Results
95-21-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires a visual inspection to detect damage to the flexible fuel drain line of the auxiliary power unit (APU), and replacement of the drain line, if necessary. This amendment also requires installation of two additional clamps to secure the flexible fuel drain line to the fuel supply line of the APU. This amendment is prompted by reports of electrical arcing between the flexible fuel drain line and the APU starter motor. The actions specified by this AD are intended to prevent such electrical arcing, which could result in a fire in the APU.
2007-05-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330 airplanes and Model A340-200 and -300 series airplanes. This AD requires inspecting to determine the part number of certain S4- and MZ-type spoiler servo controls (SSCs). For certain other airplanes, this AD requires inspecting to determine the part number of all SSCs. This AD also requires replacing any affected SSC with a new SSC. This AD results from a new load duty cycle defined by the manufacturer. Additional fatigue tests and calculations done on this basis indicated that the spoiler valve manifold of the S4-type SSCs, and, on certain airplanes, the maintenance cover of the MZ-type SSCs, may crack during its service life due to pressure impulse fatigue. We are issuing this AD to prevent fatigue cracking of certain SSCs, which could result in hydraulic leakage and consequent loss of SSC function and loss of the associated hydraulic system. These conditions could affect all three hydraulicsystems, which could result in reduced controllability of the airplane.
95-23-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires inspections to detect cracking, corrosion, and freeplay in the spherical washers located in certain assemblies where the aft flap track attaches to the wing trailing edge, and replacement of the washers, if necessary. This amendment is prompted by reports indicating that these washers can break under load. The actions specified in this AD are intended to prevent breakage of these washers, which could result in structural damage to the attachment assembly and eventually lead to separation of the flap from the airplane.
2007-05-05: 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: Following Safety Alert No. SA-006, issued by the National Transportation Safety Board (NTSB) on aircraft icing, it was impossible to demonstrate that the aircraft can safely takeoff when contaminated by frost, ice, snow, or slush, and fly into icing conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
47-12-01: 47-12-01 DOUGLAS: (Was Mandatory Note 14 of AD-762-7.) Applies to All C-54 and R5D Series Airplanes, and the Following DC-4 Airplanes: 42904 to 42943, Inclusive; 42948 to 42952, Inclusive; 42982 to 42996, Inclusive; 43065 to 43069, Inclusive; 43071; 43072; and 43102. DC-4 Production Airplanes Nos. 43070, 43090, and Subsequent Except 43102, as Noted Above, Will be Modified Prior to Delivery. \n\n\tTo be accomplished not later than January 1, 1948. \n\n\tIf the clear-view panel in the windshield is opened in flight when the landing gear and flaps are extended, exhaust fumes enter the cabin. This causes considerable discomfort to passengers and may create a hazard which would affect the safe operation of the airplane. In order to prevent the exhaust fumes from entering the cabin under these conditions, all openings around the control cables and flap buss system at the side of the fuselage must be sealed and additional means for exhausting main cabin and cockpit ventilating air provided, unless tests made by the operator of the individual airplane show no unsatisfactory condition of carbon monoxide entering cabin with open windows when landing gear down and flaps extended. \n\n\t(Douglas Service Bulletin No. DC-4, No. 32, covers this same subject.)
2007-04-24: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires repetitive inspections of the bolts that attach the exhaust nozzle to the aft engine flange to determine if any bolts are missing or fractured, and replacement of the existing bolts with new, improved bolts. This AD results from reports of the engine exhaust nozzle and fairing departing from the airplane in flight due to missing attachment bolts. We are issuing this AD to detect and correct missing or fractured attachment bolts, which could lead to the loss of an engine exhaust nozzle during flight and consequent structural damage to the airplane and hazard to people or property on the ground. Damage to the airplane could cause the airplane to yaw and result in reduced controllability of the airplane.
