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83-09-04: 83-09-04 BOEING: Amendment 39-4650. Applies to Boeing Model 767 airplanes listed in Boeing Alert Service Bulletin 767-52A7 Revision 1, dated April 7, 1983, or later FAA approved revisions. To prevent the inadvertent opening of the airplane passenger or service door, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, unless already accomplished, perform the maintenance check of paragraph A of Section III of Boeing Alert Service Bulletin 767-52A7 Revision 1 dated April 7, 1983, or later FAA approved revisions. Doors which fail to meet this check must accomplish the check of paragraph A.2. of Section III of the Boeing Alert Service Bulletin, prior to each flight until rigged in accordance with paragraph B of this AD. \n\n\tB.\tWithin 30 days after the effective date of this AD, unless already accomplished, passenger or service doors that do not meet the maintenance check of paragraph A of this AD must be rigged in accordance with paragraph Bof the Boeing Alert Service Bulletin. \n\n\tC.\tAlternate 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. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 25, 1983.
2013-21-06: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1, EC135 P2, EC135 P2+, EC135 T1, EC135 T2, EC135 T2+, and MBB-BK 117 C-2 helicopters with a certain external mounted hoist system (hoist) with boom support assembly (boom) installed. This AD requires inspecting the boom for a crack and, if a crack exists, replacing the boom with an airworthy boom. Until the boom is inspected, this AD requires, before further flight, and thereafter before the first flight of each day, checking the hoist for a crack. This AD was prompted by cracks found on the boom during a pre-flight check of a hoist on an MBB-BK 117 C-2 helicopter. The actions of this AD are intended to detect a crack and prevent failure of the boom, loss of the boom and attached loads, and subsequent loss of helicopter control.
2013-25-10: We are adopting a new airworthiness directive (AD) for certain serial-numbered Bell Helicopter Textron Canada Limited (BHTC) Model 206L, 206L-1, 206L-3, and 206L-4 helicopters with a certain tailboom upper left attachment fitting (fitting). This AD requires inspecting the fitting for a crack and other conditions. This AD was prompted by the manufacturer revising and extending the 100 hour time-in-service (TIS) inspection requirements for the fitting. The actions of this AD are intended to detect a crack, loose rivet, corrosion, or any other damage, which could lead to loss of the tailboom and subsequent loss of control of the helicopter.
83-09-51 R1: 83-09-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4704. Applies to Lockheed California Company L-1011 series airplanes certificated in all categories prior to S/N 1201 not in compliance with Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Compliance required as indicated unless previously accomplished. A. Within 5 calendar days after receipt of this AD, revise the Lockheed L-1011 FAA approved Airplane Flight Manual (AFM) LR-25925 to add the following and provide to flight crews: SECTION 1 - LIMITATIONS FUEL SYSTEM 1. In addition to normal fuel reserves, flight planning must be predicated on the following: (a) A fuel fitting failure occurs in tank 2L or 2R at anytime during the flight. (b) At the time of failure, the fuel in tanks 2L and 2R is considered to be trapped and unavailable to any engine. (c) At the time of failure, number 2 engine is considered to become inoperative, and (d) At the time of failure, a landing can be accomplished at a suitable airport with the remaining fuel in tanks 1 and 3. 2. The center crossfeed valve between tanks 1 and 3 must be operational prior to all flight operations. 3. Inflight crossfeed operations to number 2 engine are prohibited if either cockpit fuel quantity indicating system for tank 2L or 2R is inoperative prior to takeoff. 4. The fuel flow equalizer must be operational prior to all flight operations. 5. Integrated drive generator (IDG) assembly for engines number 1 and 3 must be operative prior to all flight operations more than 400 nautical miles from a suitable airport. NOTE: Not applicable to aircraft equipped with APU fuel supply from tank 3. If number 2 engine is shutdown, then engine 2 tank valve must be closed. 6. During flight, the fuel quantity in each tank must be closely monitored and logged at intervals not to exceed 15 minutes. SECTION 2 - EMERGENCIES UNCONTROLLED FUEL TRANSFER INTO FUEL TANK 2L OR 2R REFERENCE If a fuel quantity differential of 1500 lbs. or more develops between tanks 2L and 2R, the following procedure applies: 1. All tank pumps ON 2. All fuel crossfeed valves CLOSED 3. Tank pumps (low quantity tank 2L or 2R) OFF 4. Fuel quantity indicators MONITOR 5A. If fuel quantity differential between tank 2L and 2R decreases, resume normal operation when fuel tank quantities are equal. 5B. If fuel quantity differential between tank 2L and 2R remains constant, or is increasing: (1) All tank 2L and 2R fuel pumps OFF (2) Aircraft range CHECK (3) Continue number 2 engine operation on suction feed until the low fuel pressure light illuminates. (4) Shut down number 2 engine.B. A copy of this AD inserted in the FAA approved AFM may be considered as an acceptable means of compliance with required AFM revisions. C. Within 1200 hours time in service, or four (4) months after the effective date of this amendment, whichever occurs first, inspect and replace, if necessary, P/N 1527605-101 fittings in fuel tanks 2L and 2R as specified in Part 2, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-28-060, dated June 18, 1980; Revision 1, dated November 20, 1980; Revision 2, dated April 28, 1983; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. This action terminates the requirement for the AFM revised limitations and emergency procedures required in paragraph A., above. D. Alternate 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.E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the repair requirements of this AD. 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 the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective August 18, 1983, and was effective earlier to those recipients of telegraphic AD T83-09-51, dated May 3, 1983.
