Results
74-12-01: 74-12-01 ENSTROM: Amendment 39-1856 as amended by Amendment 39-1940. Applies to Models F-28 and F-28A helicopters: Compliance: Required as indicated, unless already accomplished. To prevent failure of the forged idler yoke (P/N 28-13223) (a) Before further flight and every 10 hours' time in service thereafter inspect by dye penetrant inspection method the webbed area of the forged idler yoke P/N 28-13223 for cracks. A forged idler yoke can be distinctively identified by the Part Number 28-13223 forged in 1/4 inch raised numbers on one side of the barrel portion and the alloy number MMT2014 forged in raised letters on the other side. (b) As part of each pilot preflight inspection (logbook entry not required), the owner/operator is required to visually inspect the webbed area of the forged idler yoke P/N 28- 13223 for cracks. (c) If cracks in the forged idler yoke P/N 28-13223 are detected when inspected in accordance with paragraph (a) or (b) above, replace it before further flight with a cast idler yoke P/N 28-13299, at which time the inspections required by this Airworthiness Directive are no longer applicable. (d) The forged idler yoke P/N 28-13223 can be replaced at any time with a cast idler yoke P/N 28-13299 at which time inspections required by this Airworthiness Directive are no longer applicable. (e) Equivalent methods of compliance with this Airworthiness Directive must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region. Amendment 39-1856 was effective June 5, 1974, and was effective April 19, 1974, for all recipients of the air mail letter dated April 19, 1974, which contained this amendment. This Amendment 39-1940 becomes effective September 4, 1974.
2005-13-12: The FAA adopts a new airworthiness directive (AD) for certain Air Tractor, Inc. (Air Tractor) Models AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-402, AT-602, AT-802, and AT-802A airplanes. This AD requires you to repetitively tighten the four eyebolts that attach the front and rear spar of the horizontal stabilizer to the respective stabilizer strut to the specified torque, and repetitively replace at specified intervals any eyebolts that attach the front and rear spar of the horizontal stabilizer to the respective stabilizer strut. An option for replacing the steel brace assembly inside the stabilizer with a new steel brace assembly with larger bushings and stronger eyebolts that increases the interval for replacement of eyebolts for AT-602, AT-802, and AT-802A airplanes is also included in this AD. This AD results from reports of failures of the subject eyebolt. We are issuing this AD to detect, correct, and prevent future fatigue failure in any eyebolt that attachesthe front and rear spar of the horizontal stabilizer to the respective stabilizer strut. Failure of the eyebolt could lead to an abrupt change or complete loss of pitch control and/or the airplane departing from controlled flight.
2016-08-11: We are superseding Airworthiness Directive (AD) 2012-17-13, which applied to certain The Boeing Company Model 707 airplanes, and Model 720 and 720B series airplanes. For certain airplanes, AD 2012-17- 13 required using redefined flight cycle counts; determining the type of material of the horizontal stabilizer, rear spar, and upper and lower chords on the inboard and outboard ends of the rear spar; repetitively inspecting for cracking of the horizontal stabilizer components; and repairing or replacing the chord, or modifying chord segments made of 7079 aluminum, if necessary. For all airplanes, AD 2012-17-13 required inspecting certain structurally significant items, and repairing discrepancies if necessary. This new AD adds a requirement to replace all chord segments made of 7079 aluminum with new, improved chord segments made of 7075 aluminum. This AD was prompted by a determination that all chord segments made of 7079 aluminum must be replaced with new, improved chord segments made of 7075 aluminum. We are issuing this AD to detect and correct stress corrosion and potential early fatigue cracking in the horizontal stabilizer, which could result in reduced structural integrity of the horizontal stabilizer.
