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67-27-01: 67-27-01 AVIONS MARCEL DASSAULT: Amdt. 39-474, Part 39, Federal Register September 9, 1967. Applies to Fan Jet Falcon Airplanes, Serial Numbers 1 thru 94. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished. To prevent jamming of the engine power lever, modify the type MF 2006 pressurization control microswitch installation by the addition of a support, P/N MY.20.240.3801, and a leaf spring, P/N MY.20.240.3802, in accordance with Avions Marcel Dassault Service Bulletin No. 211, (76-4), revision 1, dated April 4, 1967, or later SGAC-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. This amendment effective October 9, 1967.
2007-02-01: We are adopting a new airworthiness directive (AD) for the products listed above. 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 incorrect monitoring of the fire detection system; therefore, its integrity is not guaranteed at all times. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-09-04: 67-09-04 GRUMMAN: Amdt. 39-374 Part 39 Federal Register March 24, 1967. Applies to Models G-164 and G-164A Restricted Category Airplanes, Serial Numbers 301 through 450, and Serial Numbers below 301 Which Have Been Modified to Incorporate Parking Brake Installation and Stick Control Lock Kit P/N A1521-301K. Compliance required as indicated unless already accomplished. To prevent fouling of the control stick by the surface control lock and inadvertent locking of the right toe brake master cylinder during flight maneuvering, accomplish the following: (a) On Model G-164 airplanes, Serial Numbers 301 through 400: Within the next 25 hours' time in service after April 7, 1966, install a tension spring and two "S" hooks in accordance with Grumman Aircraft Engineering Corporation drawing A1521, Revision B, Sheet 2 or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) On all airplanes listed in the applicability statement: Within the next 25 hours' time in service after the effective date of this AD, modify the parking brake and stick control lock installation in accordance with Grumman Aircraft Engineering Corporation AG-CAT Service Bulletin No. 39, February 15, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent modification approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (c) Compliance time specified in (b) may be increased upon approval by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, of the appropriate request with substantiating data submitted to an FAA maintenance inspector. This supersedes AD 66-10-02. This directive effective March 24, 1967.
70-09-05: 70-09-05 SIKORSKY: Amdt. 39-978. Applies to Orlando Helicopters Airways, Inc. Models HRS-1/CH-19, HRS-3/H-19B, H-19D, H-19G helicopters certificated in all categories. Compliance required within the next 15 hours' time in service after the effective date of this airworthiness directive, unless already accomplished. To prevent failure of the main rotor shaft due to fatigue cracks originating from surface defects, accomplish the following: (a) Inspect main rotor shaft P/N S14-35-4308-1, -2, -3, or -4 for cracks and surface defects in accordance with Sikorsky Service Bulletin No. 55B35-3 dated April 3, 1970, or later FAA approved revision or an equivalent inspection procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (b) Main rotor shafts exhibiting crack indications, or unsalvageable surface defects, shall be retired from service prior to further flight and replaced with a shaft which has been inspected in accordance with paragraph (a). (c) Main rotor shafts found with salvageable surface defects may be reworked in accordance with Sikorsky Service Bulletin No. 55B35-3 dated April 3, 1970, or later FAA approved revision, or an equivalent rework procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. Should the extent of rework necessitate removal of the shaft from the main gear box, then the replacement shaft must be inspected in accordance with paragraph (a). (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region may adjust the compliance time specified in this airworthiness directive if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective April 30, 1970.
2007-01-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas Model MD-11 and -11F airplanes. That AD currently requires an initial general visual inspection of the power feeder cables of the integrated drive generator (IDG) and the fuel feed lines of engine pylons No. 1 and No. 3 on the wings for proper clearance and damage; corrective actions if necessary; and repetitive general visual inspections and a terminating action for the repetitive inspections. This new AD requires the existing actions, and for certain airplanes, this AD requires installation of new clamps on the power feeder cables of the IDG of engine pylons No. 1 and No. 3. This AD results from reports of IDG power feeder cables riding against structure and fuel lines in the No. 1 and No. 3 pylons. We are issuing this AD to prevent potential chafing of the power feeder cables of the IDG in engine pylons No. 1 and No. 3 on the wings, and consequent arcing on the fuel lines in the engine pylons and possible fuel fire. \n\nDATES: This AD becomes effective February 14, 2007. \n\n\tThe Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of February 14, 2007. \n\n\tOn February 24, 2004 (69 FR 2657, January 20, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin MD11-54A011, Revision 02, dated May 31, 2002.