69-15-05: 69-15-05\tBOEING: Amdt. 39-804. Applies to Model 727 Series airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent a slow discharge or no discharge of the engine fire extinguisher container, accomplish the following: \n\n\t(a)\tWithin the next 1000 hours' time in service after the effective date of this AD unless already accomplished, and after each discharge regardless of time in service, inspect the Accessory Products Company (APCO) fire extinguisher outlet body P/N 805516 to determine that the gas port diameter has not been reduced below the allowable limit as set out in APCO Service Bulletin No. 26-04, dated March 31, 1969, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tIf an outlet body is found which is below the allowable limit, replace it, or modify it in accordance with APCO Service Bulletin No. 26-04 or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tWithin the next 3000 hours' time in service after the effective date of this AD unless already accomplished, modify the APCO fire extinguisher outlet body P/N 805516 in accordance with APCO Service Bulletin NO. 26-04 or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tUpon completion of the modification described in (b) or (c), the inspection \nrequirement of (a) is no longer applicable. \n\n\tThis amendment becomes effective on July 25, 1969.
2007-04-12: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
69-20-02: 69-20-02 MAULE AIRCRAFT CORPORATION: Amdt. 39-846. Applies to the following models: M-4, M-4T, M-4C, M-4S, M-4-210, M-4-210C, M-4-220C. The following are affected serial numbers: M-4, Serial Nos. 3 through 94 M-4T, Serial Nos. 1T through 3T M-4C, Serial Nos. 1C through 11C M-4S, Serial Nos. 1S through 3S M-4-210, Serial Nos. 1001 through 1045 M-4-210C, Serial Nos. 1001C through 1075C, 1079C, 1080C M-4-220C, Serial Nos. 2001C through 2029C, 2032C Compliance required within the next 25 hours' time in service after the effective date of this airworthiness directive unless already accomplished. To prevent the most forward aileron control system pulley, mounted on the lower portion of the control column, from separating from its bearing, accomplish the following: Remove the bolt attaching the most forward aileron control system pulley to the control column. Replace pulley assembly with the addition of washers AN 970-5 and AN 960-516 and an AN 5-27 bolt instead of the original bolt in the following order from front to rear: 1. AN 5-27 bolt, head forward. 2. AN 970-5 washer. 3. AN 960-516 washer. 4. Original pulley. 5. Control column. 6. AN 960-516 washer. 7. AN 365-524 nut or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Southern Region. Maule Service Letter No. 19, dated September 4, 1969, covers this same subject. This amendment becomes effective September 30, 1969.
2005-17-17R1: The FAA is revising an existing airworthiness directive (AD) for Turbomeca S.A. Arrius 2F turboshaft engines. That AD currently requires replacing certain O-rings on the check valve piston in the lubrication unit, at repetitive intervals. This AD requires the same actions except it reduces the applicability from all Turbomeca S.A. Arrius 2F turboshaft engines, to Turbomeca S.A. Arrius 2F turboshaft engines that have not incorporated modification Tf75. This AD results from Turbomeca S.A. introducing a check valve piston design requiring no O-ring. We are issuing this AD to prevent an uncommanded in-flight shutdown of the engine, which could result in a forced autorotation landing and damage to the helicopter.