81-04-06: 81-04-06 FAIRCHILD: Amendment 39-4039. Applies to Fairchild Industries Products: Cockpit Voice Recorder Model A100 series, having serial numbers 4733 through 5260 inclusive. To prevent the possibility of destruction of the recording tape in an aircraft accident involving fire, due to the omission of the thermal insulation assembly, P/N 9300-A18, accomplish the following: (a) Within 180 days after the effective date of this AD, unless previously accomplished, inspect the cockpit voice recorders in accordance with the accomplishment instructions of Fairchild Industrial Products Alert Field Service Bulletin No. CVR A140, dated December 10, 1979, paragraph 2B, Installation of Thermal Insulation 1 through 3. Missing insulation assemblies shall be installed in accordance with the above installation instructions, or approved equivalent instructions. (b) Equivalent installation instructions must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Compliance times may be increased by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA inspector. This amendment becomes effective April 1, 1981.
79-18-10: 79-18-10 PIPER (TED SMITH): Amendment 39-3535. Applies to Aerostar Model 600 and 601 airplanes certificated in all categories. Compliance required within thirty (30) days after the effective date of this AD, unless already accomplished. To prevent inflight loss of the upper cabin door and to prevent the disengagement of door locking pins accomplish the following: (a) Install in the upper cabin door latching mechanism, spacers and the locking position visual indicators in accordance with Aerostar Service Bulletin 600-35, dated August 28, 1973. (b) Replace the rod end fittings made from tubing with solid steel rod end fittings in accordance with Aerostar Service Bulletin 600-61, dated January 26, 1977. (c) Alternate 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. (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 required by this AD. This amendment becomes effective August 29, 1979.
79-17-02 R2: 79-17-02 R2 BOEING: Amendment 39-3526 as amended by Amendment 39-3563 is further amended by Amendment 39-3867. Applies to all Model 747 series airplanes certificated in all categories listed in Boeing Service Bulletin 747-53-2200. Compliance required within 300 hours time-in-service after the effective date of this AD unless already accomplished. \n\n\tTo prevent failure of the 7079-T6 truss and related 7079-T6 latch support fittings on the lower sill of the forward and aft lower cargo doorway, accomplish the following: \n\tA.\tWithin 300 hours time-in-service after the effective date of this AD unless already accomplished, visually inspect the 7079-T6 truss and related 7079-T6 latch support fittings on the lower sill of forward and aft lower cargo doorways for corrosion, cracking and blocked drainage paths in accordance with Boeing Service Bulletin 747-53-2200 dated May 8, 1979, or methods approved by the Chief, Engineering and Manufacturing Branch, Northwest Region. \n\tB.\tClear all blocked drainage paths, replace cracked latch support fittings, replace or repair corroded or cracked truss fittings in accordance with Boeing Service Bulletin 747-53-2200 Revision 1, before further flight. Cracked truss fittings may continue in service provided: cracks do not exceed limits in Service Bulletin 747-53-2200 Revision 1, no adjacent fittings are cracked, and provided the cracked fittings are visually inspected at intervals not to exceed 300 hours time- in-service. \n\tC.\tRepeat the inspection in accordance with paragraph A at intervals not to exceed 1,200 flight hours, until all affected fittings are replaced with 7075-T73 fittings. Apply BMS-3- 23 or equivalent to the internal lower sill areas after each inspection. Operators may make one more inspection at an interval not exceeding 2,000 flight hours (as required by AD 79-17-02, Amendment 39-3526, 44FR46782), measured from the last inspection conducted prior to the effective date of this amendment, before complyingwith the 1200 hour repetitive inspection. \n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to the prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD if the request contains substantiating data to justify such adjustment. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3526 became effective August 15, 1979. \n\tAmendment 39-3563 became effective October 1, 1979. \n\tThis Amendment 39-3867 becomes effective September 13, 1980.