73-11-07: 73-11-07 SIAI-MARCHETTI: Amdt. 39-1647. Applies to SIAI Marchetti, Model S.205 airplanes, Serial Nos. 001 through 003, 101 through 399, 4-101 through 4-165, 4-167 through 4- 215, 4-227, 4-232 through 4-252, 4-254, 4-267, 4-268, 4-270, 4-271, 4-273, 4-274, 4-282, 4-285, 5-302, 5-303, 5-406; and Model S.208 airplanes, Serial Nos. 001 through 003, 1-03 through 1-15, 2-16 through 2-22, 2-47 through 2-50, 369, 3-100, 4-51, 4-231, 4-233, and 4-256 through 4-258. Compliance is required as indicated unless already accomplished. To detect frayed or improperly aligned flap and aileron control cables at the passage of the cables from the fuselage to the wings, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, inspect the flap and aileron control cables in the area of passage from the fuselage to the wings for fraying or contact with the metallic cup, P/N 205-1-156-11, in accordance with SIAI Marchetti Service Bulletin No. 205B31 dated January 14, 1972, or FAA-approved equivalent. (b) If frayed flap or aileron control cables or contact between the control cables and the metallic cup, P/N 205-1-156-11, are found during the inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, replace any frayed cables and rework the metallic cup, P/N 205-1-156-11, in accordance with SIAI Marchetti Service Bulletin No. 205B31 dated January 14, 1972, or FAA-approved equivalent. This amendment becomes effective June 22, 1973.
2005-13-01: The FAA is superseding an existing airworthiness directive (AD) for Hoffmann Propeller GmbH & Co KG Models HO-V343 and HO-V343K propellers. That AD currently requires initial and repetitive visual inspections of propeller blades for blade shake and blade nut preload. That AD also requires initial and repetitive eddy current inspections of blade hubs for damage and cracks. This AD requires an ultrasonic inspection of the propeller hub and an eddy current inspection of the propeller hub if any cracks are discovered during ultrasonic inspection. Additionally, this AD requires sending a hub inspection report to the manufacturer. This AD also requires replacement of the propeller if any signs of blade shake, cracks, or other damage to the propeller hub outside serviceable limits are detected during the inspections. This AD results from the discovery of a propeller blade separation due to a possible hub failure. We are issuing this AD to prevent propeller hub failure and blade separation due to an unknown root cause, leading to damage and possible loss of control of the airplane.
67-14-07: 67-14-07 PIPER: Amdt. 39-375 Part 39 Federal Register April 20, 1967. Applies to Model PA-25-235 Airplanes, Serial Numbers 25-2000 to 25-4171 Inclusive. Compliance required as indicated. To prevent further failures of engine exhaust system components, accomplish the following: (a) Initial Inspection. Unless already accomplished, conduct the following inspections within the next 50 hours' time in service after the effective date of this AD on aircraft with 150 or more hours total time. On aircraft with less than 150 hours' total time, conduct the following inspection before an accumulation of 200 hours' total time unless already accomplished. (1) Inspect the entire exhaust system for signs of cracks, burn-throughs, weld separations, failed internal baffles, etc. Remove the muffler assembly by disconnecting air ducts, stacks, shrouds, etc., as necessary to permit a thorough visual inspection of exterior and interior surfaces with a probe light and mirror. The cabin air heat shroud must also be removed from the muffler. (2) In addition to the exhaust inspection, accomplish the following: (i) Inspect the lower ignition harness for deteriorated insulation. (ii) Inspect the lower engine mount in the area near the exhaust stack for blistered or burned paint and rust. (iii) Inspect the rubber engine mount bushings for deterioration and loss of resilience. (iv) Inspect all flexible air and heat ducting for deterioration and burning. Parts bound damaged or deteriorated as described above must be replaced or repaired before further flight. Extreme care must be exercised when re-installing the exhaust system components to prevent distortion of preloading any parts. (b) Recurrent Inspections. With 50 hours' time in service from the initial inspection and every 50 hours' time in service thereafter, repeat the initial exhaust system inspection described in (a)(1) except that the muffler neednot be removed from the aircraft provided visual inspection with probe light and mirror are made through the muffler tail pipe outlet and one end of the muffler at the stack connection. (c) Compliance Time Adjustments. (1) The inspection time intervals may be adjusted up to a maximum of 15 hours to coincide with aircraft annual or 100 hour scheduled inspections. (2) Inspections, repairs or alterations must be accomplished by authorized individuals or repair facilities. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 91.173. (d) The recurrent inspections of the exhaust systems as required in (b) may be discontinued upon installation of the new improved muffler and exhaust stack clamps included in muffler installation kit, Piper Part No. 753-753. (Piper Service Bulletin No. 241 covers this same subject.) This directive effective May 20, 1967.
2015-14-05: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) JT8D-217C and JT8D-219 turbofan engines. This AD was prompted by reports of cracking in the low-pressure turbine (LPT) shaft. This AD requires removing affected LPT shafts from service using a drawdown plan. We are issuing this AD to prevent failure of the LPT shaft, which could lead to an uncontained engine failure and damage to the airplane.
