Results
88-14-05: 88-14-05 HOFFMANN AIRCRAFT GES.M.B.H.: Amendment 39-5930. Applies to model H36 Dimona motor gliders certificated in any category. Compliance is required as indicated unless already accomplished. To prevent failure of the rod end bearing on the front horizontal tail surface mount, accomplish the following: (a) Within the next ten hours time in service after the effective date of this AD, visually inspect the rod end bearing on the front horizontal tail surface mount using a 5 power or greater magnifying glass for cracks in the area of the threaded shank, in accordance with inspection requirements of paragraph 1 of the Actions section of Hoffmann Aircraft Ges.m.b.h. Service Bulletin (SB) No. 15/2, dated January 20, 1987. (b) Before further flight, replace cracked rod end bearings (SMXCP 10 M) with a modified rod end bearing, Hirschmann "SMXC 10 special design", in accordance with Work Instruction No. 7, contained in Hoffmann Aircraft Ges.m.b.h. SB No. 15/2, datedJanuary 20, 1987. (c) Within 50 flight hours after accomplishment of inspection per paragraph (a) of this AD, or prior to August 1, 1988, whichever comes first, replace any rod end bearing (SMXCP 10 M) not replaced in accordance with paragraph (b), in accordance with Work Instruction No. 7, contained in Hoffmann Aircraft Ges.m.b.H. SB No. 15/2, dated January 20, 1987. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 rue de la Loi B-1040 Brussels, Belgium; telephone No. 513.38.30, Ext. 2710; or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791- 6680. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Hoffmann Aircraft SB No. 15/2, dated January 20, 1987, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Hoffmann Aircraft, Ges.m.b.H., Richard Neutra Gasse 5, A-1214, Vienna, Austria. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 88-ANE-20, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5930, becomes effective July 13, 1988.
62-08-02: 62-08-02 AERO COMMANDER: Amdt. 418 Part 507 Federal Register April 11, 1962. Applies to Models 520 and 560 Aircraft With Serial Numbers 1 Through 230. Compliance required within the next 25 hours' time in service after the effective date of this directive. As a result of reported cases of fluid line chafing in the wing trailing edge area and fuel leakage in the aft fuselage and electronic equipment area, the following corrective action is required: (a) Replace the fuel system aluminum drain tubing with flexible hose assemblies in accordance with Aero Commander Service Bulletin No. 77 dated March 16, 1962, or FAA approved equivalent. (b) Modify the wing trailing edge between wing Stations 24.00 and 59.00 in accordance with Aero Commander Service Bulletin No. 79 dated March 16, 1962, or FAA approved equivalent. This directive effective April 11, 1962.
87-03-11: 87-03-11 SOCATA Groupe AEROSPATIALE: Amendment 39-5575. Applies to Models TB 10, TB 20, and TB 21 (Serial Numbers (S/N) 1 through 709) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent loose stabilator rod ends that may result in loss of pitch control, accomplish the following: (a) Prior to further flight, and each 100 hours time-in-service (TIS) thereafter until repaired or replaced with a modified stabilator actuator rod assembly, inspect the stabilator actuator rod ends and rivets for relative motion as described in paragraph A of SOCATA TB Aircraft S/B No. 29 dated October 1986. If there is any detectable play in any axis, loose or working rivets, prior to further flight, accomplish the actions in paragraphs (i) or (ii) below: (i) Repair the stabilator actuator rod assembly Part Number (P/N) TB 10.27.000.024 and replace the rivets with threaded fasteners as described in paragraphB of SOCATA TB Aircraft S/B No. 29 dated October 1986; or (ii) Replace the existing riveted stabilator actuator rod assembly P/N TB 10.27.000.024 with actuator rod assembly P/N TB 10.27.000.026, modified with the threaded fasteners as described in paragraph B of SOCATA TB Aircraft S/B No. 29 dated October 1986. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Office, FAA, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium; Telephone 513.38.30. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to SOCATA Groupe AEROSPATIALE, B.P. 38, 65001-Tarbes, France; Telephone 62.93.97.30; or Product Support Deputy Manager, U.S., Mr. Bernard M. Veyssiere, 12605 Woodygrove Drive, St. Louis, Missouri 63146; Telephone (314) 469-7490; or may examine the document(s) referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 11, 1987, to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 2, 1987, and is identified as AD 87-03-11.