99-26-19 R1: We are revising Airworthiness Directive (AD) 99-26-19 that applies to certain The New Piper Aircraft, Inc. Model J-2 airplanes equipped with wing lift struts. AD 99-26-19 required repetitively inspecting the wing lift struts for dents and corrosion; repetitively inspecting the wing lift strut forks for cracks; replacing any dented or corroded wing lift strut; replacing any cracked wing lift strut fork; and repetitively replacing the wing lift strut forks at specified times for certain airplanes. AD 99-26-19 also required incorporating a ``NO STEP'' placard on the wing lift strut. Since we issued AD 99-26- 19, we were informed that paragraph (c) had been misinterpreted and caused confusion. This AD clarifies the intent of the language in paragraph (c) of AD 99-26-19 and retains all other requirements of AD 99-26-19. We are issuing this AD to correct the unsafe condition on these products.
63-15-04: 63-15-04 GENERAL DYNAMICS: Amdt. 584 Part 507 Federal Register July 16, 1963. Applies to All Models 340 and 440 Aircraft. Compliance required as indicated. Cracks have been found in the nose landing gear actuating cylinder rod end eyebolt, Peacock P/N C50137-2. To assure that all cracked eyebolts are replaced, accomplish either (a) or (b) as applicable: (a) If the nose landing gear actuating cylinder rod end eyebolt Peacock P/N C50137- 2, has not been modified in accordance with Convair Service Engineering Report No. 6820-240- 23/340-45/440-45 dated August 24, 1962, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent modification, within the next 225 hours' time in service after the effective date of this AD, unless already accomplished within the last 775 hours' time in service, and thereafter at periods not to exceed 1,000 hours' time in service from the last inspection, inspect the unmodified eyebolt, where the threaded area is machined for the relief radius, by a dye penetrant method or an FAA approved equivalent method for any indication of cracking. Replace a cracked eyebolt with an uncracked eyebolt, Peacock P/N C50137-2, before further flight and continue the repetitive inspections. (b) If the nose landing gear actuating cylinder rod end eyebolt, Peacock P/N C50137-2, has been modified in accordance with Convair Service Engineering Report No. 6820- 240-23/340-45/440-45 dated August 24, 1962, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent modification, within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished within the last 4,500 hours' time in service, and thereafter at periods not to exceed 5,500 hours' time in service from the last inspection, inspect the eyebolt, where the threaded area is machined for the relief radius, by a dye penetrant method or an FAA approved equivalent method for any indication of cracking. Replace a cracked eyebolt with an uncracked eyebolt, Peacock P/N C50137-2, before further flight and continue the repetitive inspections. (c) When unmodified eyebolts are used as replacement bolts, the inspection periods of (a) are applicable, and if modified eyebolts are used as replacements, the inspection periods of (b) are applicable. (Convair Service Engineering Report No. 6820-240-23/340-45/440-45 dated August 24, 1962, pertains to this same subject.) This directive effective August 15, 1963.
2013-23-14: We are adopting a new airworthiness directive (AD) for certain General Electric Company model GEnx-2B67 and GEnx-2B67B turbofan engines. This AD was prompted by the original equipment manufacturer's disclosure that certain critical rotating life-limited parts (LLPs) used in Boeing 747-8 flight tests had consumed more cyclic life than they would have in revenue flight cycles. These parts were then installed into engines and introduced into revenue service without adjustment to remaining cyclic life. This AD requires a one-time adjustment to the cycle counts of those LLPs to account for the additional low cycle fatigue (LCF) life consumed during flight tests. We are issuing this AD to prevent the failure of critical rotating LLPs, uncontained engine failure, and damage to the airplane.
