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57-12-05: 57-12-05 CONVAIR: Applies to All Model 340 Aircraft. Compliance as indicated below. Several reports have been received of cracks occurring in the spar of the left-hand elevator in the area of the cutouts for the tab controls. The cracks originated in the area of the bolts that attach the support bracket for the tab control idler to the spar and in some cases, the cracks extend to a corner of one of the spar cutouts. Reports also indicate that the two angles P/N 340-2210114-10 and -111 above and below the spar openings have been cracked. 1. Compliance required as soon as possible but not later than the next 100 hours of operation unless already accomplished and at each 250 hours of operation thereafter. Inspect the left-hand elevator spar for cracking as described above. If cracks are found, they shall be repaired before the next flight. (Convair "Service Airgram" No. 212, dated March 15, 1957, sections 1 through 7 illustrate a satisfactory means of repairing cracks in the elevator main spar.) 2. The special inspection period specified in item 1 may be discontinued and the regular inspection periods resumed after the following is accomplished: (a) Repair of all cracks found during the inspection of the left-hand elevator spar as indicated in item 1. (b) Reinforce the elevator spar in the vicinity of the tab control idler attachment. A satisfactory means of reinforcing the elevator spar is described in sections 8 and 9 of Convair "Service Airgram" No. 212. Reinforcement to be accomplished regardless of whether or not cracks are found.
83-15-01: 83-15-01 BRITISH AEROSPACE: Amendment 39-4690. Applies to H.S. 748 Series 2A airplanes certificated in all categories. Compliance is required as indicated. To assure that propeller control circuit relays have proper resistance levels for the internal insulation and to correct the wiring connections to the propeller control circuit and thereby prevent multiple propeller feathering, accomplish the following, unless already accomplished: 1. Within 100 hours time in service after the effective date of this AD, and prior to each installation of a replacement relay, conduct an insulation resistance check of relays 34 and 35, type 7CZ105648/1 or 7CZ105648/2 in the propeller control circuit in accordance with paragraph 2.A or 2.B, as appropriate, Accomplishment Instructions of British Aerospace H.S. 748 Aircraft Service Bulletin 61/31 dated January 1980. Replace any relay with less than 50 megohms resistance. Reconnect the wiring to relays 34 and 35 in accordance with paragraph 2.Cof the service bulletin and conduct the propeller auto feathering check in accordance with paragraph 2.D of the service bulletin. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 3. 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/or modifications required by this AD. This amendment becomes effective August 1, 1983.
2015-19-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by reports of latently failed fuel shutoff valves discovered during fuel filter replacement. This AD requires revising the maintenance or inspection program to include new airworthiness limitations. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine and auxiliary power unit (APU), which \n\n((Page 55513)) \n\ncould result in the inability to shut off fuel to the engine and APU and, in case of certain fires, an uncontrollable fire that could lead to structural failure.
82-03-05: 82-03-05 MAULE AIRCRAFT CORPORATION: Amendment 39-4309. Applies to Model M-5-235C, serial numbers 7322C, 7350C, A7354C, A7355C, A7358C, A7360C, A7361C, 7364C, 7365C, A7366C, A7367C; Model M-6-235, serial numbers 7356C, 7379C, 7380C, 7382C through 7388C, and 7390C, airplanes certificated in all categories. Compliance is required within the next 25 hours time in service after the effective date of this AD unless already accomplished. To prevent engine stoppage, accomplish the following: Install drain tube, using Maule P/N 5393A and using two hose clamp P/N 10047A-32, in the engine alternate air hose at the lowest point in the hose in accordance with Maule Service bulletin #3 dated November 6, 1981. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, 3400 Norman Berry Drive, East Point, Georgia 30344. Maule Aircraft Service Bulletin #3 dated November 6, 1981, pertains to this subject.Make an appropriate maintenance record entry. This amendment becomes effective February 11, 1982.
2015-17-23: We are adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ airplanes. This AD was prompted by a determination that more restrictive fuel limitations are needed. This AD requires revising the maintenance or inspection program to incorporate new compliance times and fuel limitations. We are issuing this AD to detect and correct fatigue cracking of various structural elements and prevent ignition sources in the fuel system.
