation. Compliance required as noted below. 1. To be accomplished immediately and each day thereafter: To avoid a possible fire hazard inspect corrugated augmenter tube for cracks or burned areas. This inspection is to be conducted from the rear end of the augmenter by means of an extension mirror and light, or equivalent means. 2. To be accomplished at each No. 1 inspection. Inspect the augmenter tube from both the front and rear ends for cracks or burned areas as described above. 3. Cracked or burned augmenters are to be replaced immediately unless the defects fall within the following limits: (a) Augmenter tubes which are found to have a crack, or cracks, in the outer shell may be flown in scheduled operation to a base station for replacement if the cracks are less than 3/4-inch long, no more than three cracks exist in the outer shell, and no two cracks are within 6 inches of each other. (b) Augmenter tubes found to have small cracks at the ends of seam welds on the wear band (doubler) at the forward end of the outer shell, are considered airworthy. Such cracks, when confined to the wear band, do not affect the safety of the tube and have shown no tendency to progress to a dangerous condition. 4. The inspections specified in 1 and 2 are not necessary on the following augmenter types: CVAC P/N 240-6220195 with any of the following forward augmenter sections: 240- 6221107, 240-622107-250, -252, -260, -262, -264, -268, -280, -290, -300, -314, -360. This supersedes AD 48-40-03.