97-14-03: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires installation of a newly designed rudder-limiting device and yaw damper system. This amendment is prompted by a report indicating that a full rudder input, either commanded or uncommanded, could result in a rapid roll upset; and by reports of malfunctions of the yaw damper system. The actions specified by this AD are intended to prevent excessive rudder authority and consequent reduced controllability of the airplane; and malfunctions of the yaw damper system, which could result in sudden uncommanded yawing of the airplane and consequent injury to passengers and crewmembers.
2005-13-07: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Co.) TFE731-2 and -3 series turbofan engines with certain part numbers (P/Ns) and serial numbers (SNs) of low pressure (LP) 1st and 2nd stage turbine rotor discs initially installed. This AD requires replacement of those LP 1st and 2nd stage turbine rotor discs. This AD results from a report of an uncontained failure of an LP 2nd stage turbine rotor disc that resulted in an in-flight engine shutdown. We are issuing this AD to prevent LP turbine rotor disk separation, which could result in an uncontained engine failure and damage to the airplane.
74-20-05: 74-20-05 BELL: Amendment 39-1965. Applies to Bell Model 212 helicopters, serial numbers 30501 through 30593, certificated in all categories. Compliance required within the next 100 hours' time in service after the effective date of the A.D., unless already accomplished. To prevent possible failure of the synchronized elevator ribs with resulting loss of the elevator, modify the right and left elevators as specified in Part III of Bell Helicopter Company Service Bulletin No. 212-01-74-2 dated March 27, 1974, or later FAA approved revision. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D. C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D. C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective October 21, 1974.
74-16-05: 74-16-05 SIKORSKY AIRCRAFT: Amendment 39-1910 is amended by Amendment 39-2033. Applies to S-64A, S-64E, and S-56 helicopters certificated in all categories. Compliance required as indicated. To prevent fatigue failures of the main rotor head spindle lock nut, accomplish the following: (a) Before the accumulation of 750 hours time in service on a main rotor head spindle lock nut, P/N S1510-23031-0, or within the next 25 hours time in service after the effective date of this AD, whichever occurs later, replace the affected lock nut with a serviceable part of the same part number and thereafter repeat replacement at intervals not to exceed 750 hours time in service. (b) Before the accumulation of 10,500 hours time in service on a main rotor head spindle lock nut, P/N S1510-23031-1, or within the next 25 hours time in service after the effective date of this AD, whichever occurs later, replace the affected lock nut with a serviceable part of the same part number and thereafter repeat replacement at intervals not to exceed 10,500 hours time in service. Amendment 39-1910 became effective August 15, 1974. This amendment 39-2033 becomes effective December 12, 1974.
51-15-02: 51-15-02 FRANKLIN: Applies to All Franklin 6A4-165-B3 Engines Serially Numbered 33046 and Below Incorporating Original Crankcase (Left Half No. 18305; Right Half No. 18306). These Two Parts Form Crankcase Assembly, P/N 18553. The Number of Each Crankcase Half is Located on Each Casting Below the Number 1 and 6 Cylinder Location. To be accomplished by July 15, 1951. Effective on and after this date, all applicable crankcases with 500 hours of operation since new or 250 hours since last overhaul should be inspected as follows: Remove crankcase cover and visually inspect the webbing near the main journal area for cracks. (1) Crankcases found to be free of cracks should be inspected at 250-hour intervals thereafter. In the event that the conditions described in (2) and (3) are detected, the provisions of (2) and (3) will apply. (2) Crankcases found with (a) surface indications, hairline cracks, or small wall cracks and (b) cracks starting at main bearing stud hole on the opposite side from main bearing support, may be operated further at the option of the owner. Such crankcases should be inspected at 50-hour intervals thereafter to determine progress of cracks. (3) Crankcases found fractured or with cracks that have progressed to the extent that they enter the main bearing supports (usually from back near (a) main bearing stud hole and (b) drilled oil hole) indicate that a complete break soon will occur. Such crankcases should be replaced with the reinforced crankcase assembly, P/N 18925, at which time no further inspection is required. Crankcase assembly P/N 18925 may be identified by casting No. 18905 appearing below No. 1 cylinder location and casting No. 18906 appearing below No. 6 cylinder location. (Franklin Service News No. 10 also covers this subject.)
