Results
76-02-05: 76-02-05 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2497. Applies to DH-104 "Dove" airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the lefthand engine mounting frame top tube, and consequent tearing away of the engine, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, inspect the top tube of the lefthand engine mounting frame, P/N 4EM.201A, for cracks in accordance with paragraph No. 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. (b) If any cracks are found as a result of an inspection required by this AD, replace the engine mounting frame with a new frame of the same part number or with a serviceable used frame of the same part number which has been inspected in accordance with paragraph (a) ofthis AD, and continue to inspect the replacement frame for cracks at intervals not to exceed 75 hours' time in service since the last inspection. (c) If no cracks are found as a result of an inspection required by this AD, continue to inspect the engine mounting frame top tube at intervals not to exceed 75 hours' time in service from the last inspection in accordance with paragraph 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. This amendment becomes effective January 30, 1976.
2012-21-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and - 900 series airplanes. That AD currently requires installing and testing an updated version of the operational program software (OPS) of the flight control computers (FCCs). This new AD requires an inspection for part numbers of the operational program software of the flight control computers, and corrective actions if necessary. This AD was prompted by reports of undetected erroneous output from a single radio altimeter channel, which resulted in premature autothrottle retard during approach. We are issuing this AD to detect and correct an unsafe condition associated with erroneous output from a radio altimeter channel, which could result in premature autothrottle landing flare retard and the loss of automatic speed control, and consequent loss of control of the airplane.
76-01-04: 76-01-04 MCDONNELL DOUGLAS: Amendment 39-2489. Applies to Model DC-9-30 and -50 Series Airplanes Fuselage Numbers 757, 763, 780 through 795, 797 and 798, certificated in all categories. \n\n\tCompliance required within the next 50 hours' time in service or 5 days whichever comes first after the effective date of this AD, unless already accomplished. \n\n\tTo prevent manually induced longitudinal proposing aggravated by the elevator boost system accomplish the following: \n\n\tRemove the hydraulic bleed stop assembly, P/N 4934616-1, per Douglas Alert Service Bulletin A27-176, dated December 13, 1975, or later FAA-approved revisions, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective on January 15, 1976.
2012-20-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of alternating current (AC) generator failures in-service due to incomplete fusion in the weld joint of the rotor band assembly. This AD requires inspecting the AC generator to determine the part number, and replacing the AC generator if necessary. We are issuing this AD to prevent rotor windings from coming in contact with the generator housing, which could result in debris contaminating and potentially blocking the engine oil scavenge system, leading to loss of oil pressure and an in-flight shutdown of the engine.
74-15-05: 74-15-05 PRATT & WHITNEY: Amendment 39-1898. Applies to all Pratt & Whitney Aircraft JT3D turbofan engines containing 14th stage compressor disc, P/N 657814. Compliance required as indicated. To ensure adequate life limit margin for 14th stage compressor discs, P/N 657814, the cyclic life limits on these discs have been reduced below the figures currently approved. Unless already accomplished, remove from service 14th stage compressor discs prior to exceeding the revised life limit listed below or within the next 25 cycles in service after the effective date of this airworthiness directive whichever comes later. Engine Model Previous Life Limit (Cycles) Revised Life Limit (Cycles) JT3D-1 19,000 10,000 JT3D-3B 15,000 8,000 JT3D-7 15,000 8,000 If a disc has been used in more than one engine model, the disc is limited to the lowest cycle life permitted for the engine models in which it has been exposed. This amendment becomes effective July25, 1974.
2012-19-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A340-500 and -600 series airplanes. This AD requires repetitive inspections for corrosion of the drag stay lower arm assembly of the nose landing gear (NLG), and replacement if necessary. This AD also requires eventual replacement of the drag stay lower arm assembly of the NLG with an improved assembly having corrosion protection, which terminates the repetitive inspections required by this AD. This AD was prompted by findings of corrosion traces in the lugs and on the bearing outer surface of the NLG during routine maintenance checks. We are issuing this AD to prevent failure of the drag stay lower arm, which could result in NLG collapse and consequent reduced controllability of the airplane during takeoff.
74-20-02: 74-20-02 BOEING: Amendment 39-1969. Applies to all Model 737 airplanes, certificated in all categories, listed in Boeing Service Bulletin 737-34-1031 dated March 1, 1974, or later FAA approved revisions. \n\tTo prevent erroneous information from being displayed on the pitot-static flight instruments: \n\tWithin the next 3500 hours time in service after the effective date of this AD, modify the pitot static tubing to include a vertical rise just inboard of each pitot-static probe in accordance with Boeing Service Bulletin 737-34-1031, dated March 1, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington. \n\n\tThis amendment becomes effective 30 days after September 25, 1974.
2012-18-13: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires repetitive inspections to detect cracking in the web of the aft pressure bulkhead at body station 1016 at the aft fastener row attachment to the ''Y'' chord, and corrective actions if necessary. This new AD adds various inspections for discrepancies at the aft pressure bulkhead, and related investigative and corrective actions if necessary. This AD was prompted by several reports of fatigue cracking at that location. We are issuing this AD to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage.
74-17-02: 74-17-02 VERTOL: Amendment 39-1915. Applies to Vertol Model 107-II type helicopters certificated in all categories. 1. Prior to the next flight after the effective date of this AD, unless already accomplished, an inspection program for the rotor blades which has been approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, subsequent to March 28, 1974 must be initiated. 2. An acceptable program is one afforded by forward and aft rotor blades altered, inspected and maintained in accordance with Boeing Vertol Service Bulletin 107-329 or later FAA approved revisions. The visual checks of the rotor blade pressure indicator required by paragraph 2 of this AD may be performed by the pilot. This amendment is effective August 13, 1974.
2012-18-06: We are adopting a new airworthiness directive (AD) for Piaggio Aero Industries S.p.A. Model P-180 Airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 jamming of the external bearing of the screwjack drive gear, which resulted in failure of the main wing outboard flap external actuator. We are issuing this AD to require actions to address the unsafe condition on these products.