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2018-22-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of damage to the protective coating and corrosion on the piston/axle of the main landing gear (MLG), caused by friction between the inboard axle sleeve and the axle thrust face. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a detailed inspection of the MLG piston/axle for damage to the protective coating and for corrosion. We are issuing this AD to address the unsafe condition on these products.
70-24-02: 70-24-02\tBOEING: Amdt. 39-1112 as amended by Amendment 39-1203. The following airworthiness directive, applicable to all operators of Boeing 747 airplanes, was effective immediately upon receipt of telegram dated November 5, 1970. \n\tBecause of two cases of loss of main landings gear wheels during airplane takeoff, within the next 125 hours time in service after receipt of this telegram, unless already accomplished, determine the coding identification of the outboard bearing Timken Part No. LM 229139, in all landing gear wheels. Any bearing with code letter "A" through "F" must be replaced with a bearing with code letter "G" "or later" or with an equivalent bearing approved by the Chief, Aircraft Engineering Division, Western Region, before further flight. \n\tNOTE: The bearing identification code letter is between the words "Timken" and "made" on the back face of the bearing cone. \n\tAmendment 39-1112 became effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 5, 1970. \n\tThis Amendment 39-1203 becomes effective May 7, 1971.
81-16-01: 81-16-01 FLUG UND FAHRZEUGWERKE AG: Amendment 39-4174. Applies to Model Diamant 16.5 and 18 gliders, serial numbers 11 through 80, certificated in all categories. Compliance required as indicated, unless already accomplished. To reduce the possibility of wing failure due to possible inadequate bonding of the wing spar cap to the wing shear web, accomplish the following: (a) Before further flight, install a legible operating limitations placard in full view of the pilot that reads: "VNE - NEVER EXCEED SPEED 103 MPH 90 KTS VA - CAUTION SPEED RANGE 74 to 103 MPH 64 to 90 KTS NO ABRUPT CONTROL MOVEMENTS - AVOID TURBULENCE MAXIMUM MANEUVER LOAD FACTOR: +2.8 TO -1.4 MAXIMUM GUST LOAD FACTOR: +3.5 to -1.75," or install an equivalent placard approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (b) Prior to the accumulation of 1500 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 26 through 80, and 1000 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 11 through 25: (1) Inspect, and repair as necessary, wing bonding in accordance with paragraphs 2 and 3, "Inspection Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin No. 07, dated December 1978, or an FAA-approved equivalent; and (2) For gliders with serial numbers 26 to 80, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08, dated December 1978, or an FAA-approved equivalent. (3) For gliders with serial numbers 11 through 15, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08A, dated February 1979, or an FAA-approved equivalent. (c) Upon accomplishment of the inspection, repair and wing reinforcement required by paragraph (b) of this AD, the flight limitations placard required by paragraph (a) of this AD is no longer required. (d) If an equivalent means of compliance is used in complying with paragraph (b) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment supersedes Amendment 39-3905, AD 80-18-09. This amendment becomes effective August 6, 1981.
2018-18-02: We are adopting a new airworthiness directive (AD) for certain Austro Engine GmbH model E4 engines and for all model E4P engines. This AD was prompted by reports of considerable wear on the timing chain on these engines. This AD requires replacement of the timing chain and amending certain airplane flight manuals to limit the use of windmill restarts. We are issuing this AD to address the unsafe condition on these products.
87-15-06: 87-15-06 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-5644. Applies to BHTI Model 222B and 222U helicopters that have tail boom assembly, P/N 222-035- 150-103 or -107, installed. To prevent failure of the tailboom, accomplish the following: (a) Within the next 25 hours time in service and thereafter at intervals not to exceed 25 hours time in service, inspect the tailboom in accordance with Part I of BHTI Alert Service Bulletin Number 222-85-28 for the Model 222B and Number 222U-85-3 for the Model 222U. (b) If any crack is identified during the inspection required in paragraph (a) above, Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or Number 222U-85-3 for the Model 222U must be accomplished before further flight. (c) Upon completion of Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or Number 222U-85-3 for the Model 222U, the inspectionsrequired by paragraph (a) of this AD are no longer necessary. (d) This AD does not apply if Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or 222U-85-3 for the Model 222U has been previously accomplished. (e) Any alternate method of compliance with this AD which provides an equivalent level of safety must be approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101. (f) In accordance with Sections 21.197 and 21.199, flight is permitted to a base where the inspection required by this AD may be accomplished. The procedure shall be done in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 222-85-28 or 222U-85-3, both dated March 21, 1985. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Bell HelicopterTextron, Inc., P.O. Box 482, Fort Worth, Texas 76101. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8401, Washington, D.C. This amendment, 39-5644, becomes effective August 7, 1987.