2005-13-03: The FAA is adopting a new airworthiness directive (AD) for certain AvCraft Dornier Model 328-100 and -300 airplanes. This AD requires operators to install colored identification strips on the pulley brackets, fairlead bracket assemblies, operational assemblies, and flight control cables. This AD is prompted by a report that the flight control systems do not have elements that are distinctively identified. We are issuing this AD to prevent the incorrect re-assembly of the flight control system during maintenance, which could result in reduced controllability of the airplane.
67-03-08: 67-03-08 VICKERS: Amdt. 39-330 Part 39 Federal Register December 29, 1966. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required as indicated. To prevent further failures of the nose landing gear bracing structure, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 300 hours' time in service, visually inspect the nose landing gear bracing structure for damage in accordance with British Aircraft Corporation (BAC) Ltd. Preliminary Technical Leaflet (PTL) No. 104, Issue 3 (800/810 Series), or No. 240, Issue 3 (700 Series), or later ARB-approved issue, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection until modified in accordance with (e). (b) Within the next 350 hours' time in service after the effective date of this AD, unless already accomplished within the last 1,050 hours' time in service, conduct a radiographic inspection or disassemble and inspect by dye penetrant the upper and lower actuator beam members and center diaphragms of the actuator beam for cracks in accordance with applicable PTL specified in (a) of this AD or later ARB-approved issue and thereafter at intervals not to exceed 1,400 hours' time in service from the last inspection until modified in accordance with (e). (c) Conduct the visual inspection specified in (a) before further flight and the radiographic or dye penetrant inspection specified in (b) within the next 350 hours' time in service following any flight in which the nose landing gear is subjected to any of the high loadings discussed in the paragraph headed "The Cause" of the applicable PTL specified in (a) of this AD or later ARB-approved issue. (d) Repair or replace any parts found damaged or cracked during the inspections required by this AD before further flight in accordance with the applicable PTL specified in (a) of this AD or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region. (e) The repetitive inspections required by this AD may be discontinued after installation of BAC Modification D3147 (700 Series) or (800/810 Series) or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, Middle East 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 that operator. This directive effective January 28, 1967.
2005-12-20: The FAA is adopting a new airworthiness directive (AD) for certain The Lancair Company (Lancair) Model LC41-550FG airplanes. This AD requires both visual and dye penetrant inspections of the elevator torque tube assembly for cracks. If a crack is found, this AD requires replacement with a modified assembly that incorporates a steel doubler. This AD also requires replacement of the modified elevator torque tube assembly every 300 hours time-in-service or 18 months (whichever occurs first). This AD results from cracks found in the weld area of the elevator torque tube assembly. We are issuing this AD to detect and correct cracks in the elevator torque tube assembly, which could result in failure of the elevator torque tube assembly and subsequent loss of control of the airplane.
2016-07-26: We are superseding Airworthiness Directive (AD) 2010-23-02 for Eurocopter France (now Airbus Helicopters) Model SA-365N, SA-365N1, AS- 365N2, and AS 365 N3 helicopters. AD 2010-23-02 required amending the Limitations section of the Rotorcraft Flight Manual (RFM) to limit the never-exceed velocity (VNE) to 150 Knots Indicated Air Speed (KIAS) and to add a 1,500 ft/minute rate of descent (R/D) limitation beyond 140 KIAS. Since we issued AD 2010-23-02, a design change designated as modification (MOD) 0755B28 improved the dynamic behavior of the horizontal stabilizer such that AD actions are not required. This new AD retains the requirements of AD 2010-23-01 and revises the applicability to exclude helicopters with MOD 0755B28. We are issuing this AD to exclude certain helicopters from the applicability and restrict the VNE on other helicopters to prevent failure of the horizontal stabilizer and subsequent loss of control of the helicopter.
2005-12-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires inspecting the electrical connectors of the fire extinguisher bottles for the forward and aft baggage compartments and for the auxiliary power unit and engine nacelles to determine if they are connected correctly; and doing related investigative and corrective actions, if necessary. This AD is prompted by reports of the electrical connectors for the fire bottles in the forward and aft baggage compartments being cross connected. We are issuing this AD to detect and correct cross connection of the fire extinguisher bottles, which could result in failure of the fire bottles to discharge and consequent inability to extinguish a fire in the affected areas.
