Results
2012-18-06: We are adopting a new airworthiness directive (AD) for Piaggio Aero Industries S.p.A. Model P-180 Airplanes. 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 jamming of the external bearing of the screwjack drive gear, which resulted in failure of the main wing outboard flap external actuator. We are issuing this AD to require actions to address the unsafe condition on these products.
69-25-07: 69-25-07 HAWKER SIDDELEY AVIATION, LTD.: Amdt. 39-888. Applies to Model DH-114 Heron Airplanes which have aileron lever, P/N 14 WA.199 installed. Compliance is required as indicated unless already accomplished. To prevent fatigue failure of the aileron lever, accomplish the following: (a) Visually inspect the aileron lever, P/N 14 WA.199 for cracks at the lugs for the attachment of the connecting rod and in the counterbored portion which receives the mass balance arm within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. If evidence of cracks is found, verify using dye penetrant or other FAA-approved equivalent inspection methods. (b) If cracks are found during the inspection required by paragraph (a), before further flight, install a new forged aileron lever, P/N 14 WA.245 in accordance with Hawker Siddeley Aviation, Ltd. Heron Modification No. 662, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (c) If no cracks are found during the inspections required by paragraph (a), within the next 1,000 hours' time in service after the effective date of this AD, install a new forged aileron lever P/N 14 WA.245 in accordance with Hawker Siddeley Aviation, Ltd. Heron Modification No. 662, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (d) The inspections required in paragraph (a) may be discontinued after the new aileron lever, P/N WA.245 or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region is installed. (Hawker Siddeley Aviation, Ltd. Technical News Sheet Heron No. W.3, Issue 3, dated 14 July 1969 covers this subject.) This supersedes Amendment 453, Part 507 (27 F.R. 5793), AD 62-14-01. This amendment becomes effective January 3, 1970.
56-15-04: 56-15-04 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as indicated. Cases have been reported of cracks appearing in the brackets P/N 4FS.401 and 4FS.402 which form part of the main attachment structure of the nose undercarriage leg. The de Havilland Service strongly recommended that these brackets be inspected for cracks. The FAA concurs and considers compliance with de Havilland Service Technical News Sheet CT (104) No. 124, Issue 2, dated December 20, 1955, mandatory. Unless already accomplished, the recommendations in the TNS should be carried out at the earliest opportunity but not later than August 15, 1956.
75-24-01: 75-24-01 BOEING: Amendment 39-2424. Applies to all Boeing 707-300, and -400 series airplanes with 13,000 or more landings; all 707-300B airplanes with 11,000 or more landings; and all 707-300C series airplanes with 8,000 or more landings, listed in Boeing Service Bulletin No. 3157 Revision 3, certificated in all categories. Compliance required as indicated. \n\tTo detect cracks in the upper wing skin splice plate at W. S. 360, within the next 50 landings: \n\t(1)\tConduct the low frequency eddy current inspection in accordance with Boeing Field Service Message M-7010-1256, dated October 9, 1975, unless already accomplished, or \n\t(2)\tRemove the aerodynamic sealant between the upper wing skins at W. S. 360 from the front spar to the rear spar and visually inspect for a crack in the splice plate, unless accomplished since October 3, 1975. If cracks are found, repair in accordance with Boeing Service Bulletin No. 2510, Revision 3, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThis is a one-time inspection. AD 75-03-01 (Amendment 39-2074) will be amended to provide for inspections similar to those provided herein. Telegraphic AD on this subject on October 15, 1975, is hereby superseded. \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. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 17, 1975.
2012-17-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 707-100 long body, -200, -100B long body, and -100B short body series airplanes; Model 707-300, -300B, -300C, and - 400 series airplanes; and Model 720 and 720B series airplanes. This AD was prompted by reports of stress corrosion cracking in the chord segments made from 7079 aluminum in the horizontal stabilizer rear spar, and potential early fatigue cracking in the chord segments made from 7075 aluminum. For certain airplanes, this AD requires using redefined flight cycle counts, determining the type of material of the horizontal stabilizer, rear spar, and upper and lower chords on the inboard and outboard ends of the rear spar; repetitively inspecting for cracking of the horizontal stabilizer components; and repairing or replacing the chord, or modifying chord segments made from 7079 aluminum, if necessary. For all airplanes, this AD requires inspecting certain structurally significant items, and repairing discrepancies if necessary. We are issuing this AD to detect and correct stress corrosion and/or potential early fatigue cracking in the horizontal stabilizer, which could compromise the structural integrity of the stabilizer.