80-08-03: 80-08-03 GENERAL DYNAMICS: Amendment 39-3734. Applies to Model 240, T-29, 340, 440, and C-131 and all such model airplanes converted to turbopropeller power in accordance with STC SA1054WE, known as Model 600, and STC's SA4-1100 and SA1096WE, known as Model 580 and Model 640, respectively, certificated in all categories. Compliance required as indicated. To detect incipient failure of the pilots' windshield, direct vision windows, sliding windows, P/N 340-3110307-7 or -8, and cabin windows and to provide for a modification to prevent door collapse on certain airplanes, accomplish the following: (a) For sliding windows P/N 340-3110307-7 or -8, which are five years or older after June 30, 1980, prior to further pressurized flight replace the window with a like serviceable part and inspect in accordance with paragraph (c). Replacement of the sliding windows, P/N 340- 3110307-7 or -8 with a new sliding window, P/N 340-3110307-9 or -10, eliminates the inspection requirements of this AD on the sliding window. (b) If an airplane is to be operated with damage to the sliding windows, or cabin windows exceeding the limits specified in the referenced applicable service bulletins specified in paragraph (c) or with sliding windows P/N 240-3110315-6 or -7; or with sliding windows, P/N 340-3110307-7, or -8, which are five years old or older after June 30, 1980, or twelve years old or older as of the effective date of this AD, or with cabin windows which are twelve years or older after the effective date of this AD, prior to further flight, install a placard in plain view of the flight crew stating: "Pressurized flight prohibited." The placard may be removed when the inspections or window replacements required by this AD have been complied with. (c) For those sliding windows, P/N 340-3110307-7 and -8, in airplanes used in pressurized operations; Within the next 100 hours' time in service from the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect windows per paragraph 2.D.(4) under the "Sliding Windows" Section, page 45 of General Dynamics Service Bulletin 640 (340D) No. 53-5B dated January 16, 1980, or page 46 of Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980. (d) For those sliding windows P/N 340-3110307-7 and -8 that have been in storage or installed on airplanes which have been in storage, or installed on airplanes operated unpressurized, which, after the effective date of this AD, are to be used in pressurized operation: Prior to return to pressurized flight, unless inspected within the last 30 days or 100 hours' time in service, whichever occurs first, inspect per paragraph (c). (e) For those pilots' windshields with chronological age of 12 years or more from date of manufacture, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the pilots' windshields per paragraph 2.D.4 under the Pilots' Windshield Section, page 39 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 38 of General Dynamics Service Bulletin 640 (340D) No. 53-5B, dated January 16, 1980. (f) For those direct vision windows with over 12 years time in service, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the direct vision windows per paragraph 2.D.4 under the DV Windows Section, page 41 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 40 of General Dynamics Service Bulletin 640 (340D) No. 53-5B, dated January 16, 1980.(g) For those cabin windows with over 12 years time in service, within the next 250 hours' time in service from the effective date of this AD, unless accomplished within the last 250 hours' time in service and, thereafter, at intervals not to exceed 90 days or 500 hours' time in service, whichever occurs first, inspect the cabin windows per paragraph 2.D.(4) under the "Cabin Windows" Section, page 49 of General Dynamics Service Bulletin 600 (240D) No. 53-4B, dated January 16, 1980, or page 49 of General Dynamics Service Bulletin 640 (240D) No. 53-5B, dated January 16, 1980. (h) For those cabin windows twelve years of age or older after the effective date of this AD that have been in storage or installed on airplanes which have been in storage, or installed on airplanes operated unpressurized, which, after the effective date of this AD, are to be used in pressurized operation: Prior to return to pressurized flight, unless inspected within the last 90 days or 500 hours' time in service, whichever occurs first, inspect per paragraph (g). (i) On Models 340, 440, 580 and 640: As of the effective date of this AD, a condition for airworthiness certification shall be modification of the cockpit door in accordance with General Dynamics Service Bulletin 640 (340D) No. 25-9, dated November 16, 1970. (j) 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 required by this AD. (k) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective May 5, 1980.