66-11-02: 66-11-02 LOCKHEED: Amdt. 39-213 Part 39 Federal Register March 17, 1966. Applies to Model 188A and 188C Series Airplanes Except Those Modified in Accordance with Lockheed Drawing 841318A (including Notes 10 and 11), Lockheed Drawing 841318B (including Notes 11, 13, and 19), or an Equivalent Approved by the Chief, Aircraft Engineering Division, FAA Western Region. Compliance required as indicated. To detect spanwise cracks in the wing lower surface aft of the main gear fulcrum fitting and chordwise cracks in the wing lower surface plank, accomplish the following: (a) Within the next 700 landings after the effective date of this AD, unless already accomplished within the last 700 landings before the effective date of this AD, and at intervals not to exceed 1,400 landings from the last inspection until repaired or modified in accordance with (b), accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: (1) Inspect for cracks in accordance with (i) or (ii) the wing plank riser radius (Item 7, Lockheed Service Bulletin 88/SB-620D, Figure 3) of riser number 29, plank 5 and riser number 36, plank 6 between Wing Stations 162 and 172 and between Wing Stations 204 and 214, of airplanes not modified in accordance with Lockheed Drawing 841318. (i) Inspect externally, by the ultrasonic technique described in Lockheed Service Bulletin 88/SB-620D, Section 2.B.(5)(c), pages 25 through 31, or later FAA- approved revision. Test block design must be in accordance with Lockheed Service Bulletin 88/SB- 625B, Figure 2, or later FAA-approved revision. If indication of a crack is found, inspect before further flight in accordance with (ii). (ii) Inspect internally, by dye penetrant method, as described in Lockheed Service Bulletin 88/SB-625B, Sections 2(A) through 2(F), or later FAA-approved revision. (2) Inspect for cracks the internal plank area surrounding the bulkhead angle (P/N810970) at the Wing Station 211 attachment hole or holes, as applicable, located between the lower number 6 plank risers 37 and 38, by dye penetrant method, in accordance with Lockheed Service Bulletin 88 SB-625C, Section 2G, or later FAA-approved revision. (b) Repair cracks found during the inspections required by this AD before further flight in accordance with Lockheed Drawing 841318A (including Notes 10 and 11) or Lockheed Drawing 841318B (including Notes 11, 13, and 19), as applicable, and the accomplishment instructions of Lockheed Service Bulletin 88/SB-625C or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. The airplane may be flown in accordance with FAR 21.197 to a base where the repair is to be performed. Seal all splice areas to be covered with repairs in accordance with Lockheed Service Bulletin 88/SB-620D or later FAA-approved revision. NOTE: Regional approval required by (b) may be facilitated by obtaining prior approval of a Structural DER. (c) The repetitive inspections required by (a)(2) may be discontinued if, during the inspections required by (a), no cracks are found, and before further flight the airplane is modified in accordance with Note 10 of Lockheed Drawing No. 841318A or Notes 13 and 19 of Lockheed Drawing No. 841318B, as applicable. (d) For the purpose 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 airplane type. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior 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 that operator. This directive effective April 16, 1966. Revised April 15, 1966. Revised September 23, 1966.
2006-25-06: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F27 Mark 500 airplanes. This AD requires an inspection to determine whether certain main landing gear (MLG) drag stay units (DSUs) are installed. This AD also requires an ultrasonic inspection to determine if certain tubes are installed in the affected DSUs of the MLG, and related investigative/corrective actions if necessary. This AD results from a report that, due to fatigue cracking from an improperly machined radius of the inner tube, a drag stay broke, and, consequently, led to the collapse of the MLG during landing. We are issuing this AD to prevent such fatigue cracking, which could result in reduced structural integrity or collapse of the MLG.
66-27-01: 66-27-01\tBOEING: Amdt. 39-297 Part 39 Federal Register November 2, 1966. Applies to Models 707-300B and -300C Series Airplanes, Serial Numbers 18922, 18926, 18937, 18953, 18960, 18964, 18975, 18976, 18977, and 18991.\n \n\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tVisually inspect the inboard aileron center hinge clevis for cracks or evidence of hammer-peening using a glass of at least 5-power in accordance with Section 3 of Boeing Service Bulletin No. 2377 or later FAA-approved revision or an equivalent approved by the Chief, Aircraft Engineering Division: FAA Western Region. Replace cracked parts and parts showing evidence of hammer-peening before further flight with a new part of the same part number or a part inspected in accordance with this AD and found free of cracks and evidence of hammer-peening.\n \n\tThis directive effective November 2, 1966.
2007-03-19: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires repetitive detailed and eddy current inspections of the main fittings of the main landing gears (MLG) to detect discrepancies, and related investigative/ corrective actions if necessary. The AD also currently requires servicing the shock strut of the MLGs; inspecting the shock strut of the MLGs for nitrogen pressure, visible chrome dimension, and oil leakage; and servicing any discrepant strut. This new AD requires installing a new, improved MLG main fitting, which terminates the repetitive inspection and servicing requirements of the existing AD. This AD results from stress analyses that showed certain main fittings of the MLGs are susceptible to premature cracking, starting in the radius of the upper lug. We are issuing this AD to detect and correct premature cracking of the main fittingsof the MLGs, which could result in failure of the fittings and consequent collapse of the MLGs during landing. DATES: This AD becomes effective March 15, 2007. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of March 15, 2007. On August 13, 2004 (69 FR 41421, July 9, 2004), the Director of the Federal Register approved the incorporation by reference of Bombardier Alert Service Bulletin A601R-32-088, including Appendices A, B, and C, dated February 20, 2003.