2013-24-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 and Model 767 airplanes. This AD was prompted by a standby power relay failure and subsequent illumination of the ''STANDBY BUS OFF'' light, which led the flightcrew to set the standby power switch to the ''BAT'' position, isolating the battery and standby buses, disabling the battery charger, and eventually causing the main battery to be depleted. This AD requires doing wiring changes and installing a new air/ground relay to the battery charger system. We are issuing this AD to prevent discharge of the main battery, which could result in multiple system degradation, reduced airplane controllability, and runway excursion upon landing.
65-12-04: 65-12-04 MORRISEY: Amdt. 39-76 Part 39 Federal Register June 2, 1965. Applies to Models 2150 and 2150A Aircraft. Compliance required as indicated. To prevent further elevator horn cracks as a result of improper fabrication, accomplish the following: (a) Visually inspect the 180 degrees bend of the elevator horn, P/N 6000-9, for cracks within the next 25 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. (b) If cracks are found, replace the elevator horn before further flight with a new horn, P/N 6000-9, manufactured after February 1, 1965, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) The repetitive inspections required by (a) may be discontinued when the elevator horn is replaced in accordance with (b). NOTE: Elevator horn, P/N 6000-9, may be obtained from Shinn Engineering, Inc., 320 Dyer Road, Santa Ana, California. This directive effective June 2, 1965.
2013-23-10: We are superseding Airworthiness Directive (AD) 2010- 21-01 for Eurocopter France (Eurocopter) Model AS350B, BA, B1, B2, B3, D, AS355E, F, F1, F2, and N [[Page 70203]] helicopters. AD 2010-21-01 required an inspection to determine whether a cross-member is installed at station X 2165 and doublers at X 2325 and Y 269, and installing them if they are missing. This new AD retains the requirements of AD 2010-21-01 but clarifies the inspection procedures and limits the applicability to only those helicopters with collective-to-yaw control coupling. This AD is prompted by a crack discovered in the area of the center cross-member at station X 2325, at the attachment point of the yaw channel ball-type control sheath stop, of a Model AS355N helicopter fitted with the collective-to-yaw control coupling. The actions of this AD are intended to prevent reduced yaw control and subsequent loss of helicopter control.
2013-22-17: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS332C, AS332L, AS332L1, AS332L2, and EC225LP helicopters. This AD requires inspecting the intermediate gearbox (IGB) fairing for a crack and inspecting the IGB fairing gutter (gutter), if installed, for a crack, separation, or interference. This AD is prompted by reports of cracks, separation of the IGB fairing from the gutter and attachment supports, and subsequent interference with the tail rotor (T/R) inclined drive shaft. These actions are intended to detect a crack and prevent separation of the IGB fairing, which could result in interference with the T/R inclined drive shaft and subsequent loss of control of the helicopter.
79-01-05: 79-01-05 PIPER (TED SMITH): Amendment 39-3387 as amended by Amendment 39-3643. Applies to Aerostar Models 600, 601, 601P Airplanes certificated in all categories.\n\n\tCompliance required as indicated.\n\n\tTo reduce the possibility of double engine failure due to fuel starvation, accomplish the following unless already accomplished:\n\n\t(a)\tWithin the next 10 days after the effective date of this AD accomplish the following:\n\n\t\t(1)\tOn airplanes serial numbers 0001 through 0255 inclusive, install a low fuel warning light system which provides a warning when the fuel quantity in the fuselage fuel tank is at or below 12 + 1 -0 U.S. gallons. (NOTE: Aerostar Kit Option No. 156-1 provides an acceptable means of complying with this requirement provided the warning level is set at 12 + 1 -0 U.S. gallons.)