81-12-05: 81-12-05 HAMILTON STANDARD: Amendment 39-4131. Applies to all Hamilton Standard 24PF propellers with air-melt barrels, Part Number 772531-1, installed on DeHavilland DHC-7 aircraft. (Note: This AD does not apply to propellers with vacuum-melt barrels, Part Number 772531-2.) Compliance is required as indicated. To determine the presence of spalling in the bearing raceway surfaces of the barrel and blade split races, visually inspect in accordance with the procedure contained in the accomplishment instruction section of Hamilton Standard Service Bulletin HS Code 24PF No. 17, Revision 2 dated April 10, 1981, or later FAA approved revision, or equivalent means approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. Inspect in accordance with the following schedule: a. For propellers with 2,900 hours or more time in service since new, compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished within the last 1,400 hours time in service, and thereafter at intervals not to exceed 1,500 hours time in service from the last inspection required by this AD. b. For propellers with less than 2,900 hours time in service since new, compliance is required prior to the accumulation of 3,000 hours time in service, unless already accomplished within the last 1,400 hours time in service, and thereafter at intervals not to exceed 1,500 hours time in service from the last inspection required by this AD. c. Propellers with spalled barrels must be removed from service prior to further flight and replaced with airworthy propellers. Propellers with spalled split race(s) must have the race(s) replaced prior to further flight in accordance with Service Bulletin 24PF-17, Revision 2 dated April 10, 1981, or later FAA approved revision. d. Results of all propeller inspections required by this AD, including serial numbers and times in service, are to be forwarded toFederal Aviation Administration, Engineering and Manufacturing Branch, AGL-210, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by the Office of Management and Budget under OMB Number 04-R0174.) e. After successfully completing two consecutive 1500 hour inspections without seeing any evidence of barrel or bearing race spalling, the repetitive 1500 hour inspections required by this AD may be discontinued. f. Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in this AD provided such requests are made through an FAA Maintenance Inspector, and the request contains substantiating data to justify the request for that operator. g. For purpose of this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer may obtain copies upon request to Hamilton Standard, Division of United Technologies Corporation, Windsor Locks, Connecticut 06096. These documents may also be examined at the Great Lakes Regional Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This amendment becomes effective June 15, 1981.
60-20-02: 60-20-02 HAMILTON STANDARD: Amdt. 201 Part 507 Federal Register September 23, 1960. Applies to All 34E60 Propellers. Compliance required as indicated. As a result of two recent dome cap fractures one resulting in propeller overspeed and inability to feather the following must be accomplished: (a) All dome caps must be examined in the threaded area for crack indications in the inside diameter and outside diameter by means of visual or dye penetrant or magnetic particle inspection within the next 50 hours' time in service unless already accomplished within the last 50 hours. (b) Dome caps inspected visually only must be reexamined by means of dye penetrant or magnetic particle inspection within the next 200 hours' time in service. (c) Caps with indications of cracks must be replaced with caps which have also been inspected in accordance with the foregoing inspection provisions and found to have no crack indications. (d) Upon reinstallation caps mustbe tightened to 350-450 foot-pounds. (e) Dome caps must be reexamined by means of dye penetrant or magnetic particle inspection within the next 350 hours' time in service after the last dye penetrant or magnetic particle inspection made in accordance with paragraphs (a) or (b). This inspection must be repeated at intervals not to exceed 350 hours' time in service until new design-strengthened dome caps, P/N 565334, have been installed. (Hamilton Standard telegram to all operators dated September 16, 1960, covers this same subject.) NOTE: The replaced caps should be returned to Hamilton Standard. (Hamilton Standard telegram dated August 29, 1960, covers this subject.) This airworthiness directive sent by telegram to all known operators of Douglas DC-7 Series and Boeing B-377 aircraft equipped with Hamilton Standard 34E60 propellers on September 2, 1960. Effective on date of publication in the Federal Register to all persons not receiving telegram of September 2, 1960. Revised October 15, 1960.
2015-17-18: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Arrius 2F turboshaft engines with a certain part number oil pump installed. This AD requires inspection, and if necessary, replacement before further flight of the oil pump driver assembly and/ or the oil pump shaft, or the oil pump itself. This AD was prompted by cases of deterioration of the gas generator front bearing due to a link loss between the pump driver and the oil pump shaft. We are issuing this AD to prevent link loss between the pump driver and the oil pump shaft, which could lead to an engine in-flight shutdown, forced landing, and damage to the helicopter.