2012-18-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9- 50 series airplanes; and Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9- 83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes; equipped with center wing fuel tank and Boeing original equipment manufacturer- installed auxiliary fuel tanks. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
71-15-01: 71-15-01 MCDONNELL DOUGLAS: Amdt. 39-1245. Applies to DC-9 Series airplanes certificated in all categories. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of the AD, unless already accomplished. \n\n\tTo prevent possible separation of the forward cabin attendant's(s') seat assembly from the wall panel and to lessen the possibility of crew member injuries, modify the forward cabin attendant's(s') seat assembly in accordance with: \n\n\t(1)\tParagraph 2, accomplishment instructions of Douglas Service Bulletin 25-146, dated September 10, 1969, and Revision 2 thereto, dated August 21, 1970, or later FAA approved revisions, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t(2)\tDouglas All Operators Letter (AOL) 9-595, dated June 25, 1971, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective August 21, 1971.
2012-15-15: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. That AD currently requires initial and repetitive inspections of the fuselage skin and bear strap at the forward, upper corner of the L1 entry door cutout for cracking, and repair if necessary. That action also provides an optional terminating action for the repetitive inspections. This new AD requires additional inspections for airplanes having repairs or preventative modifications installed and inspections for certain other airplanes. This AD also adds airplanes to the applicability. This AD was prompted by reports of additional cracking in the fuselage skin. We are issuing this AD to detect and correct cracking of the fuselage skin and bear strap at the forward upper corner of the L1 entry door cutout, which could result in reduced structural integrity of the L1 entry door, and consequent rapid decompression of the airplane.
75-17-37: 75-17-37 BEECH: Amendment 39-2339. Applies to A23-19, 19A, M19A and B19 (Serial Numbers MB-1 thru MB-520), B19 Sport 150 (Serial Numbers MB-521 thru MB-776); 23, A23, A23A, B23 and C23 (Serial Numbers M-1 thru M-1361): C23 Sundowner 180 (Serial Numbers M-1362 thru M-1664); A23-24 and A24 (Serial Numbers MA-1 thru MA-368); A24R (Serial Numbers MC-2 thru MC-95); A24R and B24R Sierra 200 (Serial Numbers MC-96 thru MC-360) airplanes. Compliance: Required as indicated, unless already accomplished. To assure proper operation of the carburetor mixture and/or carburetor heat control cables, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: Visually inspect the mixture and/or carburetor heat control cables to assure freedom of motion and adjust where necessary in accordance with Beechcraft Service Instructions No. 0717- 159 or subsequent revisions or by any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Aircraft equipped with fuel injection engines do not have carburetor heat control cables. This amendment becomes effective August 20, 1975.
69-24-05: 69-24-05 KOLLSMAN: Amdt. 39-880. Applies to Kollsman Type A4086910021, A4186910028 and A4186910029 Altimeters. Unless already accomplished, compliance is required within 900 hours time in service after the effective date of this AD, or the next overhaul of the altimeter, which ever occurs first. In order to remove the source of a false signal, alter the altimeters in accordance with either: (a) Kollsman Service Bulletin 188, Rev. 1, dated December 19, 1968, or Service Bulletin 189, dated October 29, 1968, or (b) An equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective December 4, 1969.
2012-16-02: We are adopting a new airworthiness directive (AD) for Eurocopter France Model EC155B and EC155B1 helicopters with a VIP 4- seat bench to require revising the Limitations section of the Rotorcraft Flight Manual (RFM) and converting the VIP 4-seat bench into a 3-seat configuration. This AD was prompted by the determination that the load strength of the seat attachment hardware of the seat installation does not meet certification specifications. The required actions are intended to prevent overloading of the seat structure at the attachment point during a hard landing or emergency landing, which could result in the VIP 4-seat bench detaching from the floor and subsequent injury to the seat occupants.