50-34-01: 50-34-01 KOPPERS: Applies to All Aircraft Equipped With Model F200 "Aeromatic" Propellers (Does Not Apply to "Aeromatic Model 220 Propellers"). Compliance required in all cases no later than April 1, 1952. 1. Universal (Stinson) Models 108-2 and 108-3 aircraft: Compliance required no later than first 200 hours of propeller operation. 2. Universal (Stinson) Models 108 and 108-1 aircraft: Compliance required no later than first 400 hours of propeller operation. 3. If the total propeller operation time is unknown, or if a reasonably accurate estimate of total time cannot be made, compliance is required not later than the next 50 hours of operation. (Except for Universal (Stinson) Series aircraft, compliance is required by not later than the next 50 hours of operation if the total operation time as of August 29, 1949, exceeds 500 hours.) Blade retaining flanges, P/N 3277 must be replaced with P/N 3277-1. When this change is accomplished a "-1" (dash one) is tobe suffixed to the propeller assembly number on the nameplate to indicate compliance. Koppers Service Bulletin No. 24 covers this same subject. Universal (Stinson) Models 108-2 and 108-3 only: (Compliance required by May 16, 1949). To avoid the possibility of crankshaft or propeller failures resulting from excessive torsional vibration in the 2,700 to 2,800 r.p.m. range, all engine operation must be restricted to 2,650 r.p.m. maximum and propeller readjusted in accordance with Koppers Service Bulletin No. 22. As a further safety measure it is required that propellers which have accumulated any operating time in the 2,650 to 2,800 r.p.m. range be equipped with new blade retainer flanges P/N 3277-1. (Koppers Service Bulletin No. 23-E covers this same subject.) This supersedes AD 49-42-01, for the purpose of clarifying the date of compliance.
2018-06-04: We are superseding Airworthiness Directive (AD) 2004-03-07, which applied to certain Airbus Model A320-111, -211, -212, and -231 series airplanes. AD 2004-03-07 required repetitive inspections for fatigue cracking around the fasteners attaching the pressure panel to the flexible bracket at a certain frame (FR), adjacent to the longitudinal beams on the left and right sides of the airplane; and repair as necessary. This new AD retains certain requirements of AD 2004-03-07, expands the applicability, and requires an inspection of the fastener holes on the pressure panel and modification or repair as applicable. This AD was prompted by fatigue tests which revealed cracking around the fasteners attaching the pressure panel to the flexible bracket, and by the discovery of additional cracks under the longitudinal beams at locations that are not included in the inspection area required by AD 2004-03-07. We are issuing this AD to address the unsafe condition on these products.
84-19-03 R1: 84-19-03 R1 AVCO LYCOMING: Amendment 39-4907 as amended by Amendment 39-4921. Applies to Avco Lycoming model TIO-540-V2AD engines Serial Numbers L-8620-61A and below and model LTIO-540- V2AD Serial Numbers L-2820-68A and below, having P/N LW-18852 cylinder assemblies. These engines are installed in Piper PA-31P-350 "Mojave" aircraft. Compliance is required as indicated, unless already accomplished. Cracks have occurred in the area of the intake valve seat of the cylinder head in the above engine models. To prevent possible failure of the engine cylinder assembly, P/N LW-18852, accomplish the following: (a) Within the next 50 hours of time-in-service after the effective date of this AD, or prior to accumulating 550 hours time-in-service, whichever occurs later, replace all P/N LW-18852 cylinder assemblies with P/N LW-19281 cylinder assemblies which are included in kit P/N LW-19297-S. Cylinder part number identification is located on the cylinder head casting in the rockerbox area. (b) In accordance with FAR 21.197 and 21.199, the aircraft may be flown to a location where the inspections or alterations required by this AD can be performed. (c) An equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office. Amendment 39-4907 becomes effective on September 20, 1984. This Amendment 39-4921 becomes effective on September 20, 1984.