66-14-01: 66-14-01 AERO COMMANDER (SNOW): Amdt. 39-246 Part 39 Federal Register June 3, 1966. Applies to Models S-2A, S-2B, S-2C, and 600 S-2C Airplanes. Compliance required as indicated, unless already accomplished. To prevent fatigue cracks in the lower spar cap of the wing main spar, accomplish the following: (a) For Model S-2A airplanes with 1,400 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 1,500 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (b) For Model S-2A airplanes with less than 1,400 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 1,500 hours' time in service and comply with (l) within the next 1,500 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 1,500 hours' time in service. (c) For Models S-2B and S-2C airplanes, Serial Number 1189 and below, powered by 450 hp. engines, with 900 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 1,000 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (d) For Models S-2B and S-2C airplanes, Serial Number 1189 and below, powered by 450 hp. engines, with less than 900 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 1,000 hours' time in service and comply with (l) within the next 1,000 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 1,000 hours' time in service. (e) For Model S-2C airplanes, Serial Numbers 1190 through 1231, powered by 450 hp. engines, with 900 or more hours' time in service on the effective date of this AD, comply with (l) within the next 100 hours' time in service. (f) For Model S-2C airplanes, Serial Numbers 1190 through 1231, powered by 450 hp. engines, with less than 900 hours' time in service on the effective date of this AD, comply with (l) before the accumulation of 1,000 hours' time in service. (g) For Models S-2C and 600 S-2C airplanes, Serial Number 1189 and below, powered by 600 hp. engines, with 600 or more hours' time in service on the effective date of this AD - (1) Comply with (k) within the next 100 hours' time in service and comply with (l) within the next 700 hours' time in service after complying with (k); or (2) Comply with (l) within the next 100 hours' time in service. (h) For Models S-2C and 600 S-2C airplanes, Serial Number 1189 and below, powered by 600 hp. engines, with less than 600 hours' time in service on the effective date of this AD - (1) Comply with (k) before the accumulation of 700 hours' time in service and comply with (l) within the next 700 hours' time in service after complying with (k); or (2) Comply with (l) before the accumulation of 700 hours' time in service. (i) For Models S-2C and 600 S-2C airplanes, Serial Numbers 1190 through 1231, powered by 600 hp. engines, with 600 or more hours' time in service on the effective date of this AD, comply with (l) within the next 100 hours' time in service. (j) For Models S-2C and 600 S-2C airplanes, Serial Numbers 1190 through 1231, powered by 600 hp. engines, with less than 600 hours' time in service on the effective date of this AD, comply with (l) before the accumulation of 700 hours' time in service. (k) Install modified wing center splice in accordance with Snow Service Letter No. 29 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (l) Install wing lower steel spar caps in accordance with Snow Drawing No. 5-1089, Revision D, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (Snow Service Letter No. 36 pertains to this subject.) This directive effective July 5, 1966.
2016-07-29: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP, AS332C, AS332L, AS332L1, and AS332L2 helicopters. This AD requires inspecting each TECALEMIT flexible hydraulic hose (hose) installed in the main gearbox (MGB) compartment and replacing the hose if a crack, cut, or other damage exists. This AD was prompted by reports about the loss of in-flight hydraulic pressure on Eurocopter France helicopters. The actions of this AD are intended to prevent loss of the hydraulic system and consequently, loss of helicopter control.
2010-23-05: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Prompted by [an] accident * * *the FAA published SFAR 88 (Special Federal Aviation Regulation 88) * * *. * * * * * Fuel Airworthiness Limitations arising from the required systems safety analysis are items that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the corrective actions(s) developed by the TC [type certificate] holder. We are issuing this AD to require actions to correct the unsafe condition on these products.