73-21-01: 73-21-01\tMOONEY: Amdt. 39-1729. Applies to Mooney Models M20, M20A, M20B, M20C, M20D, M20E, M20F and M20G airplanes. \n\tCompliance required as indicated. \n\tTo prevent corrosion and/or misrigging in the flight control and landing gear systems which may result in binding or seizure of the joints and loss of flight control or collapse of the landing gear, accomplish the following: \n\t(a)\tWithin 25 hours time in service after July 10, 1972, unless already accomplished within the last 25 hours time in service, and thereafter at intervals not to exceed 12 calendar months from the last inspection or 100 hours time in service from the last inspection, whichever comes first, lubricate all flight control systems and landing gear system rod end bearings with a silicone spray lubricant or with an FAA approved equivalent lubricant. \n\t(b)\tWithin the next 50 hours time in service after July 10, 1972, unless already accomplished, install retracting links, P/N 530003-13 (1 ea.) and 510011-13 (2 ea.) on all M20B, C, E, F, and G aircraft and on M20D models converted to a retractable gear, or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA, Fort Worth, Texas. The new links incorporate grease fittings and improved overcenter travel resulting in lower preload rigging. New links are not required if the existing installations use -13 links which have grease fittings. (Reference Mooney Service Bulletin M20-155 dated 6-15-67, or later FAA approved revision.) \n\n\nAD 73-21-01 \n\n\tNOTE: For M20 and M20A models the present retract links are to be modified by the addition of grease fittings as shown in figures 1 and 2 attached. Follow procedures in Mooney M20/M20A Service and Maintenance Manual or other FAA approved procedure, for removal and replacement of links. Service Bulletins, Service Letters and Service Instructions referenced in this AD may be obtained from Mooney Aircraft, Louis Schreiner Field, Kerrville, Texas. \n\t(c)\tAt the next lubrication as required in (a) and thereafter at the same interval as specified in (a), perform a landing gear retraction test and check the landing gear rigging. Information regarding rigging and torque preload may be found in Mooney Service Bulletin No. M20-35A dated 7-11-60 for Models M20 and M20A, Mooney Service Instruction No. M20-32 dated 11-3-72 for other models or later FAA approved revisions. Special tools supplied by Mooney Aircraft as noted in the reference documents or FAA approved equivalent tools are required for proper preload rigging. \n\tThis supersedes Amendment 39-1455 (37 F.R. 11462), AD 72-12-02 as amended by Amendment 39-1482 (37 F.R. 13336). \n\tThis amendment becomes effective October 10, 1973.
76-04-08: 76-04-08 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-2526. Applies to all Model BO 209 "Monsun" airplanes, certificated in all categories, except those having engine mount, P/N 209-61016-b, installed. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the engine mount, accomplish the following: (a) Within the next 10 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, until modified in accordance with paragraph (b) of this AD, visually inspect the connection point of all three bent tubes of the engine mount, P/N 209-61016, for cracks in accordance with Messerschmitt-Bolkow-Blohm Service Bulletin No. 209-15/71-20, dated July 1975, or an FAA-approved equivalent. (b) If a crack is found during an inspection required by paragraph (a) of this AD, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where the work can be performed, replace the engine mount with an engine mount of new design, P/N 209-61016-b, in accordance with Messerschmitt-Bolkow-Blohm Service Bulletin No. 209-15/71-20, dated July 1975, or an FAA-approved equivalent. This amendment becomes effective March 4, 1976.
2012-16-08: We are adopting a new airworthiness directive (AD) for certain [[Page 48421]] BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146 and Avro 146-RJ series airplanes. This AD was prompted by reports of cracking and surface anomalies of the fuselage skin at the water trap/air dryer unit of the forward discharge valve due to corrosion. This AD requires repetitive detailed inspections for bulging, surface anomalies, and cracking of the fuselage skin adjacent to the discharge valves, repair if necessary, and application of additional sealant in the affected area if necessary. We are issuing this AD to detect and correct bulging, surface anomalies, and cracking that could propagate towards the forward discharge valve outlet, which could result in the failure of the fuselage skin, leading to a possible sudden loss of cabin pressure.