84-07-04 R1: 84-07-04 R1 MCDONNELL DOUGLAS: Amendment 39-4838 as amended by amendment 39-5831. Applies to certain McDonnell Douglas Model DC-9-10 and -30 series airplanes, certificated in all categories which correspond to the factory serial numbers listed in McDonnell Douglas DC-9 Service Bulletin No. 53-174, dated August 4, 1983 (hereinafter referred to as S/B 53-174), or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tCompliance required as indicated in the body of this AD, unless previously accomplished. \n\n\tTo detect fatigue cracks in the non-ventral aft pressure bulkhead and repair, if necessary, accomplish the following: \n\n\tA.\tPrior to the accumulation of 37,500 landings, or within the next 2,500 landings after the effective date of this AD, whichever occurs later, perform an initial eddy current inspection of the aft pressure bulkhead webs as shown on McDonnell Douglas Service Sketch 3483 of S/B 53-174, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tIf no cracks are found in aircraft Group I, as referenced in S/B 53-174, perform repetitive eddy current inspections at intervals not to exceed 14,000 landings until a preventive modification has been accomplished in accordance with the Accomplishment Instructions in S/B 53-174, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. After the accumulation of an additional 30,000 landings from the date of the crack preventive modification installation, reinstate eddy current inspections at intervals not to exceed 17,500 landings. \n\n\tC.\tFor aircraft Groups II and III, as referenced in S/B 53-174: If no cracks are found perform repetitive eddy current inspections at intervals not to exceed 17,500 landings until a crack preventive modification has been accomplished in accordance with the Accomplishment Instructions in S/B 53-174, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. After the accumulation of an additional 30,000 landings from the date of the crack preventive modification installation, reinstate the eddy current inspection at intervals not to exceed 17,500 landings. \n\n\tD.\tFor all aircraft Groups (i.e., I, II, and III, as referenced in S/B 53-174): If cracks are found, repair cracked area per the crack preventive modification in accordance with the Accomplishment Instructions in S/B 53-174, and, after the accumulation of an additional 30,000 landings from the date of repair, reinstate the repetitive eddy current inspection at intervals not to exceed 17,500 landings. \n\n\tE.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tUpon request of operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the initial 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. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplanes unpressurized to a base in order to comply with the requirements of this AD. \n\n\tH.\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the DC-9 airplane. \n\n\tAll persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copiesupon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAD 84-07-04, amendment 39-4838 became effective May 6, 1984. \n\n\tThis Amendment 39-5831 becomes effective February 28, 1988.
82-01-04 R2: 82-01-04 R2 GATES LEARJET: Amendment 39-4296 as amended by amendment 39-4751 is further amended by Amendment 39-5242. Applies to the following models and serial number airplanes certificated in any category: MODELS SERIAL NUMBERS 25, 25A 25-003 through 25-066 except 25-061 25B, 25C 25-061, 25-067 through 25-205 COMPLIANCE: Required as indicated, unless previously accomplished. A) On or before the compliance date (Reference Table I), accomplish the requirements of this paragraph at an FAA certificated maintenance repair agency. However, the modification and inspection of the horizontal stabilizer trim actuator as required in the airplane modification kits referenced in Table I may be performed by another FAA certificated repair agency utilizing qualified technicians who must have recent accessory overhaul experience performing the overhaul and test of the Gates Learjet Horizontal Stabilizer Trim Actuator with the necessary shop equipment (Attachment I hereto) as referenced in Learjet Repair Manual Number 1711-9, or the equivalent equipment. 1) Modify Learjet Models 25, 25A and 25B/C airplane flight control systems, stall warning and control wheel in accordance with the following: Table I Gates Learjet Airplane Modification Kit Learjet Models Compliance Date/Time AMK 81-9, *AMK 81-8, and AMK 80-13 Change 3 25 B/C On or before October 31, 1982 AMK 81-10 Change 1, *AMK 81-8, and AMK 80-13 Change 3 25, 25A On or before August 31, 1982 *Kit AMK 81-8 does not apply unless Kit AAK 76-4 has been installed. B) Required Airplane Maintenance Record entry must be accomplished by the facility performing its portion of the AD as prescribed in paragraph A) of this AD. C) Insert in the appropriate sections of the existing Airplane Flight Manual (AFM) the FAA approved temporary Airplane Flight Manual Change pertaining to procedures required as a result of the modification of the flight control system in accordance with Airplane Modification Kit, all listed in Table II below. Upon completion of the modifications required by paragraph A) of this AD and the insertion of the temporary AFM changes or equivalent permanent AFM revision, the identified, more restrictive paragraphs of AD 80-19-11 set forth in Table II below are no longer applicable. Table II Learjet AMK Learjet Model AFM Change Date