Results
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.
78-25-08 R3: 78-25-08 R3 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-3367 as amended by Amendment 39-3389 and 39-3607 is further amended by Amendment 39-3787. Applies to AiResearch Model TSE331-3 and TPE331-1, -2, -3, -5, -6 series engines. Compliance required as indicated. To prevent destructive overspeed of the turbine rotor in the event of any one of several single engine failures in the main reduction gear drive accomplish the following: (a) Within the next 3100 hours' time in service after July 1, 1979, or at the next overhaul after July 1, 1979, or prior to December 31, 1985, whichever comes first, unless already accomplished, incorporate the modified engine fuel control drive gear train in the main reduction gear box of the TSE331-3U and TPE331-1, -2, -3U, -3UW, -5, and -6 series engines in accordance with AiResearch Service Bulletin TPE331-72-0061, revision 1, dated December 18, 1978 or revision 2 dated October 18, 1979. Torque sensor assembly P/N 3101726-2 may be used in place of P/N 3101726-1. Installation of torque sensor assembly P/N 3101726-2 is per paragraph 2.E of AiResearch Service Bulletin TPE331-72-0232, Revision 1, dated December 5, 1979. (b) Equivalent procedures may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Special flight permits may be issued per FAR 21.197 and 21.199 to authorize operation of aircraft to a base where this modification required by this AD may be performed. Amendment 39-3367 became effective January 19, 1979. Amendment 39-3389 became effective January 8, 1979. Amendment 39-3607 became effective November 19, 1979. This Amendment 39-3787 becomes effective June 12, 1980.
2015-13-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of fatigue cracks found in the upper corners of the forward entry door skin cutout. This AD requires repetitive inspections for cracking in the upper corners of the forward entry door skin cutout, and repair if necessary. Accomplishment of this repair or a preventive modification terminates the repetitive inspections. We are issuing this AD to detect and correct cracking in the doorway upper corners, which could result in cabin depressurization.
65-13-02: 65-13-02 FAIRCHILD: Amdt. 39-82 Part 39 Federal Register June 17, 1965. Applies to Model F-27 Aircraft Serial Numbers 1 to 39 inclusive, 41 to 45 inclusive, and 47. Compliance required within the next 500 hours' time in service after the effective date of this AD, unless already accomplished. (a) Remove old asymmetric switches, P/N's 472-001-1 and -2, located on each outboard flap gear box at Wing Station 394. (b) Accomplish the following modifications in accordance with paragraph 2, "Accomplishment Instructions", of Fairchild Service Bulletin No. 27-26, dated September 9, 1960, Revision 2, dated April 26, 1965, or later FAA-approved revision, or equivalent approved by the FAA Eastern Region, Engineering and Manufacturing Division: (1) Rework the outboard flap and asymmetric switches, P/N 658-001, with the teleflex units. (2) Install asymmetric override toggle switch at the cockpit pedestal and rewire aircraft for the new asymmetry switches and the override switch. (c) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the compliance time specified in this AD if the request contains substantiating data to justify the increase for such operator. This directive effective June 17, 1965.
62-13-02: 62-13-02\tBOEING: Amdt. 446 Part 507 Federal Register May 30, 1962. Applies to 707 and 720 Series Aircraft Listed in Boeing Service Bulletin No. 1698 Dated May 16, 1962.\n \n\tCompliance required as indicated. \n\n\tAs a result of several cases of damaged wiring in the automatic pilot trim servo wire bundle, accomplish the following one-time inspection: \n\n\tWithin the next 150 hours' time in service after the effective date of this AD unless already accomplished, inspect the wire bundle connected to the autopilot trim servostabilizer limit switches, and stabilizer position transmitter in accordance with Boeing Service Bulletin No. 1698 dated May 16, 1962. If damage is found, repair or replace the wire bundle prior to further flight. \n\n\tThis directive effective May 30, 1962.
2015-13-01: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-500 and ATR72- 212A airplanes. This AD requires inspection of the affected control systems rods and, depending on findings, a replacement of the affected rods. This AD was prompted by reports of non-conformity of certain control rods, which could result in failure of the control rods. We are issuing this AD to detect and correct failure of an affected control rod, which, under certain circumstances, could result in reduced control of the airplane.