2007-03-09: This amendment adopts a new airworthiness directive (AD), applicable to all of the airplanes identified above, that requires revising the FAA-approved maintenance program to include a new airplane maintenance manual task that specifies a detailed inspection after each ram air turbine (RAT) retraction. This AD also requires, for certain airplanes, a one-time inspection to detect breaks in the bottom flange fitting of the RAT and corrective actions, if necessary; for certain airplanes, an adjustment of the ejection jack; and, for certain other airplanes, replacement of the aluminum part with an improved steel part. The actions specified by this AD are intended to prevent failure of the RAT yoke fitting, which could result in the loss of RAT function and possible loss of critical flight control in the event of certain emergency situations. This action is intended to address the identified unsafe condition.
59-06-02: 59-06-02 DOUGLAS: Applies to All Model DC-7 Series Aircraft. \n\n\tCompliance required by first block overhaul after receipt of parts but not later than December 1, 1959. \n\n\tSeveral instances have occurred wherein the green indicator light for one of the main landing gear failed to go on when the landing gears were extended. In one case, after landing, it was noted that the left gear downlatch was not fully engaged and the ground lock safety pin could not be installed. Subsequent investigation and laboratory tests revealed that the orifice check valve could malfunction due to contaminants in the hydraulic fluid of sufficient quantity and size (approximately 0.003-inch diameter) and thereby prevent full extension of the gear. \n\n\tTo overcome this difficulty, remove existing orifice check valve assembly, P/N 4498423-503 (Mineral Oil Aircraft), or P/N 4498423-5503 (Skydrol Aircraft), from each main landing gear actuating cylinder and replace with new orifice check valve assembly, P/N 2230565-5-093 (Mineral Oil Aircraft), or P/N 4481262-5-093 (Skydrol Aircraft). (Douglas Service Bulletin DC-7 No. 353 dated January 30, 1959, covers this same subject.)
67-14-04: 67-14-04 BRITISH AIRCRAFT: Amdt. 39-397 Part 39 Federal Register April 14, 1967. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated, unless already accomplished. To detect cracks in the fin top actuator fitting P/N AB 21A 1009 (pre modification PM 378) for 200 Series airplanes and P/N AK 21A 6283 (post modification PM 378) for 400 Series airplanes, accomplish the following: (a) Within 6,000 landings, or for aircraft which have exceeded 5,800 landings, within 200 landings after the effective date of this AD, visually inspect the actuator fitting P/N AB 21A 1009 or P/N AK 21A 6283 as appropriate, for cracks in accordance with BAC 1-11 Alert Service Bulletin 55-A-PM 2707, Issue 1, dated November 16, 1966, or later ARB-approved issue. (b) Repeat the visual inspections of (a) at intervals not exceeding 600 hours' time in service for aircraft which have no cracks, and at intervals of 100 hours' time in service for aircraft which havecracks that do not exceed either 0.30" for item (1), or 0.45" for item (2) of Figure 1, specified in BAC 1-11 Alert Service Bulletin 55-A-PM 2707, dated November 16, 1966, or later ARB-approved issue. (c) Actuator fittings which have cracks which exceed the acceptable limitations defined in BAC 1-11 Alert Service Bulletin 55-A-PM 2707 are unserviceable and must be replaced before further flight, in accordance with BAC 1-11 Service Bulletin 55-PM 2707, dated October 18, 1966, or later ARB-approved issue, or FAA-approved equivalent. (d) Within 10,000 landings after the effective date of this AD, modify actuator fittings P/N AB 21A 1009 or P/N AK 21A 6283, in accordance with BAC 1-11 Service Bulletin 55-PM 2707, dated October 18, 1966, or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, Middle East Region. (e) The repetitive inspections required by (a) and (b) of this AD may be discontinued after the actuator fittings are modified in accordance with (c) or (d) of this AD. (f) For the purpose 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 airplane type. This directive effective May 14, 1967.