2011-12-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires, depending on airplane configuration, doing certain wiring changes, replacing the fuel pump power control relays for the main, center, and auxiliary tanks, as applicable, with new relays having a ground fault interrupter (GFI) feature, performing certain bonding resistance measurements, and modifying relay module assemblies. This AD also requires revising the maintenance program to incorporate certain Airworthiness Limitations. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent damage to the fuel pumps caused by electrical arcing that could introduce an ignition source in the fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
74-22-03: 74-22-03 PAN AVION: Amendment 39-1996. Applies to Pan Avion Model C-30A Life Rafts Serial Numbers 81 through 716. Compliance required as indicated. To prevent loss of pressure in the inflation system on the rafts, accomplish the following: (a) Within 2 months time in service after the effective date of this AD, unless the modification described in paragraph (c) below has been accomplished, perform a pressure check of the gas regulator assembly, P/N 11402-11, and gas bottle. (1) When pressure measures less than 2750 psig at 70 degrees F, or an equivalent pressure at other temperatures, before return to service, comply with paragraph (c). (2) When pressure measures more than 2750 psig at 70 degrees F, or an equivalent pressure at other temperatures, within the next 30 days, comply with paragraph (c). (b) 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 inspection and/or modification times 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 the operator. (c) Modify the inflation system in accordance with paragraph 4 of Pan Avion Service Department Bulletin No. 26-74 dated March 25, 1974 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective November 1, 1974.
75-17-01: 75-17-01 BRITISH AIRCRAFT CORPORATION: Amendment 39-2301. Applies to Viscount Model 744, 745D, and 810 Series airplanes, with Modification D.1860 incorporated. Compliance is required within the next 125 hours time in service after the effective date of this AD, unless already accomplished. To prevent interference with the movement of the aileron control in-flight, accomplish the following: (a) Remove the two A25-1C attachment bolts on the false trailing edge member access door adjacent to the gust lock unit lever, if they are presently installed, and replace with rivets, or an FAA-approved equivalent as shown in Figure 1 of BAC Alert Preliminary Technical Leaflet No. 160, Issue 2, dated December 8, 1972, for 810 series airplanes or Figure 1 of BAC Alert Technical Leaflet No. 292, Issue 2, dated December 8, 1972, for 700 series airplanes. (b) For false trailing edge member access doors not having the two A25-1C attachment bolts adjacent to the gust lock unit lever presently installed, block off the two bolt- holes with rivets, or an FAA-approved equivalent. This amendment becomes effective September 1, 1975.
2012-15-07: We are adopting a new airworthiness directive (AD) for Glasflugel Models Standard Libelle-201B, Club Libelle 205, Mosquito, and Kestrel gliders. 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 corrosion damage to the elevator control rod that could lead to failure of the elevator control rod, possibly resulting in loss of control of the glider. We are issuing this AD to require actions to address the unsafe condition on these products.
74-02-02: 74-02-02 SL INDUSTRIES, INC: Amendment 39-1770. Applies to all Models B-1 and B-1A airplanes, certificated in all categories, and originally manufactured by either CallAir, Intermountain Company, Aero Commander or North American Rockwell Corporation. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the front wing spar, accomplish the following: (a) Inspect both front wing spars by the following procedures: (1) Remove the P/N 16161 wing leading edge panels between the wing-body junction and the MLG shock strut by drilling out the necessary rivets. (2) Remove the wing fairing covering the front spar attach bolt. (3) Hoist the wing and jack the landing gear to relieve the load on the front spar attach bolt and remove the front spar attach bolt. (4) Remove the P/N 16045-1 and -2 spar fittings by removal of (10) AN4 bolts attaching fittings to thespar web. (5) Visually and with dye penetrant methods, inspect the spar web in the area of the P/N 16045-1 and -2 fittings for cracks. Give particular attention to the upper and lower fastener locations in the pattern of (10) fasteners attaching the P/N 16045-1 and -2 fittings to the spar web. Inspect these holes for elongation beyond .254 inches. (6) Visually inspect the inboard 24 inches of the spar web for corrosion. (b) Repair discrepancies found during the inspections of paragraph (a) as follows: (1) For cracks or elongated fastener holes in the spar web, replace the damaged spar with a new spar. (2) For corrosion on the spar web, repair as follows: (i) Remove corrosion in accordance with AC 43.13-1. (ii) If corrosion is less than 10% of spar web thickness locally and reduces the spar web cross-section area by less than 2%, treat the corroded spar web area with two coats of zinc chromate primer in accordance with MIL-P-6889 or MIL-P-8585A. (iii) If corrosion exceeds 10% of local spar web thickness or 2% of spar web cross- section area, replace the spar or repair with a repair approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. (c) Reinstall the 16045-1 and -2 spar fittings. (d) Install the 16246 and 16247 spar fittings in accordance with Service Bulletin A- 15. (e) Reinstall the wing fairings and leading edge panels removed during paragraph (a) inspections. NOTE: (SL Industries Service Bulletin A-24 covers this same subject.) The 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the General Manager, SL Industries, Inc., 7020 West Wilshire, Oklahoma City, Oklahoma 73132. These documents may also beexamined at the office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas and at FAA headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective January 18, 1974.