60-10-06: 60-10-06 LOCKHEED: Amdt. 150 Part 507 Federal Register May 13, 1960. Applies to All Model 1049 Series Aircraft Equipped With Drag Strut Assemblies With Ground Acme Threads, P/N 469080-5 and -6, Serial Numbers 6001 Through 6363 and 10001 Through 10036, Manufactured By Sargent Engineering Corporation. Compliance required as indicated. As a result of two failures of the main landing gear drag strut cylinder, P/N 471035-3, the following inspections and rework are required, unless already accomplished. (a) Within the next 425 hours' time in service inspect the root of the 6 5/16-inch diameter thread and thread relief area in the cylinder, P/N 471035-3, for cracks using one of the following inspection methods: (1) Dye penetrant method. (2) Magnetic particle method (liquid suspension only). (3) Eddy current method. (b) If no cracks are found, reinspection is required as follows, except that such reinspection is not required if the parts are reworked in accordance with (c) or if inspection, in accordance with inspection method (a)(3), shows no indication of a heat-affected zone. (1) If inspection method (a)(1) or (a)(2) is employed, reinspection is required every 1,000 hours' time in service. (2) If inspection method (a)(3) is employed, reinspection is required every 5,000 hours' time in service. (c) Rework instructions: (1) Remove 0.020-inch material by remachining new Acme threads and new thread relief in the cylinder, taking care to prevent heating of the cylinder material which may affect its strength. Grinding or rolling processes must not be used for making the threads. (2) Cadmium plate the machine surfaces in accordance with aircraft practices for heat-treated steel. (3) A new nut, Lockheed P/N 557466-1, or equivalent, must be used to replace the existing nut. (4) Reassemble the strut assembly and proof test to 12,300 p.s.i. (Lockheed 1049 Service Bulletin 3112 covers these rework instructions.)(d) Parts found cracked must be replaced prior to further flight. Parts in which a heat affected zone is indicated by inspection method (a)(3) must be reworked in accordance with (c) within 1,000 hours' time in service. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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. (Lockheed Service Letter FS/240867L covers this same subject.) Revised August 2, 1963. Revised May 26, 1964.
80-12-13: 80-12-13 BRITISH AEROSPACE (formerly Hawker Siddeley, Ltd.): Amendment 39- 3799. Applies to Model DH/BH/HS 125 series airplanes, certificated in all categories, which have incorporated British Aerospace modification 251605 and have any of the following: an AiResearch APU Model GTCP30-92(c) installed as a replacement for AiResearch APU Model GTCP3-92, AiResearch Service Bulletin 30-49-3689 incorporated, or British Aerospace modification 257513, 252502, 256817, 256855, 258015, 258027, or 258037 incorporated. NOTE: This AD is known to apply, but is not necessarily limited, to the airplanes listed below. Model Series - all variants Serial Number DH/HS 125 1 25/097 DH/HS 125 3 25/113, 117, 125, 133, 140, 143, 144, 154, 157, 162, 164 thru 168, 172 HS/BH 125 400, 401, 403 25/178, 189, 194, 197, 209, 215, 217, 227, 231, 240, 242, 243, 246 thru 251, 254, 257, 270, 271, 272, 274 HS/BH 125 600 25/256 & 25/6012, 6015, 6017, 6019, 6021, 6024, 6027, 6029, 6030, 6031, 6033, 6035, 6037, 6039, 6041, 6042, 6045, 6048, 6049, 6050, 6052, 6053, 6054, 6056, 6057, 6058, 6059, 6060, 6062, thru 6071 HS 125 700 25/7001, 7007, 7010, 7013, 7020, 7022, 7025, 7028, 7031, NA 0201 0218 Compliance is required as indicated, unless already accomplished. To prevent failure of the main engine mount beam, accomplish the following: (a) Within the next 500 hours time in service after the effective date of this AD, modify the main engine mount beam in accordance with Section 2, "Accomplishment Instructions", British Aerospace Service Bulletin 49-28(2675), Rev. 2, dated June 26, 1979, (hereinafter referred to as the Service Bulletin) or an FAA-approved equivalent. (b) For purposes of this AD, with the exception of cleats equivalent to those specified in the Service Bulletin, an FAA-approved equivalent may be approved by an FAA airworthiness or engineering and manufacturing inspector or the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office. Any cleats equivalent to those specified in the Service Bulletin must be approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Office. (c) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the compliance time specified in paragraph (a) of this AD or approve a modification equivalent to that specified in the Service Bulletin provided such request is made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective July 14, 1980.