Paragraphs of AD Superseded AMK 81-10 25, 25A October 14, 1981 A)2, A)5, A)6 AMK 81-9 25B/C September 4, 1981 A)2, A)5, A)6 D) To ensure proper operation of the Stall Warning Accelerometer Unit, unless previously inspected in the last 100 hours time-in-service before the effective date of this AD, within the next 50 hours time-in-service and at intervals not to exceed 220 hours time-in-service thereafter, perform the inspection of the Stall Warning Accelerometer in accordance with Gates Learjet Service Bulletin SB 23/24/25-301B, as appropriate. E) Prior to accomplishing the modification required by paragraph A) of this AD, contact the FAA office noted in paragraph G) of this AD if any modification or alteration has been performed on the affected airplane for further instructions relative to the compatibility of the modification of this AD. F) Airplanes may be flown in accordance with FAR 21.197 to a location where modifications required by this AD can be accomplished. G) Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this proposal who have not already received the applicable service information from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas. Amendment 39-4296 became effective on January 8, 1982. Amendment 39-4751 became effective on November 1, 1983. This Amendment 39-5242 becomes effective April 7, 1986. ATTACHMENT I The stabilizer actuator test stand (P/N ST-00463) is used to functionally test the stabilizer actuator after overhaul. The physical structure of the test must be capable of withstanding a minimum load of 2500 lbs. without any bending or deformation. The stabilizer actuator is vertically mounted on the test stand with one end stationary and the other end movable through a hydraulic actuator. The test stand consists of the following components: a. Hydraulic Actuator - The hydraulic actuator is capable of applying a regulated load of 0 2500 lbs. on the stabilizer actuator during the entire extend or retract cycles.b. Hydraulic Pressure Regulator - The pressure regulator is used to select hydraulic pressures applied to the stabilizer actuator during the functional test. c. Hydraulic Pressure Gauge - The hydraulic pressure gauge is used to monitor hydraulic pressure applied to the stabilizer actuator. The gauge must be certified at least monthly. d. Digital Position Readout - The digital position readout indictor is used to monitor the travel of the stabilizer actuator. Signals to the indicator are picked up from a rigid mounted linear potentiometer and movable wiper attached to the hydraulic actuator. The digital readout is accurate to 1/1000th of an inch. e. Linear Scale - A linear scale, graduated in 100th of an inch, is permanently mounted on the test stand to verify the digital readout. A tool of known length is used to verify the linear scale and digital readout before the stabilizer actuator functional test is performed. The tool length must be certified at least yearly.f. Lapse Timer - A lapse timer is coupled to the control switches and the stabilizer actuator to monitor travel time during the extend and retract cycles. The lapse timer must measure seconds to be accurate to 1/100th of a second. g. Trim Controller - The trim controller is used to simulate two-speed input to the stabilizer actuator primary motor. The trim controller part number is EM 2079-6. h. Pre-Select Timer - The pre-select timer is used to check stabilizer actuator travel vs. time, voltage and amperage inputs in accordance with the functional test. i. Power Supply - The power supply is variable through 0-30 volts DC and 0-3 amperes DC. j. DC Voltmeter - The DC voltmeter must be capable of measuring 0-30 volts DC and must be certified at least yearly. The voltmeter is used to monitor the voltage inputs to the stabilizer actuator in accordance with the functional test. k. DC Ammeter - The DC ammeter must be capable of measuring 0-30 amperes DC and must be certified at least yearly. The ammeter is used to monitor the amperes inputs to the stabilizer actuator in accordance with the functional test. l. Millivolt Meter - The millivolt meter is used to monitor the stabilizer actuator linear potentiometer for a smooth and steady signal output. The meter is 0-50 volts graduated in 100 mv increments. m. Switches - Necessary switches installed to operate the stabilizer actuator primary and secondary motors to extend or retract. n. A digital or Simpson 260 meter, not a part of the test stand, is used to verify the resistance of the stabilizer actuator linear potentiometer. The digital or Simpson 260 meter must be certified at least every 90 working days.
80-03-07: 80-03-07 BELL: Amendment 39-3681. Applies to Bell Model 205A-1 helicopters, S/N 30001 through 30287 and S/N 30289 through 30296, certificated in all categories. Compliance required prior to further flight after March 4, 1980, unless already accomplished. To assure fuselage structural integrity by installing Monel rivets in the fuselage main beams splice, in place of improper aluminum rivets, accomplish the following: a. Inspect right and left main beam splice (BL14), WL54 from station 127.5 to 154 as specified in Bell Helicopter Textron Technical Bulletin No. 205-79-34. b. Equivalent means of compliance with this AD may be approved by the Chief, Administration, Southwest Region. c. The helicopters may be flown in accordance with FAR 21.197 to a base where inspections and repairs can be performed. This amendment becomes effective February 5, 1980.