48-51-01: 48-51-01 BEECH: Applies to AT-11, C18S, D17S Airplanes Equipped With Beech Half-Circle Type Control Wheels. To be accomplished as soon as possible, but not later than March 1, 1949. To preclude the possibility of failure of the control column wheel shaft due to too great a counterbore depth in the shaft, the following inspection should be accomplished: (Bow-tie type control wheels attached to the control shaft by three bolts through a flange on the shaft are satisfactory and need not be inspected). (1) Drill a 3/8-inch hole in the center of the hub of the control wheels. Do not allow the drill to go more than 1 inch into the hub or the pin securing the wheel will be damaged. (2) Place a narrow scale or straight wire through the 3/8-inch hole and obtain the distance from the bottom of the counterbore (not the peak of the counterbore cone) to the face of the hub. (3) Insert a small hook scale or bent wire in the hole and obtain the distance from the end of the shaft to the face of the hub. (4) Subtract the distance obtained in step No. 3 from the distance obtained in step No. 2 to obtain the depth of the counterbore in the end of the shaft. If this distance is over 1 7/16 inches, the shaft must be replaced. All shafts having a counterbore less than 1 7/16 inches deep are satisfactory. (Beech Service Bulletin No. C-18-9 dated November 22, 1948, covers this same subject.)
62-08-01: 62-08-01 AERO COMMANDER: Amdt. 415 Part 507 Federal Register April 10, 1962. Applies to All Models With Serial Numbers 1 Through 1170, Except Serial Numbers 1133, 1153, 1156, 1162, Models 720, and Pressurized Versions of Model 680F. Compliance required within the next 25 hours' time in service after the effective date of this directive. It has been found that fuel and fuel fumes are released within the cockpit area behind the instrument panel, through the fuel pressure gage case vent as a result of gage diaphragm rupture. Accordingly, a fuel drain line shall be installed leading from the fuel pressure gage vent connection and routed overboard through the belly of the aircraft in accordance with Aero Commander Service Bulletin No. 78 dated March 16, 1962, or an FAA approved equivalent. This directive effective April 10, 1962.
2018-06-03: We are superseding Airworthiness Directive (AD) 2009-18-16, which applied to certain Airbus Model A310-203, -204, -221, -222, -304, -322, -324, and -325 airplanes. AD 2009-18-16 required an inspection for cracking of certain fastener holes on certain frames, and related investigative and corrective actions if necessary; and modification of certain fastener holes. This new AD reduces the compliance times. This AD was prompted by the identification of a structural modification that falls within the scope of the work related to the extension of the service life of the affected airplanes and widespread fatigue damage evaluations. We are issuing this AD to address the unsafe condition on these products.
87-15-09: 87-15-09 AIRBUS INDUSTRIE: Amendment 39-5685. Applies to all Model A300 B2 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the wing front spar, accomplish the following: A. Within the next 100 landings after the effective date of this AD, or prior to the accumulation of 8,000 landings, whichever occurs later, visually inspect the wing front spar webs in accordance with paragraph 2B of Airbus Industrie All Operators Telex AOT/57/87/02, Issue 2, dated April 22, 1987. B. Within the next 300 landings after the effective date of this AD, or prior to the accumulation of 8,000 landings, whichever occurs later, perform an ultrasonic inspection in accordance with paragraph 2C of Airbus Industrie All Operators Telex AOT/57/87/02, Issue 2, dated April 22, 1987. C. If cracks are found as a result of the inspections required by paragraph A. or B., above, repair prior to further flight in accordance with Airbus Industrie All Operators Telex AOT/57/87/02, Issue 2, dated April 22, 1987. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer, may obtain copies upon request to Airbus Industrie, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5685, becomeseffective on August 10, 1987.
98-23-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes, that requires modification of the emergency evacuation slide/raft system. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the container release cable of the emergency evacuation slide/raft system from jamming, which could result in the inability to open the emergency exit doors or to correctly deploy the emergency evacuation slide/rafts, and consequent delay or impedance of passengers exiting the airplane during an emergency.