2018-20-17: We are superseding Airworthiness Directive (AD) 2012-22-10, which applied to certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2012-22-10 required repetitive inspections to determine that cotter pins are installed at affected wing-to-fuselage attachment joints and replacement if necessary. This AD retains the initial inspection of the wing-to-fuselage attachment joints, and removes the repetitive inspections of all but the forward keel beam attachment joint. This AD also changes the repetitive inspection interval for the forward keel beam attachment joint. This AD was prompted by a determination that additional nuts of the forward keel beam attachment joint should be inspected, and that repetitive inspections of certain wing-to-fuselage attachment joints are not necessary. We are issuing this AD to address the unsafe condition on these products.
64-02-02: 64-02-02 BOEING: Amdt 673 Part 507 Federal Register January 17, 1964. Applies to All Models 707 and 720 Series Aircraft With Boosted Rudder and Extended Vertical Fin Configuration.\n \n\tCompliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate a possible hazard to operational safety during autopilot coupled approaches accomplish either (1) or (2) of the following or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region: \n\n\t(1)\tEliminate autopilot rudder crossfeed by the following circuit modification. In the RJ3 junction box disconnect wire C144A22 from terminal E18 and connect to terminal E17. In the autopilot adapter unit, Boeing P/N 10-3056-2 or Eclipse-Pioneer P/N 15236-2A1 loosen the locking nut and turn shaft of R5 potentiometer to zero setting. Conduct a continuity check between pins D and E. A reading which indicates 5 ohms or less must be obtained.\n \n\t(Boeing Service Bulletin 1797 covers this same subject.) \n\n\t(2)\tLimit rudder crossfeed by the following circuit modification. Insert a 5600 ohm, one half watt 5 percent resistor sleeved in No. 4 plastic tubing in the circuit from terminal E18 of junction box RJ3 to terminal (E) of connector RD921 by connecting one end of the resistor to terminal E18 and the other end to a new standoff terminal and moving wires C144B22 from terminal E18 to the new standoff terminal. Insert two Transitron No. SG22 diodes paralleled in opposite polarity and sleeved in No. 11 plastic tubing between terminals E17 and E18 of junction box RJ3. In the autopilot adapter unit, Boeing P/N 10-3056-2 or Eclipse-Pioneer P/N 15236-2A1 loosen the locking nut and turn shaft of R5 potentiometer to a setting of 10. \n\n\t(Boeing Figure 1, CDP-150, page 3, revised September 9, 1963, covers this same subject.) \n\n\tThis supersedes AD 63-05-01. \n\n\tThis directive effective January 17, 1964.