82-12-04: 82-12-04 DETROIT DIESEL ALLISON: Amendment 39-4396. Applies to Detroit Diesel Allison (DDA) combined power turbine and propeller governor assembly, DDA P/N 6875708, (Woodward P/N 8210-018) with the following serial numbers: 904780A 1751790A 1282800A 1751791A 1282910A 1751812A 1282921A 1752008A thru 1752011A 1283049A thru 1283081A 1752015A 1585707A thru 1585740A 1752147A 1704950A thru 1704968A 1752148A 1709149A 1752132A 171127A 1753623A 1713260A thru 1713263A 1753624A 1720002A 1806013A 1720003A 1806047A 1720471A 1807845A 1720472A 1807846A 1720989A 1807957A 1740062A 1807958A 1740063 1808591A 1740231A 1808973A 1743198A 1812386A 1743199A 1812819A 1746476A 1814712A 1746508A 1814713A 1747637A 1816433A 1747638A 1819864A 1747642A thru 1747645A 1820615A thru 1820617A 1747750A 1820648A 1747751A 1821184A 1747817A 1821845A 1747948A 1821854A 1748560A 1821882A 1749652A 1823181A 1750586A 1823182AThe above governors are installed on, or are spares for, Detroit Diesel Allison 250-B15G, B17, B17B, and B17C engines which are installed on, but not limited to, Cessna 401, 401A, 401B, 402, 402A, 402B, and 414 airplanes modified in accordance with STC SA117NW and Government Aircraft Factories (GAF) Nomad N22B and N24A. Compliance is required, unless already accomplished, within the next 50 hours time in service or the next 30 days, whichever occurs first, after the effective date of this AD. a. Complete the ground functional check in accordance with the accomplishment instructions of Detroit Diesel Allison Alert Service Bulletin No. CEB-A-87 or CEB-A-1151, or later FAA-approved revision, as appropriate. b. Governors that fail the check must be removed and replaced with a properly calibrated governor prior to next flight. Equivalent means of compliance may be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration (FAA), 2300East Devon Avenue, Chicago, Illinois. NOTE: The following service bulletins refer to this subject: DDA No. CEB-A-87, for 250-B15G engines, dated February 5, 1982. DDA No. CEB-A-1151, for 250-B17, -B17B, and -B17C engines, dated February 5, 1982. Woodward No. 33577, dated February 1982. This amendment becomes effective June 7, 1982
96-09-20: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model HS 748 series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2005-12-18: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 757 series airplanes. For certain affected airplanes, this action requires repetitive testing of the secondary brakes of the horizontal stabilizer trim actuator (HSTA). For all affected airplanes, this action requires repetitive overhauls of the primary brake and differential assembly of the HSTA, which would constitute terminating action for the repetitive testing of the secondary brake. This action is necessary to prevent grease contamination on the primary HSTA brake and consequent loss of the primary brake function, which, in combination with the loss of the secondary HSTA brake function, could result in loss of control of the airplane. This action is intended to address the identified unsafe condition.
65-25-03: 65-25-03 PIPER: Amdt. 39-155 Part 39 Federal Register November 10, 1965. Applies to Models PA-24 and PA-24-250 Airplanes, Serial Numbers 24-1 through 24-3225 except 24- 923. Compliance required as indicated. To prevent further failures of the nose landing gear drag link clevis, accomplish the following: (a) Inspect nose landing gear drag link clevis, P/N's 20859-03(HT), 20859-02, or 20859-00, as applicable, for cracks in the thread roots and the shank-to-clevis fillet radius using water-washable or water-emulsifiable dye penetrant methods or an FAA-approved equivalent within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 75 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until modified in accordance with (b)(2) or (3). (b) If a crack is found, before further flight - (1) Replace the clevis with an uncracked clevis inaccordance with Piper Service Letter No. 366, dated January 3, 1962, or later FAA-approved revision; (2) Replace the clevis with an uncracked drag link clevis, P/N 20859- 03(HT), reinforced with drag link clevis reinforcement bracket, Piper P/N 25257, in accordance with the sketch on the back of Piper Service Letter No. 445, dated April 21, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region; or (3) Install Piper Kit Number 754429, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This directive effective December 10, 1965.
65-19-02: 65-19-02 BEECH: Amdt. 39-125 Part 39 Federal Register August 26, 1965. Applies to Model 23 Airplanes, Serial Numbers M-225 through M-554 except M-344, M-381, M-387, M- 389, and M-390; and Model A23 Airplanes, Serial Numbers M-556 through M-791 except M- 737, M-742, M-763, N-764, M-777, and M-780. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent failure of the aileron control column links due to insufficient edge distance and resultant loss of aileron control, accomplish the following: Visually inspect the four links, P/N 169-524040-15, that attach the aileron cable to the chain on the control column for edge distance. Replace each link with edge distance less than 0.16 inch, measured from the center of the attach hole to the edge of the link, with a link with edge distance of 0.16 inch or greater or an FAA-approved equivalent. (Beech Service Bulletin No. 65-13, dated July1965, covers this same subject.) This directive effective August 26, 1965.