\n\n\t\t(2)\tOn airplanes serial numbers 0256 and subsequent, adjust the existing low fuel warning light system to provide a warning when the fuel quantity in the fuselage fuel tank is at or below 12 + 1 -0 U.S. gallons. (NOTE: Aerostar Kit Option No. 157-1 provides an acceptable means of complying with this requirement provided the warning level is set at 12 + 1 -0 U.S. gallons.) \n\n\t\t(3)\tOn all airplanes, install Aerostar placard P/N 030100-1, on the cockpit instrument panel in clear view of the pilot and revise the Airplane Flight Manual by incorporating FAA approved Aerostar revision dated November 7, 1977.\n\n\t\t(4)\tOn all airplanes:\n\n\t\t\ti.\tCheck the condition of the rubber O-ring seal on each wing fuel filler cap to ensure it is capable of forming a positive seal. Replace the O-ring prior to further flight if deterioration is found.\n\n\t\t\tii.\tCheck the fuel filler cap receptacle in each wing to ensure that the cap can be tightly sealed. Damaged or deformed receptacles must be replaced prior to further flight.\n\n\t\t\tiii.\tCheck and ensure that the wing fuel filler cap locking tabs provides a positive lock indicating sufficient compression of the O-ring to forma positive seal.\n\n\t\t(5)\tThe checks required by Paragraph (a)(4) of this AD may be performed by the pilot. (NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, See FAR 91.173.)\n\n\t(b)\tWithin the next 30 days after the effective date of this AD, and thereafter at intervals not to exceed one year since the last inspection, accomplish the following on the wing fuel tank filler caps:\n\n\t(NOTE: Aerostar Service Bulletin 600-77 addresses the subject of fuel cap security.)\n\n\t\t(1)\tFor airplanes having Shaw Aero filler caps (P/N 431-248), inspect the caps and ensure that the cap locking tab provides a positive lock by measuring the opening pull force at the finger tab with a tension indicator (e.g. "fish scale") aligned approximately 75 degrees from the plane of the cap as follows:\n\n\t\t\ti.\tMeasure the opening pull force on the tab with the cap uninstalled (tab friction force). The tab friction force must not exceed 2 pounds. If the force is greater than 2 pounds, inspect for wear, dirt, corrosion, etc. under tab and clean as necessary to reduce the friction force or replace the cap with a serviceable cap before further flight.\n\n\t\t\tii.\tMeasure the opening pull force on the tab with the cap installed in the wing receptacle. If the opening pull force is outside the range of 16 + 3 pounds, before further flight, adjust cap by removing cotter pin, turn adjusting nut (clockwise to increase, counterclockwise to decrease) to achieve required pull force, and install new cotter pin to prevent the nut from loosening during service.\n\n\t\t(2)\tFor all airplanes, ensure that each wing tank filler cap forms a positive seal by accomplishing this "Leak and Pressure Testing" procedures specified in Section 4 of the Aerostar Maintenance Manual, or in accordance with the following procedures:\n\n\t\t\ti.\tCompletely fill the wing tanks to the filler neck (capacity) and install filler caps.ii.\tPark the aircraft in the sun to produce fuel expansion, lower wing tip below the "wings level" attitude, and observe for evidence of fuel leaking from filler cap area. Repeat this process for the opposite wing. (NOTE: If the cap is leaking, the leak should become evident within one hour due to fuel expansion and pressure increase within the wing tank. Fuel may leak from the wing overpressure relief valve during these tests. With wing still lowered, carefully release the filler cap and verify that fuel flows out of the filler port. If fuel does not flow out of the filler port, sufficient fuel expansion has not occurred for a valid test, and, the test must be repeated.)\n\n\t(c)\tWithin the next 30 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tTo reduce the maximum usable fuel quantity limitations for flight planning purposes, install a new placard on the instrument panel in clear view of this pilot that reads as follows:\n\n\t"TOTAL USABLE FUEL165.5 U.S. GAL.\n\tFUSELAGE USABLE FUEL 41.5 U.S. GAL.\n\tEACH WING USABLE FUEL 62 U.S. GAL."\n\n\t\t(2)\tTo show a reduced maximum usable fuel quantity for each wing tank of 62 U.S. gallons, and to ensure first fueling priority is given to the fuselage tank, replace the placard at each wing tank filler location with a placard that reads as follows:\n\n\t"100/130 or 100LL MINIMUM GRADE AVIATION FUEL.