81-03-53 R1: 81-03-53 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4243 as amended by Amendment 39-4301. Applies to Lockheed Model L-188 airplanes certificated in all categories. Compliance required as indicated, unless previously accomplished: A. Compliance Schedule 1. For airplanes with more than 25,000 hours time-in-service on the effective date of this AD, compliance required within 48 hours calendar time after the effective date of this AD. 2. For airplanes with less than 25,000 hours time-in-service on the effective date of this AD, compliance required prior to reaching 25,000 hour time-in-service or within 48 hours calendar time after the effective date of this AD whichever is later. B. Accomplishment Instructions To detect cracks and prevent failure of the lower wing planks and fuel leakage, accomplish the following: 1. Visually check the lower Butt Line (B.L.) 65 splice joints for signs of fuel leakage prior to each takeoff. (NOTE: This check maybe performed and recorded by flightcrew if properly instructed in conducting the inspection.) 2. Aircraft exhibiting surface wet with fuel seeps, dripping, and/or running leaks shall be inspected for cracks per Paragraph 6 below prior to further flight. 3. Aircraft exhibiting dry fuel stains that do not become wet shall be inspected for cracks per Paragraph 6 below within the next 500 flight hours time-in-service. Fuel stains that become wet must be inspected for cracks per Paragraph 6 below prior to further flight. 4. Aircraft showing no fuel stains shall be inspected for cracks per Paragraph 6 below within the next 2,000 flight hours time-in-service. 5. Repetitive inspections shall be conducted at intervals not to exceed 2000 flight hours time-in-service if the inspection procedures specified in Paragraph 6(a) or (b) below are used and alternatively at 4000 flight hours time-in-service if the inspection procedure in Paragraph 6(c) below is used. For aircraftthat have been repaired in accordance with Lockheed- California Drawing No. 842394, this repetitive inspection requirement begins only after 15000 flight hours time-in-service from the time of the repair have been attained. 6. (a) X-ray inspect both sides of each splice joint front to rear spar per Lockheed-California L-188 Service Bulletin 88/SB-707A dated November 12, 1981 (hereinafter referred to as 88/SB-707A) paragraph 2.A(3). (b) As an alternate to paragraph 6(a) above, X-ray procedure per 88/SB-707A paragraph 2.A(4) may be substituted. (c) As an alternate to paragraph 6(a) or 6(b) above, the ultrasonic inspection per 88/SB-707A paragraph 2.A(5) may be substituted. 7. Visual examination of lower surface B.L. 65 splice joint for fuel leakage prior to each takeoff per paragraph B(1) may be discontinued when inspection per Paragraph 6 and repair, if necessary, per paragraph C below are accomplished. C. All cracks found per Paragraph B.6. must be repaired prior to further flight in accordance with a method approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and repairs required for the purposes of this AD when approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. E. Equivalent inspections and repairs may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. 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 Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. Amendment 39-4243 became effective November 5, 1981 to all persons except those to whom it was made immediately effective by telegraphic AD T81-03-53 dated January 30, 1981. This Amendment 39-4301 becomes effective February 2, 1982.
87-18-02: 87-18-02 BRITISH AEROSPACE (BAe): Amendment 39-5720. Applies to Model BAC 1-11 series airplanes equipped with R.F.D. inflatable escape slides, identified in BAe BAC 1-11 Service Bulletin 25-PM5906, Revision 2, dated November 9, 1984, and BAC 1-11 Service Bulletin 25-PM5943, dated November 24, 1986, certificated in any category. Compliance is required within 5 months after the effective date of this AD, unless previously accomplished. To prevent failure of the emergency escape slide deployment system, accomplish the following: A. Modify the R.F.D. emergency escape slide system in accordance with BAC 1-11 Service Bulletin 25-PM5906, Revision 2, dated November 9, 1984, and BAC 1-11 Service Bulletin 25-PM5943, dated November 24, 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective October 7, 1987.
2018-19-32: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 707, 720, and 720B series airplanes. This AD was prompted by a report indicating that a fracture of the midspar fitting resulted in the separation of the inboard strut and engine from the airplane, and a determination that existing inspections are not sufficient for timely detection of cracking. This AD requires repetitive inspections of certain nacelle strut spar and overwing fittings, and diagonal braces and associated fittings; replacement of the diagonal brace assembly on certain airplanes; and applicable related investigative and corrective actions. We are issuing this AD to address the unsafe condition on these products.
79-09-04: 79-09-04 BEECH: Amendment 39-3455. Applies to Model 76 (Serial Numbers ME-1 through ME-182) airplanes. COMPLIANCE: Required as indicated unless previously accomplished. To preclude undetected failures of the engine starter relay and probable loss of electrical power, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) Insert into the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, P/N 105-590000-5 (which was supplied with the airplane as required equipment) revision P/N 105-590000-5A1 dated March 1979, a copy of which is enclosed herewith and operate the airplane in accordance with these revised instructions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instructions Number 1050 covers the subject matter of this AD. The Interim Addendums previously supplied by Beechcraft Executive Airplane Safety Communique 76-49 do not meet the requirements of this AD. This Amendment becomes effective May 7, 1979.