2007-03-08: 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 the discovery of exfoliation corrosion in the fittings of some PC-6 airplanes. These fittings are installed exterior to the bottom skin of the wing skin. If not corrected, undetected corrosion in this area could lead to failure of the fitting and subsequent loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-03-05: 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 unsafe condition is incomplete closure of the main entry door, which may result in the door opening in flight, causing damage to wing, fuselage, engine, and/or tail, and possible damage to the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
70-07-02: 70-07-02\tBOEING: Amdt. 39-961. Applies to Model 707 and 720 Series airplanes listed in Boeing Service Bulletin No. 2961, Revision 1, or later FAA-approved revisions. \n\n\tCompliance required within the next 50 hours' time in service after the effective date of this AD on aircraft having 14,000 or more flights, unless already accomplished. Aircraft having less than 14,000 flights on the effective date of this AD must be inspected after they have accrued 13,000 flights but no later than 50 hours' time in service after they have accrued 14,000 flights, unless already accomplished during this specified interval. \n\n\tFor the purpose of compliance with this AD, the number of flights may be determined by dividing the total flight time on an airplane by the operator's fleet average flight time per flight for the type airplane considered. \n\n\tTo prevent walkway panel failures between body stations 344 and 352: \n\n\t(a)\tInspect the left-hand and right-hand walkway panels on all airplaneslisted in Boeing Service Bulletin 2961, Revision 1, or later FAA-approved revisions. Perform inspections in accordance with Accomplishment Instruction, Part II, unless already accomplished in accordance with Service Bulletin 2961, dated 13 January 1970, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tIf no cracks are found, perform: \n\n\t\t(1)\tThe preventative modification described in Part II of Boeing Service Bulletin 2961, Revision 1, dated 11 March 1970, or later FAA-approved revisions, or \n\n\t\t(2)\tReinspections at intervals not to exceed 1500 flights in service (for eddy current or dye penetrant inspection) or 500 flights (for visual inspection) in accordance with Part II of Boeing Service Bulletin 2961, Revision 1, or \n\n\t\t(3)\tAn equivalent modification or inspection program approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tIf cracks are found during any of the inspections, perform the preventative modification in accordance with Part II of Boeing Service Bulletin 2961, Revision 1, 11 March 1970, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, prior to further flight. \n\n\tInspections required by this AD may be discontinued when the approved preventative modification has been accomplished. \n\n\tThis supersedes Amendment 39-932, 35 F.R. 1159, AD 70-02-12. \n\n\tThis amendment becomes effective March 28, 1970.
2007-02-13: The FAA is adopting a new airworthiness directive (AD) for DORNIER LUFTFAHRT GmbH Model 228-212 airplanes. This AD requires you to inspect the landing gear carbon brake assembly. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the airworthiness authority for the European Union. We are issuing this AD to inspect the landing gear carbon brake assembly to detect and replace loose bolts or self-locking nuts, which could result in the brake assembly detaching and malfunctioning, degrade brake performance and potentially cause loss of control of the aircraft during landing and roll-out.
49-12-01: 49-12-01 CURTISS-WRIGHT Applies to Model C-46 Series aircraft equipped with Aileron Tab Motor Bracket Assembly, Curtiss-Wright P/N 20-030-5050. Compliance required within 25 hours' time in service after the effective date of this amendment, unless already accomplished within the last 475 hours' time in service, and at intervals thereafter not to exceed 500 hours' time in service from the last inspection. Inspect the aileron trim tab motor support bracket (P/N S-20-030-5050) attached to the aft face of the 70 percent rear spar at wing Station 178.36 for cracks. Defective parts should be replaced. 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 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. Revised December 28, 1964.
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.