\n\tDO NOT ADD FUEL TO WING TANKS UNLESS FUSELAGE TANK IS FULL.\n\tEACH WING TOTAL USABLE FUEL 62 U.S. GALLONS.\n\tDO NOT INSERT NOZZLE OVER 3 INCHES."\n\n\t\t(3)\tTo show a reduced maximum usable fuel quantity in the fuselage tank of 41.5 U.S. gallons, replace the placard at the fuselage tank filler location with a placard that reads as follows:\n\n\t"100/130 OR 100LL MINIMUM GRADE AVIATION FUEL.\n\tFUSELAGE TOTAL USABLE FUEL 41.5 U.S. GALLONS."\n\n\t\t(4)\tInstall a new placard on the cockpit instrument panel in the vicinity of the fuel quantity gage to read as follows:\n\n\t"READ FUEL QUANTITY IN LEVEL FLIGHT ONLY."\n\n\t\t(5)\tReplace the X-feed placard required by Paragraph (a) of AD 77-26-04 with a placard that reads as follows:\n\n\t"X-FEED LEVEL FLIGHT ONLY.\n\tTAKEOFF PROHIBITED WITH LOW FUEL LIGHT ON.\n\tDOUBLE X-FEED LIMITED TO LEVEL FLIGHT\n\tEMERGENCY ONLY."\n\n\t\t(6)\tRevise the markings on the cockpit instrument panel at the right and left engine fuel selector switches as follows:\n\n\n\n\nAD 79-01-05\n\n\t\t(7)\tRevise the Airplane Flight Manuals with Aerostar supplement dated December 5, 1978, or later FAA-approved revisions to incorporate the following changes:\n\n\t\t\t(i)\tReduction of airplane total usable fuel capacity to 165.5 gallons.\n\n\t\t\t(ii)\tRevised fuel system emergency procedures.\n\n\t\t\t(iii)\tAdded fuel system descriptive material.\n\n\t\t\t(iv)\tRevised airplane refueling procedures.\n\n\t\t\t(v)\tAdded note to caution against use of fuel flow totalizer as a primary fuel quantity instrument.\n\n\tNOTE: The placards and Airplane Flight Manual supplements described by Aerostar Service Bulletin 600-79 are acceptable for compliance with Paragraphs (c)(1) through (c)(7). The Airplane Flight Manual supplements are interim revisions that may be replaced by FAA approved revisions that contain the same information, at a later date.\n\n\t\t(8)\tFor airplanes which have either a Silverton or Symbolic Display type fuel flow totalizer system installed, which incorporates a preset maximum usable fuel quantity memory, adjust the present quantity to read no more than 165.5 U.S. gallons. \n\n\t(d)\tBy June 1, 1980, accomplish the following modifications in accordance with a design and procedures approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\t\t(1)\tOn or near the centerline of the instrument panel, in clear view of the pilot, install:\n\n\t\t\ti.\tThree gages that provide a continuous reading of fuel quantities contained in the fuselage tank and in each of the wing tanks; or\n\n\t\t\tii.\tA single gage that provides a continuous reading of fuel quantity contained in the fuselage tank and will, upon switch selection by the pilot, provide a reading of fuel quantity contained in each wing tank.\n\n\t(NOTE: Fuel gage modifications to meet the requirements of paragraph (d)(1) are being developed by Piper Aerostar. Proposed modifications may also be presented by other persons for approval.)\n\n\t\t(2)\tInstall and test an overpressure relief valve in each wing fuel tank which has a pressure relief setting of 1.2 to 1.5 psi. For airplanes which already have an overpressure relief valve installed, test to ensure pressure relief is provided at 1.2 to 1.5 psi. (NOTE: Piper Aerostar DWG. 106068 provides an acceptable means of installing overpressure relief valves.)\n\n\t\t(3)\tRevise the Airplane Flight Manual and placards in the cockpit as necessary to envisage the modifications approved for compliance with Paragraph (d)(1).\n\n\t(e)\tPrevious compliance with AD 77-26-04 satisfies compliance with Paragraphs (a)(1) or (a)(2), and (a)(3) of this AD.\n\n\t(f)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.\n\n\t(g)\tEquivalent inspections, modifications, Airplane Flight Manual revisions, placards, and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\tThis supersedes Amendment 39-3103 (42 FR 64111), AD 77-26-04, as amended by Amendment 39-3135 (43 FR 5506).\n\n\tAmendment 39-3387 become effective February 2, 1979.\n\n\tThis Amendment 39-3643 becomes effective December 27, 1979.