2018-17-23: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report indicating that during a fleet survey on a retired Model 737 airplane, cracking was found common to the number 3 windshield assembly, aft sill web. This AD requires, at certain locations, repetitive high frequency eddy current (HFEC) inspections of the number 3 windshield assembly, aft sill web; and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
2018-16-11: We are adopting a new airworthiness directive (AD) for various Model 234 and Model CH-47D helicopters. This AD requires inspections of the pitch housing and revising the pitch housing retirement life. This AD was prompted by reports of cracking in the pitch housing lugs. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
2017-17-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767 airplanes. This AD was prompted by a report of cracking of the vertical stiffener in the nose wheel well. This AD requires repetitive inspections of the nose wheel well bulkhead stiffener for any cracking, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
82-09-02 R1: 82-09-02 R1 ROLLS-ROYCE, LTD.: Amendment 39-4371 as amended by Amendment 39-4642. Applies to Rolls-Royce DART Mk. 506, 510, 511, 514, 525 through 532, 535, and variants series turboprop engines. Compliance is required as indicated, unless already accomplished. 1. Compliance for all affected DART engines except the Mk. 530 is based on an effective date of April 30, 1982. 2. Compliance for the DART Mk. 530 engines is based on an effective date of May 12, 1983. To prevent possible failure of the engine fuel manifold assembly connection flexible hose which could result in release of fuel within the nacelle and consequent loss of engine power and risk of fire, accomplish the following: Remove from service engine fuel manifold assembly No. 7 to No. 6 bulkhead connection hose, P/N RK38451A, Mod 1587, with identification tag bearing a manufacture/3,000 psi test date of "8.9.76." Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Manager, Aircraft Certification Division, FAA, New England Region, may adjust the compliance date specified in the AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the issuance for that operator. NOTE: Rolls-Royce, Ltd., DART Engine Alert Service Bulletin No. Da73-A75, dated February 16, 1982, refers to this subject. Amendment 39-4371 became effective April 30, 1982. This Amendment 39-4642 becomes effective May 12, 1983.
2018-14-05: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by reports of fire incidents of the auxiliary power unit (APU) inlet, which caused tail cone damage after an initial failed APU start followed by two or more in-flight APU start attempts. This AD requires modification of the APU electronic control unit (ECU) wiring harness. We are issuing this AD to address the unsafe condition on these products.
2018-11-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A310-203, -221, -222, -304, -322, -324, and -325 airplanes. This AD was prompted by a design approval holder (DAH) evaluation indicating that the outer wing lower junction is subject to widespread fatigue damage (WFD). This AD requires modifying the fastener holes at certain locations, which includes related investigative actions and applicable corrective actions. We are issuing this AD to address the unsafe condition on these products.