62-02-06: 62-02-06 PIPER: Amdt. 387 Part 507 Federal Register January 18, 1962. Applies to Model PA-25 Aircraft, Serial Numbers 25-1 to 25-619 Inclusive, 25-622, 25-623, 25-625, and 25-626. Compliance required as indicated. As a result of inspections performed on the aluminum front spar wing-to-fuselage attachment fittings, Piper P/N's 61111-00 and 61111-01, it has been determined that the following action is necessary. Within the next 25 hours' time in service after the effective date of this AD, but not later than February 15, 1962, unless already accomplished, replace the aluminum front spar wing-to-fuselage attachment fittings, Piper P/N's 61111-00 and 61111-01, with steel forgings, Piper P/N's 60113-00 and 60113-01, or equivalent parts approved by the FAA Eastern Region, Engineering and Manufacturing Branch. The steel forgings have 1/8 inch raised digits "60112" or "60112-1" on the parts. The replacement shall be accomplished in accordance with Piper Service BulletinNo. 206, dated August 24, 1961, or FAA approved equivalent. (Piper Service Bulletin No. 206, dated August 24, 1961, pertains to this subject.) This supersedes AD 61-13-02. This directive effective January 18, 1962.
2018-05-09: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD requires inspecting the tail rotor (T/R) flapping hinge link (hinge) and reporting the results. This AD is prompted by a report of a damaged flapping hinge link. The actions of this AD are intended to prevent an unsafe condition on these products.
85-15-05: 85-15-05 SIKORSKY AIRCRAFT: Letter issued July 23, 1985. Applies to Model S- 61L, N, and NM series helicopters, certificated in any category, that are equipped with main rotor horn eyebolt, P/N S6112-23072-101, or eyebolt assembly, P/N S6112-23072-041. Compliance is required as indicated. For helicopters with main rotor horn eyebolt or eyebolt assembly with more than 6,800 hours time in service upon receipt of this AD, compliance is required prior to further flight, unless already accomplished, and thereafter at intervals not to exceed 6,800 hours time in service. For helicopters with main rotor horn eyebolt or eyebolt assembly with 6,800 or less hours time in service upon receipt of this AD, compliance is required prior to the accumulation of 6,800 hours time in service, unless already accomplished, and thereafter at intervals not to exceed 6,800 hours time in service. To prevent possible failure of the main rotor horn eyebolt or eyebolt assembly, accomplishthe following: (A) Remove and replace the main rotor horn eyebolt or eyebolt assembly with a new or airworthy part of the same part number that has less than 6,800 hours time in service, in accordance with Sikorsky S-61L Maintenance Manual 4045-101, Section 65-12-10, dated March 15, 1973, or S-61N Maintenance Manual 4045-80, Section 65-12-10, dated November 15, 1972. (B) Special flight permits not to exceed 6 flight hours may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for replacement of the main rotor horn eyebolt or eyebolt assembly as required by this AD. (C) Alternate repairs, modifications, or other means of compliance with the AD which provide an equivalent level of safety must be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park,Burlington, Massachusetts 01803. This airworthiness directive becomes effective upon receipt.
97-16-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes. This action requires a one-time inspection to detect fatigue cracking of the hinges of the cargo doors, and repair, if necessary. This amendment is prompted by reports indicating that, during inspections of the cargo door area, fatigue cracking of hinges of the cargo doors was detected. The actions specified by the proposed AD are intended to detect and correct such cracking, which could result in structural failure of the cargo doors, and consequent rapid decompression of the airplane and possible separation of the cargo doors from the airplane during flight.