2013-23-07: We are superseding airworthiness directive (AD) 90-26-12 for Sikorsky Aircraft Corporation (Sikorsky) Model S-64E helicopters. AD 90-26-12 required checks of the main rotor blades for a crack. This new AD retains the actions required by AD 90-26-12, reflects that the type certificate (TC) for this model helicopter has been transferred to Erickson Air-Crane Incorporated (Erickson), and expands the applicability to include the similar Erickson Model S-64F helicopters. This AD is prompted by a need to expand the applicability to include Model S-64F helicopters and clarify the applicable main rotor blades by part number. These actions are intended to detect a crack in the main rotor blade and prevent blade separation and subsequent loss of control of the helicopter.
64-04-02: 64-04-02 BOEING: Amdt. 687 Part 507 Federal Register February 20, 1964. Applies to All Airplanes Listed in Boeing Service Bulletin No. 942 On Which Service Bulletin No. 942 Has Not Been Accomplished. \n\n\tCompliance required at the next terminal where adequate facilities and personnel are available but not to exceed 30 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Boeing Alert Service Bulletin No. 1967 dated January 31, 1964. \n\n\tInspect both stabilizer center section rear spar upper attach fittings visually for cracks. Inspect all visible areas of the lug area (left and right side). Use a mirror to inspect outboard edge of lug that is sandwiched between lugs of mating part. Replace any center section having cracked parts before further flight.\n \n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated February 4, 1964.
80-05-01: 80-05-01 WEATHERLY AVIATION COMPANY, INC.: Amendment 39-3704. Applies to all Model 201C series airplanes certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the aft fuselage attach provisions, accomplish the following: (a) Within 50 hours' time in service from the effective date of this AD, visually inspect with at least 2X magnification the four P/N 40352-9 and 40352-10 tail cone attach fittings for evidence of cracking, particularly in the bend radii and in the area of the bend relief hole. NOTE: Weatherly Aviation Company, Inc. Service Note No. 10, dated January 23, 1980, refers to this subject. (b) If cracks are found, replace the cracked fittings with P/N 40352-19 or 40352-20 fittings prior to further flight. (c) Repeat the visual inspection of P/N 40352-9 and 40352-10 fittings required in paragraph (a) of this AD at intervals not to exceed 100 hours' time in service since the lastinspection. Repetitive inspections required by this paragraph of this AD may be terminated when replacement of fittings with P/N 40352-19 and 40352-20 fittings is accomplished. (d) Whenever cracks or other damage have been found in the welded tube tail frame, which mounts the tail wheel spring, inspect the tail cone attach fittings per paragraph (a) of this AD prior to further flight. (e) 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 March 3, 1980.
2013-22-20: We are adopting a new airworthiness directive (AD) for Embraer S.A. Model EMB-505 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracking in the stator pressure plate of the brake assembly, which may lead to loss of brake parts on the runway and reduced brake capability with possible runway excursion. We are issuing this AD to require actions to address the unsafe condition on these products.
82-16-07: 82-16-07 HILLER AVIATION: Amendment 39-4469. Applies to Hiller Aviation Model UH-12E and L and OH-23F and G Series helicopters certificated in all categories that are equipped with engine drive torsional coupling assemblies, P/N 21047-9 and P/N 21047-11 (S/N 704 through 766) and P/N 21047-15 (all serial numbers), Airworthiness Docket No. 82-ASW-52. Compliance required as indicated unless already accomplished. To detect possible cracks and prevent failure of the engine drive torsional coupling assembly, accomplish the following: 1. Within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours' time in service: (a) Remove from the helicopter torsional coupling assemblies P/N 21047-9 and -11 (S/N 704 through 766) and P/N 21047-15 (all serial numbers). These have a stamped rubber cure date of December 1980 or later. (b) Clean and inspect the lower housing P/N 21046 in the eight window areas adjacent to the engine attach flange using a fluorescent penetrant inspection method. (c) Replace assemblies with cracked housings before further flight and install a serviceable assembly as prescribed in the appropriate model maintenance manual or FAA approved equivalent. 2. The inspections required by this AD are not applicable to UH-12E, or OH-23F and G series helicopters converted to the turbine engine installation by STC SH178WE. 3. Equivalent means of compliance must be approved by the Manager, Western Aircraft Certification Field Office, P.O. Box 92007, World Way Postal Center, Los Angeles, California 90009. 4. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraft to a base where compliance with this AD can be accomplished. Hiller Aviation Service Bulletin S.B. UH-12-21-3 dated August 4, 1982, contains information regarding this AD. This amendment becomes effective October 15, 1982, to all persons, except those to whomit was made immediately effective by priority mail AD 82-16-07 issued July 23, 1982.