81-07-05: 81-07-05 CANADAIR: Amendment 39-4067. Applies to all Canadair Models CL-44D4 and CL44J aircraft certificated in all categories with nose landing gear crossbeam, P/N 44-85082 or P/N 44-85082-2. Compliance required as indicated. A. To prevent failure of the nose landing gear crossbeam, accomplish the following: 1. Within the next 30 days after the effective date of this AD, unless already accomplished within the last 60 days, conduct the following inspections for cracks and corrosion: (a) Using dye penetrant and a 10-power glass, inspect the forward and aft external faces as detailed in paragraph 3.2 and shown in Figure 1 of Canadair Service Information Circular (SIC) No. 431-CL44, dated June 11, 1980, or an approved equivalent inspection. (b) Using eddy current procedure, inspect the pivot pin taper bore as detailed in paragraph 3.3 and shown in Figure 2 of SIC No. 431-CL44, or an approved equivalent inspection. 2. Within the next 65 hours in service or 30 days, whichever occurs first, after the initial inspection specified in paragraph A1, conduct a visual inspection of the forward and aft external faces as detailed in paragraph 3.1 as shown in Figure 1 of SIC No. 431-CL44, or an approved equivalent inspection. 3. The inspection specified in paragraph A2 shall be repeated at intervals not to exceed 65 hours in service or 30 days, whichever occurs first, from the previous visual inspection. The inspection specified in paragraph A1(a) shall be repeated at intervals not to exceed 650 hours in service or 90 days, whichever occurs first. The inspection specified in paragraph A1(b) shall be repeated at intervals not to exceed 1300 hours in service or 180 days, whichever occurs first. B. A cracked crossbeam must be replaced prior to further flight with a part of the same number or equivalent, or repaired by an approved method. An acceptable replacement part is a Britannia crossbeam, Messier P/N 200192-302, conforming to Aviation Traders (Engineering) Limited (ATL) Modification No. 44/094 and Drawing No. 78-41-039, in accordance with paragraph 5.3 of SIC No. 431-CL44. C. Remove any corrosion found in the inspection areas and reprotect the surface in accordance with instructions in paragraph 6.0 on SIC No. 431-CL44, or equivalent. D. All replacement or repaired crossbeams must be inspected for cracks immediately prior to installation, in accordance with paragraphs A1(a), A1(b), and A2, and at repetitive intervals in accordance with paragraph A3. E. The aircraft may be flown in accordance with FAR 21.197, to a base where the inspection or repair can be performed. F. Equivalent means of accomplishing the repairs, equivalent inspections, and parts must be approved by the Chief, Aircraft Certification Division, FAA Northwest Region. G. Upon submissions of substantiating data by an owner or operator, through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the inspection intervals specified in this AD. The manufacturer's specification 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 Canadair Limited, P.O. Box 6087, Montreal, Quebec, Canada H3C 3G9, Attention: Mr. W. Remington, Airworthiness Coordinator. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This AD supersedes AD 74-26-03. This amendment becomes effective March 31, 1981.
80-16-01 R1: 80-16-01 R1 MESSERSCHMITT-BOLKOW-BLOHM GmbH: Amendment 39-3859 as amended by Amendment 39-3929. Applies to Model BO-105 series helicopters, serial numbers up to and including 450, which have engine cowling assemblies P/N's 105-62502, 105-62503, 105-62651, 105-62656, 105-62657 or 105-62658 installed, certificated in all categories. Compliance required prior to accumulation of 100 hours time in service after the effective date of this AD, or before November 15, 1980, whichever occurs later. To assure the proper application of the fire protection paint and compliance with airworthiness requirements accomplish the following, unless already accomplished: (a) (1) Remove the engine cowling; and (2) Inspect for the presence of fire protection paint between the cowling and the asbestos fabric in accordance with paragraph A of Part 2, "ACCOMPLISHMENT INSTRUCTIONS," of Messerschmitt-Bolkow-Blohm Service Bulletin No. 60-46, dated August 20, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) If as a result of the inspection required in paragraph (a)(2) of this AD, no evidence of the presence of fire protection paint between the engine cowling and the asbestos fabric is found. (1) Replace asbestos fabric if heat damage or brittleness are present in accordance with paragraph 2.B of "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent; and (2) Return the engine cowling assembly to service. (c) If as a result of the inspection required in paragraph (a)(2) of this AD, evidence of the presence of fire protection paint between the engine cowling and the asbestos fabric is found, comply with the following in accordance with paragraph B of Part 2, "ACCOMPLISHMENT INSTRUCTIONS", of the Service Bulletin, or an FAA-approved equivalent - (1) Remove the asbestos lining and install new asbestos lining; (2) Apply fire protection paint and top lacquer to the asbestos lining; and (3) Apply two coats Wiedokoll fire protection paint N6582. (d) In accordance with FAR 21.197 and 21.199, the helicopter may be flown to a base where the repairs required by this AD may be accomplished. (e) Before release to service of any engine cowling assemblies held as spares to which this AD is applicable, accomplish the inspection required in paragraph (a)(2) of this AD, and comply with paragraph (b) or (c) of this AD, as appropriate. (f) For purposes of this AD, an FAA-approved equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Amendment 39-3859 became effective August 11, 1980. This Amendment 39-3929 becomes effective September 19, 1980.