70-02-04: 70-02-04 BRITISH AIRCRAFT CORPORATION: Amdt. 39-916. Applies to Viscount Models 744, 745D, and 810 series airplanes. To provide immediate indication of failures in the electrical generation system, to preclude a simultaneous failure of all generators, and to ensure that emergency electrical power is supplied to certain emergency equipment necessary to continue flight to a safe landing, accomplish the following: (a) For Models 744, 745D, 810 series airplanes, within the next 1000 hours' time in service after the effective date of this AD, unless already accomplished, install a bus-bar under the voltage warning light in accordance with British Aircraft Corporation Modification Leaflet No. D3232, dated 1 August 1969, (for Model 744 and 745D series airplanes) or No. FG2107, dated 18 July 1969, (for Model 810 series airplanes) or later ARB-approved issues or an FAA-approved equivalent. (b) For Models 744 and 745D series airplanes, within the next 1000 hours' time in serviceafter the effective date of this AD, unless already accomplished - (1) Install PVC sheathing over the generator equalizing lines in accordance with British Aircraft Corporation Bulletin for Modification No. D969, Issue 3, dated 17 March 1969, or a later ARB-approved issue or an FAA-approved equivalent; and (2) Modify the electrical power distribution system in accordance with British Aircraft Corporation Modification Leaflet No. D3239, dated 6 June 1969, or a later ARB-approved issue or an FAA- approved equivalent to ensure that the electrical power for the following equipment is supplied from the No. 4 D.C. Emergency Bus-Bar: (i) Pitot head heater No. 1 (port). (ii) Flight deck lighting (i.e., instrument panels, pedestals, magnetic compass and circuit breaker panels). (iii) D.C. and/or A.C. communication equipment for emergency communications. (iv) Artificial horizon. This amendment becomes effective February 5, 1970.
2006-26-06: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes equipped with Rolls-Royce engines. This AD requires repetitive inspections to detect cracks of the outer V-blades of the thrust reverser, and corrective action if necessary. This AD also provides for optional terminating action for the repetitive inspections. This AD results from reports of cracked outer V-blades in the thrust reversers. We are issuing this AD to prevent separation of a thrust reverser from the airplane during normal reverse thrust or during a refused takeoff, which could result in impact damage to other airplane areas. If a thrust reverser separates from the airplane during a refused takeoff, the engine could produce forward thrust, resulting in unexpected thrust asymmetry and a possible runway excursion.
2006-26-04: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-145XR airplanes. This AD requires replacement of certain segments of the passenger seat tracks with new, improved seat tracks. This AD results from instances where the shear plungers of the passenger seat legs were not adequately fastened. We are issuing this AD to prevent inadequate fastening of the seat leg shear plungers, which could result in failure of the passenger seat tracks during emergency landing conditions and consequent injury to passengers.
70-23-01: 70-23-01\tBOEING: Amdt. 39-1103. Applies to Boeing Model 747-100 Series airplanes certificated in all categories. \n\tCompliance required within the next 200 hours' time in service after the effective date of this ad, unless already accomplished. \n\tTo prevent failures of the spindle nut, accomplish the following: \n\tReplace the wing gear upper side strut spindle nut in accordance with Boeing Service Bulletin 32-2055 dated October 2, 1970, or later FAA approved revision, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThe amendment becomes effective November 6, 1970.
2004-26-05: The FAA is superseding an existing airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 series turbofan engines. That AD currently requires initial and repetitive borescope insepctions of the head section and meterpanel assembly of the combustion liner, and replacement, if necessary, with serviceable parts. In addition, that AD allows an optional installation of a front combustion liner with a strengthened head section as a terminating action to the inspection requirements. This AD requires initial and repetitive borescope inspections of the head section and meterpanel assembly of the combustion liner, and replacement if necessary with serviceable parts. This AD also requires reduction of the inspection intervals of certain RB211-524 engine models that have not been repaired to RR Field Repair Scheme FRS5367/B, and a mandatory terminating action to be completed by a certain date. This AD results from five events that are directly attributed to combustor headbreakup and meterpanel failure which were found at overhaul inspection. At least one of these events resulted in a combustion case burn-through. We are issuing this AD to prevent engine combustion liner deterioration, which can result in combustion liner breakup, case burn-through, and engine fire.