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96-13-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that currently requires certain maximum brake wear limits to be incorporated into the FAA-approved maintenance inspection program. That AD also currently requires that the Airplane Flight Manual (AFM) be revised to include certain procedures concerning operations in the event of a rejected takeoff (RTO). This amendment requires the incorporation of new maximum brake wear limits for additional brake units into the FAA-approved maintenance program. This action also deletes the previous requirement for the AFM revision. This amendment is prompted by the determination of the maximum allowable brake wear limits for additional brake unit part numbers. The actions specified by the AD are intended to prevent the loss of brake effectiveness during a high energy RTO.
79-05-05: 79-05-05 LOCKHEED-GEORGIA COMPANY: Amendment 39-3427 as amended by Amendment 39-3641. Applies to Model 382 series aircraft certificated in all categories, S/N 3946 and 4101 through 4655, which have not incorporated Lockheed Service Bulletin 382-76-4. Compliance is required as indicated, unless otherwise accomplished: (a) For throttle cables with 3000 hours or more time in service, accomplish the following: (1) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the past 1800 hours' time in service, perform an inspection and replace, as necessary, the throttle cables located at FS-245 (upper and lower) and at the engine horse collar in accordance with Lockheed Maintenance Manual SMP 515A, Work Card No. SP-77 dated 1/31/75. (2) If as a result of an inspection required by this AD it is found that the throttle cables are not within the criteria of paragraph (a)(1), replace cable before further flight. Cablereplacement may be made in accordance with Lockheed Maintenance Manual SMP 581, Chapter 76. (3) Repeat the above inspection and cable replacement, as necessary, at each 1800 hours' time in service after the initial inspection. An alternate compliance time must be substantiated by the operator and recommended by the assigned FAA Principal Maintenance Inspector and approved by the Chief, Engineering and Manufacturing Branch, Southern Region. (b) Lockheed Service Bulletin 382-76-4 provides for the installation of larger diameter pulleys and replacement of cables. If compliance with this Service Bulletin is shown or later FAA approved revision or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Southern Region, the above inspections will no longer be required. (c) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of an airplane to a base for the accomplishment of the modifications required by this AD. Amendment 39-3427 became effective March 12, 1979. This Amendment 39-3641 becomes effective January 2, 1980.
64-17-01: 64-17-01\tBOEING: Amdt. 766 Part 507 Federal Register July 17, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tFailures and malfunctions occurring in the fuel dump chute limit switches of the retractable dump chute system have caused switch overheating sufficient to scorch the connecting wires. To prevent this, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, and thereafter at periods not to exceed 500 hours' time in service, perform a resistance check on the fuel dump chute extend limit switch, P/N's 5EN11-6B or H11-186, and on the fuel dump chute up limit switch, P/N's 2EN15-6 or H11-162. If any switch is found defective, replace before further flight. (Boeing telegraphic messages 6-7161-1-9101 and 6-7161-1-9159 sent to all operators on February 3, and March 28, 1963, respectively, cover this resistance check.) Upon compliance with paragraph (b) the provisions of this paragraph may be discontinued. \n\n\t(b)\tWithin the next 2,500 hours' time in service after August 17, 1964, replace limit switches on each fuel dump chute that do not incorporate a sealed receptacle with improved switches incorporating a sealed receptacle and replace the switch pigtail type wires with new wires and a mating sealed connector, in accordance with Boeing Service Bulletin No. 1877, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin 1877 dated January 23, 1964, and Boeing telegraphic messages 6- 7161-1-9101 and 6-7161-1-9159 dated February 3, and March 28, 1963, respectively, cover this subject.)\n \n\tThis directive effective August 17, 1964. \n\n\tRevised June 25, 1966.
2005-20-06: The FAA is adopting a new airworthiness directive (AD) for all the Airbus models identified above. This AD requires modifying the electrical power supply logic for the integral lighting of the standby horizon indicator in the cockpit, accomplishing repetitive operational tests of the integral lighting logic system, and performing corrective action if necessary. This AD is prompted by a report of temporary loss of six cathode ray tube (CRT) flight displays and the integral lighting of the standby horizon indicator backlight in the cockpit during takeoff, due to failure of the normal electrical power circuit. That power circuit supplies power to both the CRTs and the standby horizon indicator backlight. We are issuing this AD to prevent loss of the integral lighting due to failure of the normal electrical power circuit, which could result in inability of the pilot to read the backup attitude information during takeoff, and possible deviation from the intended flight path.
2002-08-03: This amendment supersedes an existing airworthiness directive (AD) for Enstrom Helicopter Corporation (EHC) Model F-28, F-28A, F-28C, F-28F, 280, 280C, 280F, and 280FX helicopters. That AD currently requires determining the radius of the shaft fillet, performing certain visual and dye-penetrant inspections before further flight, and replacing certain main rotor transmissions. This amendment requires the same actions as the previous AD, adds additional main rotor gear box part numbers, and corrects various errors contained in the current AD. This amendment is prompted by a commenter who noted that two additional main rotor gear box part numbers should have been included in the AD. The actions specified by this AD are intended to prevent shaft failure and subsequent loss of control of the helicopter.