2018-07-13: We are adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. Models 510, 680, and 680A airplanes equipped with certain part number brake assemblies. This AD was prompted by a report that brake pad wear indicator pins were set incorrectly, which could lead to brake pad wear beyond the acceptable limits without indication. This AD requires inspection of the brake pad wear indicator pins and replacement of the brake assembly if any pin is set incorrectly. We are issuing this AD to address the unsafe condition on these products.
63-24-04: 63-24-04 VERTOL: Amdt. 648 Part 507 Federal Register November 27, 1963. Applies to All Model 107-II Helicopters, Serial Numbers 2 and Up. Compliance required before further flight and every 120 hours' time in service thereafter, except that compliance for spare mix and aft transmission assemblies shall be prior to installation on certificated aircraft. As a result of a fatigue failure of the aft rotor transmission quill shaft, P/N 107D2067-1, accomplish the following: (a) Remove aft transmission assembly P/N 107D2010, separate mix box P/N 107D2003 and inspect the mix box and aft transmission in accordance with Vertol Service Bulletin No. 107-113 dated October 28, 1963. Mix box or aft transmission assemblies which exceed the envelope of tolerances established in Figure 2 of Vertol Service Bulletin No. 107-113 dated October 28, 1963, shall be replaced before further flight. (b) Remove the quill shaft in accordance with the 107-5 Overhaul Manual, Chapter 62-10-2. (1) Retire from service all quill shafts P/N 107D2067-1 with a total time in service of 120 hours or more. (2) Quill shafts with less than 120 hours' total time in service may be continued in service until the accumulation of 120 hours provided the shafts satisfactorily pass the inspection specified in Vertol Service Bulletin No. 107-113 dated October 28, 1963. Replace before further flight quill shafts which are cracked or which have a wear step on the flank of the spline. (c) Inspect the internal splines of the input pinion and collector gears for wear. Replace before further flight gears which have a wear step on the flank of the spline. (d) Inspect holes in oil jets P/N 107D2268-1 and P/N 107D2214-1 to determine that they are free and clear. (e) As an alternative means of compliance with this directive, the following may be accomplished: (1) Install the tapered gasket seal type shim, P/N 107DS218-3 between the mixbox and aft transmissionin place of the existing gasket seal, and replace the aft transmission mounting lug bushings with new eccentric type bushings in accordance with Vertol Service Bulletin No. 107-182 dated October 7, 1964. (2) Modify the aft transmission lower case for new quill shaft lubrication in accordance with Part II of Vertol Service Bulletin NO. 107-182. This involves discarding the P/N 107D2214-1 plug jet, adding two higher capacity screened type jets and altering the P/N 107D2268-1 oil jet. (3) During reassembly of the transmission following the rework described in (1) and (2), the gear box inspections specified in Parts I and II of Vertol Service Bulletin No. 107- 182 shall be accomplished. These inspections shall include quill shaft lubrication inspection, gear box oil flow check, bearing pre-load, and back lash check, and gear box mating surface and pilot diameter dial indicator check. Quill shafts which have accumulated prior service time up to a maximum of 120 hours, may be installed for further service after a magnaglo and wear inspection in accordance with Vertol Service Bulletin No. 107-182. (4) Reidentify the aft transmission assembly, sub assemblies, and components in accordance with Part II of Vertol Service Bulletin No. 107-182. (f) Upon completion of all modifications and reidentification of gearbox units as described in (e), the 120-hour quill shaft retirement life and repetitive inspections required by (a), (b), (c), and (d) of this AD are no longer required. (Vertol Service Bulletin No. 107-113 dated October 28, 1963, and NO. 107-113A dated November 22, 1963, cover (a), (b), (c), and (d) of this AD. Vertol Service Bulletin No. 107-182 dated October 7, 1964, covers (e)). This directive effective upon publication in the Federal Register to all persons except those to whom it was made effective immediately by telegram dated November 1, 1963. Revised October 15, 1964.
