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73-24-01: 73-24-01 ROCKWELL INTERNATIONAL: Amdt. 39-1743. Applies to Rockwell Commander Model 112 airplanes, Serial Numbers 3 through 120, certificated in all categories. Compliance required before further flight unless already accomplished. To prevent failure of the aileron hinges and/or the elevator trim tab hinges, accomplish the following: (a) Inspect all hinge halves of both ailerons and both elevator trim tabs from underside of aircraft to determine if the hinges are of the formed type made by rolling the edge of a 0.040 inches thick flat sheet or of the extruded type 0.060 inches thick. (b) If extruded hinge halves are found in all locations, no further action is required. (c) If a formed hinge piece is found, that complete hinge must be replaced with Rockwell Commander Part No. 42251-1 for the aileron hinges or Rockwell Commander Part No. 44020-5 for the elevator trim tab hinges before further flight. If no cracks are visually evident in any formed hinges,the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be performed. Rockwell International Service Bulletin No. SB-112-6 pertains to this same subject. This amendment becomes effective November 19, 1973.
60-10-01: 60-10-01 BELL: Amdt. 146 Part 507 Federal Register May 10, 1960. Applies to All Helicopter Models: 47B, 47B3, 47D, 47D1, 47G, and 47H1, all Serial Numbers; 47G2 Serial Numbers 1327 Through 2467, 2469, 2470, 2472 Through 2477, 2556 Through 2558; 47J Serial Numbers 1420 Through 1776 (Except For Helicopters On Which Kit No. 47-3410-1 (333SI) Has Been Installed); 47E, and 47K. Compliance required as indicated except Model 47G2, Serial Numbers 2451, 2452, 2457, 2459 through 2467, 2469, 2470, 2472 through 2477, 2556 through 2558, for which compliance date is September 2, 1960. As the result of a number of recent failures of the scissor lever pivot bolts due to excessive wear, the following is required unless already accomplished. (a) Prior to June 30, 1960, except 47E and 47K as to which compliance is required prior to August 15, 1960, inspect the scissor lever pivot bolts, AN 174-31, and bolt holes in the brackets of the collective pitch sleeve weld assembly, P/N 47-150-117-5 for wear. Wear limits and reinspection intervals are specified in the following items (1), (2), (3), and (4). (1) If the diameter of the two AN 174-31 bolts is less than 0.2465 inch in any area, bolts must be replaced prior to next flight. (2) If the diameter of the bolt holes in the brackets of the collective pitch sleeve assembly is 0.2550 inch or more, install four bushings, P/N 47-150-260-3 or equivalent, and new AN 174-31 bolts within the next 25 hours' time in service. (3) If the diameter of the bolt holes in the brackets of the collective pitch sleeve assembly is between 0.2500 and 0.2550 inch, the bolts and bolt holes must be reinspected dimensionally every 25 hours' time in service until bushings P/N 47-150-260-3 are installed. (4) If the diameter of the bolt holes in the brackets of the collective pitch sleeve assembly is 0.2500 inch or less, the bolts and bolt holes must be reinspected dimensionally every 100 hours' time in service until bushings P/N 47-150-260-3 are installed. (b) Upon installation of the bushings P/N 47-150-260-3, the bolts and bushing holes must be inspected every 300 hours' time in service thereafter. (c) Upon installation of the four bushings, P/N 47-150-260-3, designate the reworked collective pitch sleeve weld assembly as P/N 47-150-117-21. (Bell Service Bulletin No. 129SB, dated March 18, 1960, covers this same subject.) Revised July 15, 1960. Revised August 19, 1960.
2005-10-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness of the Canadair Regional Jet Maintenance Requirements Manual by incorporating new repetitive detailed inspections of the secondary load path indicator for the horizontal stabilizer trim actuator (HSTA). This AD is prompted by a report of a potential failure of the horizontal stabilizer trim actuator (HSTA) secondary nut in conjunction with a latent failure of the HSTA primary load path discovered during sampling program activities. We are issuing this AD to detect and correct latent failure of the primary load path of the HSTA, which, in conjunction with a failure of the HSTA secondary nut, could result in loss of horizontal trim control and consequent reduced controllability of the airplane.
70-25-09: 70-25-09 AEROSTAR: Amdt. 39-1127. Applies to Model 601, S/N's 61-001 through 61- 0070, and to all Model 600 airplanes equipped with the Aerostar Model 601 oxygen system. Compliance required within the next 10 hours time in service after the effective date of this AD unless already accomplished. To prevent possible short circuiting of the microphone jack connection by contact with the oxygen outlet receptacle due to their proximity to each other, accomplish the relocation specified in Aerostar Aircraft Corporation Service Bulletin No. S.B. 600-26 dated November 6, 1970, or later FAA-approved revisions, or other equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA. This amendment becomes effective to all known owners of Aerostar Model 601 airplanes and Model 600 airplanes equipped with the Aerostar Model 601 oxygen system upon receipt of individual copies mailed December 8, 1970 and to all other persons on December18, 1970.