91-08-04: 91-08-04 AVIATECH INC.: Amendment 39-6925. Docket No. 90-ANE-14. Applicability: Aviatech Inc., TSO-C39a Pilot and Co-Pilot seats Model 394 series as follows: Affected Pilot and Co-Pilot seats Part Numbers (P/N), 394 (000) 01,-02, -03, -04, -05, -06, and 394-(001) -01, -02, -03, -04,-05, -06, installed on, but not limited to, Boeing of Canada, Ltd., deHavilland Division, Model DHC-8. Compliance: Required within the next 90 days after the effective date of this AD, unless already accomplished. To prevent the pilot and co-pilot shoulder harness from becoming excessively worn and frayed, which could result in failure of the shoulder harness, accomplish the following: (a) Inspect the pilot and co-pilot seats to determine if any of the above P/Ns are inscribed on the FAA - TSO-C39a tag. (b) Modify all seats with any of the above P/Ns by incorporating the Aviatech Inc. Kit No. 394-25-002, which requires installing new backrest cushion-covers and a roller-guide for the shoulder harness, in accordance with Aviatech Service Bulletin No. 2, Model 394, Revision A, dated March 1, 1990 (Paragraph 2, Accomplishment Instructions). (c) Special flight permits may be issued in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine & Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The modifications and installation procedures shall be done in accordance with the following Aviatech Service Bulletin (SB): DOCUMENT NO. PAGE NO. ISSUE/REVISION DATE Aviatech Inc. 1, 2, 4, 8, 10 Rev. A March 1, 1990 SB No. 2 3, 5, 6, 7, 9, 11 Original June 29, 1989 The 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 Aviatech Inc., 2400 Guenette Street, St. Laurent, Quebec, Canada H4R 2H2. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-6925, AD 91-08-04) becomes effective on May 6, 1991. AVIATECH 1
77-08-04: 77-08-04 BEECH: Amendment 39-2875. Applies to Models 58P and 58PA (Serial Numbers TJ-46 thru TJ-74, TJ-76, TJ-78 thru TJ-80, TJ-82 thru TJ-85, TJ-88 and TJ-89) and Models 58TC and 58TCA (Serial Numbers TK-7 thru TK-18, TK-20, TK-21, TK-25, TK-27, TK-30, TK-32, TK-34, TK-37 and TK-38) airplanes certified in all categories. Compliance: Required as indicated, unless already accomplished. To assure that the correct bolts are installed in the engine mount fittings, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: A. Inspect, and if necessary, replace the engine mount fitting bolts in accordance with the following procedures: 1. Remove the access covers just aft of the engine firewall on the upper and lower inboard and outboard sides of both right and left engine nacelles to gain access to the engine mount fittings (four per engine). 2. Visually inspect the two attach bolts in each fitting (eight bolts for each engine) to determine that NAS bolts are installed. NAS bolts may be identified by a concave indentation on the bolt head and NAS stamped on the bolt head. 3. If NAS bolts are installed, reinstall the access covers and proceed to Paragraph A.6. below. If NAS bolts are not installed, proceed with Paragraphs A.4. thru A.6. below. 4. Using engine hoist and sling as noted in the engine removal section of the applicable Beech Maintenance Manual, lift the engine weight off of the engine mount fittings. 5. Remove any of the engine mount fitting bolts that are not NAS bolts (remove and replace one bolt at a time). Discard the bolts and self-locking nuts removed and install new NAS1104-7 or NAS1104-7M bolts using new AN960-416L washers and new MS21042-4 self-locking nuts. Torque bolts to 50 to 70 inch pounds. Reinstall access covers and proceed to Paragraph A.6. 6. Make proper entry in the aircraft maintenance records that are to be transferred with the aircraft showing compliance with this AD. B. Compliance time for this AD may be extended up to 10 hours to a maximum of 110 hours to allow compliance with this AD at previously scheduled maintenance periods. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D. Beechcraft Service Instructions No. 0875-038 covers the subject matter of this AD. This amendment becomes effective May 26, 1977.
2005-20-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus transport category airplanes, identified above. This AD requires an inspection to determine if a certain lower pin (p-pin) of the retraction actuator of the main landing gear (MLG) is installed. If the affected p-pin is installed, this AD requires a one-time inspection of the p-pin for correct grease hole position and cracking; repetitive daily inspections for pin migration; and eventual replacement of all p- pins with new p-pins. For any p-pin that is cracked or shows pin migration, this AD requires immediate replacement with a new p-pin. Replacing the p-pin with one that is correctly manufactured (i.e., that has the correct grease hole position) is terminating action for the repetitive inspections. This AD results from a report that a cracked p- pin was found when the MLG was removed for overhaul. We are issuing this AD to prevent failure of the p-pin, which could result in degradation of the MLG structural integrity and possible hazardous landing.
2002-07-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -200C series airplanes, that requires repetitive inspections to find cracking of certain fuselage lap joint areas, and repair of any cracking found. This amendment also requires eventual modification of those areas, which constitutes terminating action for the repetitive inspections. This action is necessary to find and fix cracking of certain fuselage lap joint areas, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
98-06-22: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that currently requires measurement of the force required to move the interior control handle of the emergency exit doors, and various follow-on corrective actions, if necessary. This amendment adds repetitive functional tests to measure the force necessary to move the interior control handle of the emergency exit doors; and requires adjusting an emergency exit door or replacing the bearing of the door lifting mechanism, if necessary. This amendment is prompted by reports of seizure of a bearing and increased door handle forces that were outside the limits of the required hand forces due to seizure of two teflon line bearings on the lifting shaft. The actions specified by this AD are intended to prevent impeding passenger evacuation during an emergency due to difficulty in lifting the interior control handle that is used to open the emergency exit door.