75-22-16: 75-22-16 GLASFLUGEL: Amendment 39-2406. Applies to the following gliders, certificated in all categories: 1. Standard Libelle and Standard Libelle 201B; 2. Club Libelle 205, serial numbers 107 and below; and 3. H301 Libelle and H301B Libelle serial numbers 2 and subsequent equipped with an elevator actuator bracket having welded assembly guides. Compliance is required as indicated. To detect cracks in the welded seam of the elevator assembly guide on the elevator actuator bracket and distortion of the elevator assembly guide and to prevent possible loss of elevator control, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD unless already accomplished, visually inspect - (i) The elevator assembly guide for distortion: and (ii) The welded seam of the elevator assembly guide, using a 5 power magnifier, for cracks. (b) If, during the inspection required by paragraph (a) of this AD, a crack or distortion of the elevator assembly guide is found, before further flight, comply with paragraph (d). (c) If, during the inspection required by paragraph (a) of this AD, a crack or distortion of the elevator assembly guide is not found, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, comply with paragraph (d). (d) When compliance is required by paragraph (b) or (c), replace the elevator actuator bracket with a serviceable elevator actuator bracket reinforced with two sheet metal strips in accordance with paragraph 4 of the "Method" section of Glasflugel Technical Note No. 201-20, 205-6, 206-1, 301-30 dated July 11, 1975, or an FAA-approved equivalent. This amendment becomes effective November 4, 1975.
70-20-02: 70-20-02 MORANE SAULNIER: Amdt. 39-1083. Applies to Moels MS. 880B, MS.885, and MS.894A airplanes. To maintain correct alignment of the airspeed limit markings on the cover glass of the airspeed indicator with the face of the dial, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, align the cover glass and mark its correct position in accordance with Socata Service Bulletin No. 73 dated March 1970, or later SGAC- approved issue or an FAA-approved equivalent. This amendment becomes effective October 26, 1970.
2012-14-11: We are adopting a new airworthiness directive (AD) for Arrow Falcon Exporters, Inc. (AFE), Rotorcraft Development Corporation (RDC), and San Joaquin Helicopters (SJH) Model OH-58A, OH-58A+, and OH-58C helicopters to require inspecting the main rotor mast (mast) for a crack. This AD is prompted by two reported failures of the mast from corrosion-initiated fatigue cracking. The actions specified by this AD are intended to prevent failure of the mast and subsequent loss of control of the helicopter.