76-09-11: 76-09-11 LOCKHEED: Amendment 39-2601 as amended by Amendment 39-2615. Applies to all Model 382 series airplanes below serial number 4673. Before further flight, unless already accomplished, perform the crank arm inspection for rudder, aileron and elevator in accordance with Lockheed Alert Service Bulletin A 382-27-17. If the crank arms do not pass the inspection requirements, replace the crank arm or servo valve assembly prior to further flight. The Lockheed Alert Service Bulletin stated that acceptable replacement cranks were identified with a "V" index mark. However, some of the replacement cranks are being made from a different material than those identified with a "V" index mark. These new cranks are identified with a straight line index mark and either of the cranks identified with a "V" or a straight line index mark are acceptable. Amendment 39-2601 was effective May 14, 1976 and was effective on receipt for all recipients of the telegram dated April 23, 1976, whichcontained this amendment. This Amendment 39-2615 becomes effective immediately.
2013-22-18: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-135ER, - 135KE, -135KL, and -135LR airplanes; and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires repetitive detailed inspections to detect discrepancies on the attaching parts of the lower eyelet fitting of the cockpit windshield center-post, and, if no discrepancy is found, a check to make sure the bolts are tight, and replacement of the attaching parts if necessary. This AD also provides an option to accomplish the replacement of the attaching parts, which terminates the repetitive inspections. This AD was prompted by reports of failure of the bolts that connect the lower eyelet fitting of the cockpit windshield center-post to the forward fuselage. We are issuing this AD to detect and correct failed bolts and attaching parts of the lower eyelet fitting of the cockpit windshield center-post, which could lead to loss of structural integrity of the airplane.
77-14-02: 77-14-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2950. Applies to Puma Model SA 330F and SA 330G helicopters that have not been modified in accordance with Puma Service Bulletin No. 53.13. Compliance is required within the next 50 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours time in service since the last inspection, until accomplishment of Puma Service Bulletin No. 53.13, dated May 29, 1974, or an FAA- approved equivalent. To prevent possible failure of the forward engine mount support structure, accomplish the following: (a) Inspect for cracks in beams under attachment fittings for the forward engine mounts located between frames 3245 and 3550 in accordance with subparagraph 1C(1) of Puma Service Bulletin No. 05.35, dated April 9, 1974, or an FAA-approved equivalent. (b) If cracks are found which exceed the criteria for continued service set forth in subparagraph 1C(2) of PumaService Bulletin No. 05.35, before further flight, except that the helicopter may be flown in accordance with FAR Sections 21.197 and 21.199, to a base where the work can be performed, replace the beams in accordance with Puma Service Bulletin No. 53.13, dated May 29, 1974, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO, New York, N.Y. 09667. This amendment becomes effective August 1, 1977.
2013-20-16: We are adopting a new airworthiness directive (AD) for MDHI Model MD900 helicopters with certain main rotor blade (MRB) retention bolts (bolts) installed. This AD requires a daily check of the position of each bolt, a daily check and a repetitive inspection for a gap in each bolt, and, if necessary, removing and inspecting the bolt for a crack and replacing any cracked bolt with an airworthy bolt. This AD was prompted by multiple reports of in-service bolt failures. The actions are intended to prevent failure of a bolt, which could lead to loss of MRB structural integrity and subsequent loss of control of the helicopter.
2013-20-15: We are superseding Airworthiness Directive (AD) 97-19-10 for Sikorsky Aircraft Corporation-manufactured Model S-64E helicopters (type certificate currently held by Erickson Air-Crane Incorporated (Erickson)). AD 97-19-10 required inspecting and reworking the main gearbox (MGB) assembly second stage lower planetary plate (plate). This action establishes or reduces the life limits for certain flight- critical components, removes from service various parts, requires repetitive inspections and other corrective actions, and requires replacing any cracked part discovered during an inspection. This AD is prompted by further analysis performed by the current type certificate holder and the service history of certain parts. The actions specified in this AD are intended to prevent a crack in a flight critical component, failure of a critical part, and subsequent loss of control of the helicopter.