96-12-07: This amendment supersedes an existing airworthiness directive (AD), applicable to Teledyne Continental Motors (TCM) (formerly Bendix) S-20, S-1200, D-2000, and D-3000 series magnetos equipped with impulse couplings, that currently requires inspections for wear, and replacement, if necessary, of the impulse coupling assemblies. This amendment requires replacement, if necessary, of worn riveted impulse coupling assemblies with serviceable riveted impulse couplings or snap ring impulse couplings. This amendment is prompted by the availability of an improved design for the impulse coupling assembly. The actions specified by this AD are intended to prevent magneto failure and subsequent engine failure.
2005-10-08: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD requires operators to install torque tube catchers on the control columns of the flight controls. This AD is prompted by the discovery that a single malfunction of the torque tube could result in both flight control columns being supported by only one self-aligning bearing. We are issuing this AD to prevent the torque tube from fouling against the underfloor control cables, which could result in reduced controllability of the airplane.
75-11-01: 75-11-01 CESSNA: Amendment 39-2204 as amended by Amendment 39-2548. Applies to all Cessna Model 320 Series airplanes. Compliance: Required as indicated, unless already accomplished. To detect and correct fuel line chafing or fuel leaks behind the engine firewalls, within 100 hours' time in service after the effective date of this AD, accomplish the following: A) Visually inspect fuel lines routed in the area behind the engine firewalls and the front wing spars for leaks or chafing in accordance with Cessna Service Letter ME70-39, Revision I, dated April 4, 1975, or subsequent revisions. B) If as a result of the inspection required by Paragraph A, fuel line leaks or damage is found, prior to further flight, replace the affected line with an airworthy part in accordance with Cessna Service Kit SK402-8C dated February 20, 1975, or subsequent revisions. C) On Models 320D, 320E and 320F airplanes, in addition to the inspection required in Paragraph A, add additional supporting clamps to the crossover fuel lines in accordance with Cessna Service Kit SK402-8C, dated February 20, 1975, or subsequent revisions. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-2204 became effective May 20, 1975. This amendment 39-2548 becomes effective March 22, 1976.
2001-11-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-400, 757-200, 767-200, and 767-300 series airplanes, that currently requires repetitive checks to detect certain failures in the warning electronic unit (WEU) or modular avionic warning electronic assembly (MAWEA); repetitive tests to detect any failure of tactile, visual, or aural alerts generated by the WEU or MAWEA; and corrective action, if necessary. This amendment makes these requirements applicable to other airplanes on which the defective power supplies may be installed, eliminates the repetitive tests for certain airplanes, and increases the interval for the repetitive tests for certain other airplanes. This amendment also requires replacing any subject power supply in the WEU or MAWEA with a new, modified, or serviceable power supply. The actions specified by this AD are intended to prevent failure of the WEU or MAWEA power supplies, which could result in loss of visual, aural, and tactile alerts to the flightcrew. Absence of such alerts could result in the flightcrew being unaware that an immediate or appropriate action should be taken in the event of an unsafe condition.
59-05-04: 59-05-04 ERCOUPE: Applies to All Models 415-C, 415-CD, 415-D, E and G. Compliance to be accomplished within the next 100 hours of operation. Frequent failures of the rear spar center section have been found on Ercoupe Model aircraft. These failures follow the same pattern in that the rear spar P/N 415-13048 L/R failed due to cracking of the upper flange in the area of the intersection of the rear spar with the fuselage side on either the right or left spar assembly. Repairs made in the field with gusset plates have been found to be only partially satisfactory and in most instances did not keep the crack from progressing into the spar web. This damage to the spar has been attributed to the following: (1) Rough landings coupled with a lack of fluid in the oleo struts. (2) Taxiing at high speeds over rough terrain. (3) A combination of (1) and (2) with the structure weakened by corrosion due to no protective coating of the spar. In view of the above, it is mandatory that therear spar on Forney (Ercoupe) aircraft be inspected and action taken as follows: (1) If no damage or cracks are found, the spar must be reinforced by stiffener angle P/N F-13109 or equivalent. The spar may be considered satisfactory if previously reinforced with P/N 415-13108 or equivalent. (2) If damage or crack exists but does not extend into the spar web, a repair may be made by the addition of stiffener P/N F-13109 or equivalent provided an inspection every 100 hours of service life thereafter discloses no further progressive damage. If damage is found to progress, then a new spar and stiffener must be installed. If damage or crack extends into the spar web, the spar must be replaced. (3) If a new spar and stiffener is installed, the 100-hour inspection requirement in (2) above may be eliminated. (Forney Manufacturing Company, Aviation Division, Fort Collins, Colorado, Service Memorandum 53A supersedes Service Memorandum 53 and covers this same subject.) This supersedes AD 57-13-03.
75-23-07: 75-23-07 CESSNA: Amendment 39-2418. Applies to Models 310Q/T310Q (Serial Numbers 310Q0401 thru 310Q1160) and 310R/T310R (Serial Numbers 310R0001 thru 310R0330) airplanes. Compliance: Required as indicated, unless already accomplished. To assure proper operation of the emergency exit window, within the next 50 hours' time in service after the effective date of this AD, accomplish the window modification, screw inspection, trim modification and placard installation, as applicable, in accordance with Cessna Service Letter ME75-26 or later approved revision or by any equivalent method of compliance approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective November 13, 1975.