61-26-01: 61-26-01 BEECH: Amdt. 377 Part 507 Federal Register December 15, 1961. Applies to All Model A45 (Converted T34A) Airplanes. Compliance required as indicated. Deteriorated flexible oil pickup hoses located within the engine oil tank will allow air to be drawn into the engine oil supply line. This can cause serious engine and propeller overspeeds due to improper propeller governing or engine damage from inadequate lubrication. To preclude such occurrences, the following inspection is required within the next 25 hours' time in service after the effective date of this directive unless already accomplished within the last 100 hours' time in service and at intervals of not more than 100 hours' time in service. Visually inspect the flexible oil pickup hose for condition. This will require removal of the oil tank inspection plate, disconnection of the pickup hose at its upper end and removal of the hose from the oil tank for inspection. Examine the hose for deterioration with close attention directed to the hose corrugations for cracks or checks in the minimum diameter sections. Deteriorated or defective hoses are to be replaced. If new flexible hoses are installed, the 100-hour inspections must be continued. If a rigid type oil pickup line (Beech Kit 45-327 or equivalent) is installed so as to properly supply oil from the bottom of the tank, no further special inspections are required. FAA approved Airplane Flight Manual Supplement dated August 14, 1961, prohibiting inverted flight maneuvers, is required with the rigid type oil pickup line. (Beech Service Letter T34A, No. 3 dated September 1961, covers this same subject.) This directive effective January 16, 1962.
2018-05-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A320-214, -251N, and -271N airplanes. This AD requires an inspection for any damaged bolt and nut in each cargo fire extinguishing bottle installation, and replacement of any damaged bolt and nut. This AD was prompted by a report that a dynamometric key, previously used for installing the cargo fire extinguishing bottle system, was out of tolerance. As a result, an incorrect torque value may have been applied to the bolts maintaining the fire extinguishing bottles in place. We are issuing this AD to address the unsafe condition on these products.
98-24-31: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-24-31, which was sent previously to all known U.S. owners and operators of BHTC Model 430 helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting the lateral control tube (control tube) assembly and the forward fairing assembly for chafing. If chafing is found, replace the control tube assembly and rework the forward fairing assembly before further flight. If no chafing is found during the initial inspection, perform the corrective actions within the next 150 hours TIS. This amendment is prompted by two incidents of binding of the control tube assembly that occurred during flight. The actions specified by this AD are intended to prevent binding of the control tube assembly with the inside surface of the forward fairing assembly under certain load conditions and subsequent loss of control of the helicopter.
97-23-03: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model HS 748 series airplanes. This action requires a one-time visual inspection of the retraction jack mounting brackets in the nose landing gear bay to determine the type of attachment bolts installed on the bracket bearing caps, and replacement of any incorrect bolt with a serviceable bolt of the correct type. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the bearing cap attachment bolts, which could result in detachment of the bearing caps and consequent collapse of the nose landing gear on landing.
2005-12-06: The FAA is superseding an existing airworthiness directive (AD) for Teledyne Continental Motors (TCM) (formerly Bendix) S-20, S- 1200, D-2000, and D-3000 series magnetos equipped with impulse coupling assemblies. That AD currently requires replacing riveted-impulse coupling assemblies and snap-ring coupling assemblies, which are worn beyond limits, with serviceable riveted-impulse coupling assemblies or snap-ring impulse coupling assemblies. This ad requires a reduced inspection interval for magnetos with riveted-impulse coupling assemblies installed on certain Lycoming engine models. This AD does not lower the inspection interval for magnetos with snap-ring impulse coupling assemblies. This AD also limits the applicability to certain Lycoming engine models. This AD results from data provided by the manufacturer that shows a need to reduce the inspection intervals for riveted-impulse coupling assemblies used on certain Lycoming engine models. We are issuing this AD to preventfailure of the magneto impulse coupling assembly and possible engine failure. DATES: This AD becomes effective July 19, 2005. The Director of the Federal Register previously approved the incorporation by reference of certain publications as listed in the regulations as of July 18, 1996 (61 FR 29934, June 13, 1996).
2018-04-13: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc. AS907 series turbofan engines. This AD was prompted by seven loss-of-thrust-control events attributed to water intrusion of the engine electronic control unit (ECU). This AD requires applying sealant to identified areas of the ECU and requires inserting a copy of certain airplane operating procedures into the applicable flight manuals. We are issuing this AD to address the unsafe condition on these products.