70-07-03: 70-07-03 BELL: Amdt. 39-962. Applies to Model 206A Helicopters with transmissions incorporating Planetary Gear Support Spider, P/N 206-040-041-1. Compliance required as indicated: a. Planetary Gear Support Spiders P/N 206-040-041-1, with less than 450 hours' time in service on the effective date of this airworthiness directive must be removed from service prior to accumulating 500 hours' time in service. b. Planetary Gear Support Spiders, P/N 206-040-041-1, with more than 450 hours' time in service on the effective date of this airworthiness directive must be removed from service within 50 hours' time in service after the effective date of this directive. c. Retired Planetary Gear Support Spiders may be replaced with either the redesigned, heavy duty, Planetary Gear Support Spider P/N 206-040-080-3, using redesigned Shafts, P/N 206-040-043-5 (three required) in lieu of Shafts, P/N 206-040-043-3, or a serviceable Planetary Gear Support Spider, P/N 206-040-041-1, with less than 450 hours' total time in service. This latter item must be removed prior to accumulating 500 hours' total time in service. Removal and replacement is to be accomplished in accordance with the Maintenance and Overhaul Instructions for the Bell Model 206A helicopter or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Southwest Region. (Bell Helicopter Service Bulletin No. 206A-14, Revision B, dated 1-23-70, pertains to this subject.) This amendment becomes effective May 1, 1970.
79-20-03: 79-20-03 AVCO LYCOMING DIVISION: Amendment 39-3567. Applies to LTS101-600A, -600B, -600A-2, -650A-2, and -650B-1A turboshaft and LTP101-600, -600A, and -600A-1A turboprop engines. Compliance required prior to further flight, unless already accomplished. To prevent failure of the fuel control and fuel pump and oil pump drive gears accomplish the following: 1. LTS101 turboshaft model engines: Remove from service engine fuel control and fuel pump and oil pump and oil pump accessory drive gears, both P/N 4-081-080-04, and replace with gears, both P/N 4-081-080-05. Avco Lycoming Division Alert Notice, 3V-W733, dated July 31, 1979, refers to this subject. 2. LTP101 turboprop model engines: a. Remove from service engine fuel control and fuel pump accessory drive gears, P/N 4-083-020-01, and replace with P/N 4-083-020-02 gear. b. Remove from service engine oil pump accessory drive gear, P/N 4-081-080-02, and replace with P/N 4-081-080-06 gear. NOTE: Issuance of special flight permits in accordance with FAR Part 21.197, not to exceed 2 additional hours in service, is authorized. The manufacturer's Alert Notice identified and described in this directive is 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 this document from the manufacturer may obtain copies upon request to Customer Service Department, Avco Lycoming Division, 550 South Main Street, Stratford, Connecticut 06514. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective on September 26, 1979.
2017-25-10: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report indicating that wear of the bearing plate slider bushings could cause disconnection of certain elevator hinges, which could excite the horizontal stabilizer under certain in-flight speed/altitude conditions and lead to degradation of the structure. This AD requires repetitive inspections and checks of certain elevator hinges and related components, repetitive replacements and tests of the bearing plate, and related investigative and corrective actions, if necessary. We are issuing this AD to address the unsafe condition on these products.
60-10-02: 60-10-02 BRANTLY: Amdt. 151 Part 507 Federal Register May 12, 1960. The AD published in the Federal Register as Amendment 143 was superseded by the following: Applies to All B-2 Helicopters With 248-40 and 248-46 Main Rotor Blades Installed. Compliance required as indicated. The retirement time on 248-40 and 248-46 blades is increased from 50 hours of time in service specified in Amendment 143 of Part 507, to 500 hours of time in service, provided the following inspection is performed prior to flight subsequent to each refueling: (a) (1) Visually inspect upper and lower skin for cracks in the vicinity of rivet heads on the inboard one-third of the outboard main rotor blades. (2) Blades found with more than one crack or with a single crack exceeding one inch in length must be replaced prior to further flight. (3) Blades found with a single crack of one inch or less in length must be stop-drilled with a 1/8 (0.125) inch diameter drill prior to further flight. Revised March 10, 1961.