81-06-01 R1: 81-06-01 R1 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-4062 as amended by Amendment 39-4086. Applies to Models MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU- 2B-25 and MU-2B-26 (all serial numbers up through and including 347, except Serial Numbers 313 and 321) airplanes certificated in all categories. This AD does not apply to MU-2B series airplanes having serial numbers with the suffix "SA." COMPLIANCE: Required as indicated unless already accomplished. To prevent a possible inflight fire in the engine aft nacelle area, accomplish the following: A) Within the next 50 hours time-in-service after the effective date of this AD, install the braided asbestos seal on both the LH and RH engine aft nacelles in accordance with Modification I of Mitsubishi MU-2 Service Bulletin No. 177B dated September 11, 1980. Installation of the seal can be accomplished without the removal of the engine. B) Within the next 100 hours time-in-service after the effective date of this AD, on airplane serial numbers 005 through and including 204, modify the engine aft nacelle area and wing trailing edge in accordance with Modification II of Mitsubishi MU-2 Service Bulletin No. 177B dated September 11, 1980. C) Aircraft may be flown in accordance with FAR 21.197 to a location where these modifications can be accomplished. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, P.O. Box 50109, Honolulu, Hawaii 96850. NOTE: All persons affected by this AD who have not already received the applicable service bulletin from the manufacturer may obtain a copy upon request to: Mitsubishi Heavy Industries, Ltd., 10, Oye-cho, Minato-ku, Nagoya, Japan, or Mitsubishi Aircraft International, Inc., P.O. Box 3848, San Angelo, Texas 76901. The Service Bulletin may also be examined at FAA, Pacific-Asia Region, Room 7321, 300 Ala Moana Boulevard, Honolulu, Hawaii 96850, and at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-4062 became effective on March 19, 1981. This amendment 39-4086 becomes effective on April 1, 1981.
2015-17-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by reports of a disconnect between the elevator lever and control rod. This AD requires replacement of left and right fixed control rods and lever assemblies of the elevator control system. We are issuing this AD to prevent a disconnect between the elevator lever and control rod, which could lead to un-commanded elevator movement of the associated control surface, a large difference between the position of the left and the right elevator control surfaces, and consequent reduced controllability of the airplane and degradation of the structural integrity of the horizontal stabilizer.
80-08-01 R1: 80-08-01 R1 BOEING: Amendment 39-3735 as amended by Amendment 39-4003. Applies to all Model 727 airplanes in passenger service: Before July 1, 1981, accomplish either A or B on all Model 727 airplanes operating in passenger service with the aft ventral stairway panels removed.\n \n\tA.\tNormal passenger access to the ventral stairway is not permitted. Install a conspicuous placard having one-half inch high red letters on a white background containing the words, "Emergency Exit Only, Not for Normal Passenger Use," on the ventral stairway sidewall panel P/N 65-70711 or in a location approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. Alternate methods of compliance may be approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region.\n \n\tB.\tInstall the original panels per FAA approved type design or other panels found to be equivalent by the FAA. An FAA Maintenance Inspector may determine if other than original panelsare acceptable or designs may be submitted to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region for approval. \n\n\tAmendment 39-3735 became effective April 17, 1980. \n\n\tThis amendment 39-4003 becomes effective January 5, 1981.
60-02-01: 60-02-01 BOEING: Amdt. 39-803. Part 39 of the Federal Aviation Regulations. Amendment 80 (25 F.R. 336), (AD-60-02-01) as amended by Amendment 39-58 (30 F.R. 5827) 60-02-01 and 39-632 is further amended by Amendment 39-803. Applies to the following 707-100 Series aircraft only: Serial Numbers 17586 through 17591, 17609, 17610, 17628 through 17638, 17640, 17641, 17658 through 17667, and 17696. \n\n\tThe occurrence of cracks in seven wing splice plates on early 707-100 Series aircraft, and the subsequent cracking of two plates in service, one after 1,150 flight hours, has led to further investigations which indicate that the plates used in early production can be expected to crack after certain periods of calendar and/or service time. These plates are installed on wing lower surface at RBL 70.5 and LBL 70.5. Improved plates have been installed on airplanes other than noted above. \n\n\tThe following inspections must be conducted until improved plates are installed at which time these special inspections are no longer required. \n\n\t(a) Unless already accomplished within that last four months or 750 hours' time in service, within the next 200 to 400 hours' time in service: \n\n\t\t(1) Remove left-and right-hand lower wing-body fairings. \n\n\t\t(2) Visually inspect all wing lower splice plates for cracks at RBL 70.5 and LBL 70.5. \n\n\t\t(3) Replace any splice plate found to be cracked, with Boeing redesigned plate in accordance with Boeing installation procedures. \n\n\t(b) For aircraft with less than 12,000 hours' time in service, repeat the inspections of original plates as described in (a) at intervals not to exceed 750 hours' time in service from the last inspection. \n\n\t(c) For aircraft with 12,000 or more hours' time in service, repeat the inspection of original plates as described in paragraph (a) at intervals not to exceed 8000 hours' time in service from the last inspection. \n\n\t(d) Upon request of the operator, an FAA maintenance inspector, subject toprior 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(e) Aircraft which have accumulated 25,000 or more flight hours do not require further inspections under this Airworthiness Directive. \n\n\tThis AD supersedes AD 59-13-05. \n\n\t(Boeing Service Bulletin No. 186 (R-1) covers this same subject.) \n\n\tRevised April 27, 1965. \n\n\tRevised July 25, 1969.