75-12-08: 75-12-08 MICHAEL D. ADAMS and The Balloon Works Hot Air Balloons: Amendment 39-2228 as amended by Amendment 39-2587. Applies to Rego 7553S series throttle or trigger valves installed on all models of Michael D. Adams and The Balloon Works Hot Air Balloons certificated in all categories. Compliance required as indicated below after the effective date of this AD unless already accomplished. To prevent failures of the "O" ring on the valve stem; valve seat washer loosening or valve actuating handle rollpin becoming dislodged, accomplish the following or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. Within the next 25 hours time in service, accomplish: Paragraph a, b, c and d. Paragraph "a" is to be accomplished thereafter at each 100 hours time in service or at each annual inspection, whichever comes first. a. Remove the valve actuating lever rollpin P/N 7553S-8 from actuating lever. (Be carefulto remove any burrs in the stem area around the rollpin hole before removing the valve stem P/N 7553S-1 from the bonnet P/N 7553-5.) Replace the "O" ring stem seal with a new Rego "O" ring P/N 1421-7. Lubricate the new "O" ring with a suitable lubricant before reassembly. b. Check the torque of the valve seat retaining screw to 10 to 12 in-lbs in the loosening direction. If it turns, the screw must be removed, cleaned of lubricant and reinstalled using MIL-S 22473 high strength thread locking compound, such as two ton epoxy by Devcon or Loctite 271 or equivalent. Recheck torque after thread locking compound has cured. CAUTION: Do not permit the thread locking compound to adhere to the rubber seating surface. c. Reinstall valve actuating lever on the valve body with rollpin, P/N 7553S-8. Install a number six machine screw and stop nut or a 3/32 inch stainless steel cotter pin or .040 inch diameter safety wire through the hole in the rollpin, holding the actuating handle to the valve body and secure. d. Appropriate maintenance records must be kept in accordance with FAR 91.173. Amendment 39-2228 became effective June 6, 1975. This Amendment 39-2587 becomes effective April 30, 1976.
71-06-08: 71-06-08 CLEVELAND AIRCRAFT PRODUCTS: Amendment 39-1173 as amended by Amendment 39-1221. Applies to Cleveland Aircraft Products, Division of Van Sickle Industries, 6.00-6 wheel/brake assembly, P/N 3080C/37-200A. Compliance required as indicated. To prevent failure of the brake, due to separation of the brake disc assembly, P/N 164-32, at the weld area, accomplish the following: (a) Within the next 25 hours in service, after the effective date of this AD, or within 50 hours since the last brake inspection conducted pursuant to this paragraph, whichever comes later, unless the alteration of paragraph (c)(1) has been accomplished, perform the following inspection: Remove wheel assembly, P/N 3080C from the aircraft and inspect the brake disc assembly, P/N 164-32, for cracks in the weld attaching the disc to the cup, using a 10-power glass or other FAA-approved equivalent means. If any cracks or other obvious defects are found, replace the disc assembly as indicatedin paragraph (c). (b) Until the alteration of paragraph (c)(1) is accomplished, repeat the procedure of paragraph (a) each 50 hours in service after the last inspection. (c) At next brake overhaul or brake disc replacement, (1) Replace brake disc, P/N 164-32, with one-piece brake disc, P/N 164-32F, in accordance with Cleveland Service Bulletin No. ESB 7000-2, Rev. (A) 251-2, dated 15 January 1971, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, Jamaica, New York, or (2) If disc, P/N 164-32F, is not available at the time replacement is necessary, replace with disc, P/N 164-32, manufactured subsequent to 23 May 1969. (This wheel and brake assembly installed on Piper PA-23-250 airplanes among others.) Upon submission of substantiating data through an FAA Maintenance Inspector, by an owner or operator, the Chief, Engineering and Manufacturing Branch, may permit compliance at an established inspection periodof the owner or operator. Amendment 39-1173 was effective March 19, 1971. This Amendment 39-1221 is effective June 8, 1971.
2012-14-02: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 767-200 and -300 series airplanes. That AD currently requires replacement of the existing deactivation pin, aft cascade pin bushing, and pin insert on each thrust reverser half with new, improved components. This new AD requires a dye penetrant inspection for cracking of the rivet holes of the bushing plate and repair or replacement, if necessary; and for certain airplanes, replacing the existing bushing with a new bushing and deactivation pin, and installing a new or serviceable stowage bracket for the deactivation pins on all airplanes powered by Pratt & Whitney JT9D series engines. This AD was prompted by reports that certain airplanes require installation of a new bushing and deactivation pin with increased load carrying capability and all airplanes powered by Pratt & Whitney JT9D series engines require installation of a new bracket for stowing the deactivation pin. We are issuing this AD to prevent failure of the thrust reverser deactivation pins, which could fail to prevent a deployment of a deactivated thrust reverser in flight and consequent reduced controllability of the airplane.