63-08-03: 63-08-03 LOCKHEED: Amdt. 553 Part 507 Federal Register April 9, 1963. Applies to All Model 188 Series Aircraft. Compliance required as indicated. To eliminate the possibility of fouling the deboost control systems, accomplish the following within 650 hours' time in service after the effective date of this AD, unless previously accomplished. (a) Modify all aircraft by installing deflectors on the rudder and elevator spring cartridges and by chamfering corners of the aileron and elevator spring cartridges to eliminate sharp edges and projections in the area of the "off" branch cables in accordance with Lockheed Service Information Letter 881 SIL-30, dated December 29, 1961, or FAA approved equivalent. (b) Modify those aircraft which incorporate the provisions of Service Bulletin 88/SB- 547, dated August 4, 1961, by inverting the screw and nut that attach the left-hand fuel dump chute locking cable conduit tube to the floor support below the pilot's lower center consolecontrol box, in accordance with the -1 PS of Lockheed Drawing 840850. (Lockheed Service Information Letter 88/SIL-30, dated December 29, 1961, and revision to Lockheed Service Bulletin 547, dated March 28, 1962, cover this same subject.) This directive effective May 9, 1963.
63-17-01: 63-17-01 BELLANCA: Amdt. 601 Part 507 Federal Register August 13, 1963. Applies to All Model 14-13 Series Aircraft. Compliance required as indicated. Several incidents have occurred of failure of the main landing gear retracting strut and attaching fittings. Therefore, the following must be accomplished within 50 hours' time in service after the effective date of this AD, and at intervals thereafter, not to exceed 50 hours' time in service from the last inspection. (a) Inspect the entire main landing gear retracting strut (Bellanca P/N 7577 L/R), and the rear spar main landing gear fitting (Bellanca P/N 7560 L/R) for cracks using a dye penetrant and a 10-power magnifying glass, or an FAA approved equivalent inspection. Give particular attention to all welds, especially at the connecting link trunnion housing, and tube intersections. Prior to inspection, remove all grease and dirt from all surfaces of the upper and lower struts connected by the connecting link.(b) If cracks are found, repair that part in accordance with an FAA approved repair, or replace with a new part of the same part number, or an FAA approved equivalent before further flight. This directive effective September 13, 1963.
2015-10-51: We are adopting a new airworthiness directive (AD) for Avidyne Corporation (Avidyne) Integrated Flight Displays (IFDs) part number (P/ N) 700-00083-() loaded with software release 9.3.1.0 or earlier release (referred to as Model R9--10 inch), P/N 700-00171-() loaded with software release 9.2.5.0 or earlier release (referred to as Model R9-- 12 inch), and P/N 700-00182-() loaded with software release 10.0.3.0 or earlier release (referred to as Model IFD540). This emergency AD was sent previously to all known U.S. owners and operators of all aircraft that incorporate the above referenced Avidyne IFDs. This AD requires incorporating an operational limitation into the Limitations section of the airplane flight manual (AFM) or airplane flight manual supplement (AFMS). This AD was prompted by reports of Avidyne IFDs displaying incorrect course deviation indication information during GPS approaches (incorrect display of lateral deviations). We are issuing this AD to correct the unsafe condition on these products.
83-13-04: 83-13-04 MCDONNELL DOUGLAS: Amendment 39-4674. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent improper separation of the pylon from the wing, accomplish the following: \n\n\tA.\tWithin 300 hours time in service, after the effective date of this AD, modify the nozzle fairing and replace the washers on the secondary retention bolts in accordance with the Accomplishment Instructions in McDonnell Douglas DC-8-70 Alert Service Bulletin A54-87, Rev. 1, dated June 3, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modifications required by this AD. \n\n\tC.\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\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). 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. \n\n\tThis amendment becomes effective July 7, 1983.
2015-11-07: We are adopting a new airworthiness directive (AD) for certain Agusta S.p.A. Model AB412 and AB412 EP helicopters. This AD requires inspecting the tail rotor (T/R) drive shaft flanged adapter (adapter) for a crack and removing the adapter from service if there is a crack. This AD is prompted by a report of a crack found in an adapter. These actions are intended to detect a crack in the adapter and prevent failure of the T/R drive shaft, which could result in reduced control of the helicopter.
81-25-01: 81-25-01 WOODWARD GOVERNOR COMPANY: Amendment 39-4269. Applies to Model F210681 Serial Numbers 1446751 through 1446783, 1446785 through 1446806, 1446808, 1446809, 1446811, 1446812, 1446814 through 1446817, 1567547 through 1567562, 1567564 through 1567594, and 1567596 through 1567612 installed on Maule M5 235C airplanes. Compliance is required as indicated, unless already accomplished. To prevent the possible failure of the flyweights, accomplish the following: Within the next 50 hours time in service from the effective date of this AD, remove Woodward Governor Model F210681 with the above listed serial numbers and replace with a Woodward Governor Model F210681 S/N not listed above in accordance with Woodward Service Bulletin 33576 dated October 1981. This amendment becomes effective December 7, 1981.