2015-16-02: We are superseding Airworthiness Directives (AD) 2003-14-11, AD 2004-11-08, AD 2004-13-25, AD 2004-18-14, AD 2007-05-12, AD 2008-06- 07, AD 2009-18-20, AD 2010-15-02, and AD 2012-04-07 that apply to certain Airbus Model A330 and A340 series airplanes. AD 2003-14-11, AD 2004-11-08, AD 2004-13-25, AD 2004-18-14, AD 2007-05-12, AD 2008-06-07, AD 2009-18-20, AD 2010-15-02, and AD 2012-04-07 required revising the maintenance program to incorporate certain maintenance requirements and airworthiness limitations; replacing certain flap rotary actuators; repetitively inspecting elevator servo-controllers and pressure relief valves of the spoiler servo controls; repetitively testing the elevator servo control loops, modifying the elevator servo controls, and repetitively replacing certain retraction brackets of the main landing gear; and revising the airplane flight manual. This new AD requires revising the maintenance program or inspection program to incorporate certain maintenance requirements and airworthiness limitations. This new AD also removes Airbus Model A340-200, -300, -500, and -600 series airplanes from the applicability and adds Airbus Model A330-323 airplanes to the applicability. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to address the aging effects of aircraft systems. Such aging effects could change the characteristics of those systems, which, in isolation or in combination with one or more other specific failures or events, could result in failure of certain life limited parts, which could reduce the structural integrity of the airplane or reduce the controllability of the airplane.
63-16-06: 63-16-06 UNIVERSAL: Amdt. 590 Part 507 Federal Register July 24, 1963. Applies to Models Temco D-16 and D-16A Aircraft. Compliance required within the next 25 hours' time in service after the effective date of this AD, and at each periodic inspection thereafter. The landing gear selector valve end fitting P/N 145-58145-3 (heat-treated and nonheat- treated) has a service history of failure during attempts to extend the gear. To preclude further difficulties: Inspect the gear actuating system in accordance with Navion Service Letter No. 81 dated March 31, 1961. Any defective parts found as a result of this inspection must be replaced before further flight. This directive effective August 23, 1963.
62-17-01: 62-17-01 BEECH: Amdt. 467 Part 507 Federal Register July 26, 1962. Applies to All Model 278 Propellers With More Than 200 Hours' Time in Service Installed in Single Engine Tractor Type Aircraft Such as Beech Model A45 (T-34A), B45, D45 (T-34B), H35, and Subsequent Bonanza Aircraft. Compliance required as indicated. Cracks have occurred in the welded joint where the aft side of the hub barrel is joined to the hydraulic cylinder. Such cracks could lead to serious oil loss. (a) Within the next 25 hours' of time in service after the effective date of this AD, and thereafter within each 100 hours' time in service, remove the propeller spinner and visually inspect for cracks and oil leaks in the weld area where the aft side of the hub barrel is joined to the hydraulic cylinder. (b) At each propeller overhaul inspect the hub by magnetic particle inspection or FAA approved equivalent method. Give particular attention to the weld area where the aft side of the barrel is joined to the hydraulic cylinder. (c) Replace cracked parts with new parts prior to further flight. NOTE: Repairs are not permissible. (Beech Propeller Service Bulletin No. 6 dated January 1962, applies to this subject.) This directive effective August 27, 1962.
98-01-10: This amendment supersedes Airworthiness Directive (AD) 87-03-10, which currently requires repetitively inspecting the fillet area of both the left and right main landing gear (MLG) wheel axle/piston tube support junction area for cracks on Empresa Brasileira de Aeronautica S.A. (EMBRAER) Models EMB-110P1 and EMB-110P2 airplanes, and requires replacing any MLG wheel axle/piston tube assembly where a crack is found. AD 87-03-10 also provided the option of reworking this area when no cracks were found as terminating action for the repetitive inspections. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This AD requires the following on EMBRAER Models EMB 110-P1 and EMB 110-P2 airplanes that do not have an "R" stamped on both the left and right MLG wheel axle/piston tube assembly end-piece:inspecting (one-time) the fillet area of each MLG wheel axle/piston tube support junction area to assure that the area is free of cracks, replacing any MLG wheel axle/piston tube assembly if a crack is found, and reworking this area on both the left and right MLG's, as terminating action for the repetitive inspections that are currently required by AD 87-03-10. The actions specified in this AD are intended to prevent failure of the MLG wheel axle/piston tube assembly caused by fatigue cracking, which could result in loss of control of the airplane during landing operations.