2018-01-12 R1: We are revising airworthiness directive (AD) 2018-01-12 for Airbus Helicopters Model AS350B3 helicopters to correct an error. As published, AD 2018-01-12 referenced an incorrect monostable toggle switch part number (P/N) in the preamble and regulatory text. This document corrects the error. In all other respects, the original document remains the same.
81-21-06: 81-21-06 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4226. Applies to all Model SA 330 series helicopters certificated in all categories. (Airworthiness Docket No. 81-ASW-42.) Compliance is required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To ensure bearing lubrication and to prevent balls escaping from each main rotor blade lever assembly eyebolt pivot ball bearing, accomplish the following: (a) Applies to main rotor heads P/N 330A.31.0020 and 330A.31.0030, all dash numbers, not modified to AMS 07.43.008. Incorporate modification AMS 07.43.008 as described in paragraph 2, Accomplishment Instructions, of SNIAS Service Bulletin No. 65.30, dated November 20, 1979, or FAA approved equivalent. (b) Applies to main rotor heads P/N 330A.31.0020 and 330A.31.0030, all dash numbers, not modified to AMS 07.43.028. Incorporate modification AMS 07.43.028 as described in paragraph 2, Accomplishment Instructions, of SNIAS Service Bulletin No. 65.38, dated July 4, 1980, or FAA approved equivalent. (c) Applies to main rotor heads P/N 330A.31.0000.05 to .18 inclusive not modified to AMS 330A.07.43.038, and main rotor heads 330A.31.0020.00 to .04 inclusive not modified to AMS 330A.07.43.037, and main rotor heads P/N 330A.31.0030.00 to .03 inclusive not modified to AMS 330A.07.43.037. Inspect in accordance with paragraph C, Description, of SNIAS Service Bulletin No. 01.33, dated March 31, 1981, or FAA approved equivalent. Before further flight, replace bearings which are not fitted with sealing flange retaining ring, with serviceable bearings having the same MRC part number, that are fitted with the sealing flange retaining ring, or with serviceable bearings manufactured by FAFNIR, or with an FAA approved equivalent bearing. (d) Equivalent means of compliance with this AD must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels Belgium. This amendment becomes effective October 12, 1981.
61-24-03: 61-24-03 DOUGLAS: Amdt. 371 Part 507 Federal Register November 23, 1961. Applies to All DC-8 Aircraft, Serial Nos. 45252-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45419, 45421-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45606, 45609-45614, 45616-45628, 45636. \n\n\tCompliance required within 1,000 hours' time in service after the effective date of this AD, but in no event later than February 28, 1962. \n\n\tTo prevent inadvertent application of forward thrust when reverse thrust is desired under emergency conditions, the following modification shall be accomplished: \n\n\tIncorporate a throttle-thrust brake interlock system which will: \n\n\t(a)\tPrevent application of reverse thrust until the reverse buckets are in the reverse thrust position, and \n\n\t(b)\tReturn a throttle to the detent position should the corresponding buckets move from the reverse thrust position. \n\n\tThe modification shall be accomplished in accordance with technical data approved by theChief, Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(Douglas DC-8 Service Bulletin Nos. 78-48, 78-50, 78-51 and 78-52 for DC-8 aircraft equipped with JT3C6, JT3D-1, JT4A and Rolls Royce RCO-12 engines, respectively, pertain to this same subject and describe particular FAA approved means of compliance with this AD.) \n\n\tWhen the above modification is accomplished, compliance with the provisions of AD 61-21-02 is no longer required. \n\n\tThis directive effective November 23, 1961.
98-20-34: This amendment adopts a new airworthiness directive (AD) that applies to Twin Commander Aircraft Corporation Models 500, 500-A, 500-B, 500-S, 500-U, 520, 560, 560-A, 560-E, 560-F, 680, 680-E, 680FL(P), 680T, 680V, 680W, 681, 685, 690, 690A, 690B, 690C, 690D, 695, 695A, 695B, and 720 airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended to minimize the potentialhazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.