2008-25-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires changing the wiring of the fuel boost pump and doing other specified actions. This AD results from reports of short circuits in an electrical connector at the wing-to- body electrical disconnect panel. We are issuing this AD to prevent a short circuit of the electrical connector for the fuel boost pump, which could cause the instruments for fuel, flap, slat, and aileron systems to malfunction and create a potential ignition source inside the fuel tanks. A potential ignition source inside the fuel tank in combination with flammable fuel vapors could result in a fuel tank explosion and consequent loss of the airplane.
2015-15-13: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319 series airplanes; Model A320-211, -212, -214, -231, - 232, and -233 airplanes; and Model A321 series airplanes. This AD was prompted by reports of cracks that could be initiated at the waste water service panel area and the potable water service panel area. This AD requires modification of the potable water service panel and waste water service panel, including doing applicable related investigative and corrective actions. We are issuing this AD to prevent any cracking at the waste water service panel area and the potable water service panel area, which could affect the structural integrity of the airplane.
64-01-03: 64-01-03 CANADAIR: Amdt. 667 Part 507 Federal Register January 4, 1964. Applies to all Model CL-44D4 Series aircraft. Compliance required as indicated. Due to several instances of seizure of sealed couplings in which loss of rudder control was experienced, accomplish the following on control system coupling P/N 44A53940 (14 per aircraft) excepting those which have been modified in accordance with Canadair Service Bulletin CL44D4-304 dated March 28, 1963, Revision B, dated July 11, 1963, or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region: (a) Within 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 25 hours' time in service, and thereafter within 50 hours' time in service from the last inspection, perform the following: (1) Visually inspect all sealed couplings P/N 44A53940 (14 per aircraft) in that portion extending into unpressurized areas for signs of brown staining between coupling housing and fork. If signs of brown staining are visible between coupling housing and fork, disconnect torque tubes at both ends of coupling and rotate fork to check for binding and seizure. (2) Holding on to fork at unpressurized side of coupling, rotate and axially shift and cock rotating parts and check for freedom of movement. If there is no shaft movement, disconnect torque tubes at both ends of coupling and rotate fork to check for binding and seizure. (3) If binding or seizure of a coupling is found, replace that coupling with the same part number or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, before further flight. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 225 hours' time in service, and thereafter within 250 hours' time in service from the last inspection, lubricate all sealed couplings P/N 44A53940 (14 per aircraft) in accordance with the applicable air carrier's maintenance manual. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated December 13, 1963.
2015-15-01: We are superseding Airworthiness Directive (AD) 2004-13-02, which applied to certain The Boeing Company Model 747-100, -200B, and - 200F series airplanes. AD 2004-13-02 required repetitive inspections to find discrepancies in the upper and lower skins of the fuselage lap joints, and repair if necessary. This new AD adds post-repair inspections for cracking and corrosion, and repair if necessary; structural modification at the lap joints; and post-modification inspections for cracking and corrosion, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) that indicates the longitudinal lap joints are subject to widespread fatigue damage (WFD). The actions mandated by this AD are necessary to reach the limit of validity (LOV). We are issuing this AD to detect and correct fatigue cracking in the upper and lower skins of the fuselage lap joints, which could result in sudden fracture and failure of a lap joint and rapid in-flight decompression of the airplane fuselage. \n\n((Page 43941))
78-25-01: 78-25-01 AVCO LYCOMING: Amendment 39-3360. Applies to all AVCO Lycoming Model O-235-L2C engines installed in Piper Model PA-38-112 aircraft. Compliance required as indicated, unless already accomplished. To prevent engine stoppage caused by failure of condensers installed in the Slick 40xx series magnetos, comply with the following: a. Prior to further flight, engines whose Slick 40xx series magnetos have not accumulated 75 hours of operation in a Piper Model PA-38-112 aircraft must have their Slick Models 4050, 4051, 4052, or 4081 magnetos replaced with Slick Models 4150, 4151, 4152, or 4181 magnetos respectively having serial numbers 8100001 and up, or an approved equivalent part. b. Engines whose Slick 40xx series magnetos have accumulated 75 hours or more of operation in a Piper Model PA-38-112 aircraft must have their Slick Models 4050, 4051, 4052, or 4081 magnetos replaced with Slick Models 4150, 4151, 4152, or 4181 magnetos respectively having serial numbers 8100001 and up or an approved equivalent part within 50 hours in service after the effective date of this AD. c. Equivalent methods of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. d. Upon submission 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 compliance time specified in paragraph (b) in this AD. AVCO Lycoming Service Bulletin No. 432 is the subject of the AD. This amendment is effective December 8, 1978.